E499 rT A Volume 3 STORAL ENVIRONMENTAL Public Disclosure Authorized AS SES SMENT Of the STATE TRANSPORT PROJECT - ROAD COMPONENT Public Disclosure Authorized

-~~~~~~~~~~~~~~~~~~~~~~~~~~~~- Public Disclosure Authorized

Government of Kerala Public Works Department

Volume - I Prepared by Main Report Louis Berger International, Inc., Sheladia Associates. CES & ICT Muthoot Chambers, Thyeaud , Public Disclosure Authorized Kerala, - 695014 October 2001 F1iECOPDY- l l | SECTORAL ENVIRONMENTAL ASSESSMENT Of The | KERALA STATE TRANSPORT PROJECT Kerala Public Works Department October 2001

TABLE OF CONTENTS

EXECUTIVE SUMNIARY LIST OF ACRONYMS

| 1 INTRODUCTION 1.1 1.1 THE PROJECT 1.1 1.2 EARLIER STUDIES 1.2 I 1,2.1 Strategic Option Study (SOS) 1.2 1.2.2 Feasibilitv Study 1.' 1.2.3 Additional Feasibility Study 1., I 1.2.4 Reconnaissance Work For Additional Feasibility Studies 1.3 1.2.5 KSTP road Safety Audit Report 1, 1.2.6 Environmental and Social Audit Report 1.3 1.3 ORGANIZATION OF THE DOCUMEN'T I 3

2 PROJECT POLICY, LEGAL AND REGULATORY 2.1 FRAMEWORK 2.1 INSTITUTIONAL SETTING FOR ENVIRONMENTAL 2.I ANALYSIS 2.1.1 Ministry of Environment and Forest (MOEF) 2.I 2.1.2 Central Pollution Control Board (CPCB) 2.1 2.1.3 MOEF Regional Office 2.' 2.1.4 State Forest Department 2. I 2.1.5 Kerala State Pollution Control Board 2.2 2.1.6 Municipalities and Panchayats 2.1.7 Other Entities with Environmental Responsibilities 2.3 2.2 NEW STATE LEGISLATION 2.4 2.3 ENVIRONMENTAL CLEARENCE 2.4 2.3.1 World Bank Procedural And Regulatory Requirements 2. 5 2.3.2 Indian National and Kerala State Policies. Legal and Administrati e 2., 2*2. EnviFrame naork 2.3.2.1 Environmental rekulatioils 2.3.2.2 GOI Social Impact Regulations 2.10 I 2.4 INDIAN NATIONAL REQUIREMENTS FOR 2.11 ENVIRONMENTAL IMPACT REVIEW I.

I ______~~~~~~~~~~~~~~~~~~~~~~ I~~~~~~~~~, l | \'.rto ]nt0port Prmic.t Sectotal F[in ire'mqmt?hEt .... l ]2n

3 PROJECT DESCRIPTION 3.1 3.1 PROJECT LOCATION *.I 3.2 UNIQUE CHARACTERISTICS OF PROJECT LOCATIONT- .1 I KERALA 3.3. HIGH PRIORITY ROADS AND PHASING 3.1 3.4 PHIYSICALDETAILS OF THE PRIORITY PROJECT ROADS | 3.4.] Definitions of Terms used in the Project .5 [IMPROVEMENTALTERNATIVES CONSIDERED -3.6 3.6 PROPOSED PROJECT IMPROVEMENTS 3.6 3.7| OBJECTIVES ! BENEFITS 3.8 3.8 COST OF THE PROJECT 3.8 3.9 CONTRACT I'ACKAGES 3.X

SECTORAL ENVIRONMENTAL ASSESAIENT-APPROACII 4.1 AND M,IETHODOLOGY I. 4.1 ASSESSMIENTMETHODOLOGY 4.1 4.2- MAIN CONCERNS DURING THE EA PROCESS 4.1 4.3 THE SEA PROCESS 4.1

BASELINE ENVIRONMENT 5.1 .1 THE NATURAL ENVIRONMENT (METEOROLOGY) 5.! 5.1.1 Climate S.1 3>.1 .' Temperature 5.1 1.1.3 Rainfall 5.1 '.1.4 Winds 5.1 q 5.i.: Humidity: 5>.2 PHYSICAL SETTING 5.2.! Phvsiography 5.3, 5'.2.2l Geological Characteristics -.4 5 .2-3 Seismic characteristics 5.4 '._.4 Soils . i 5.'.5 EExistingand Potential Erosion 3I5.'.6 Quarries and Crushing Operations 5. 3 WATER RESOURCES 5. I.3.1 Surface Hydrology |'i.3.' Draina-e .' 5.3.3 Water Quality 5.' n ~~~~5.3.4 WVaterQuality; Stanidards5.l *.3.E Groundwater 5.1I 5>.3.6 Floods During Season 5.1 '. 7 Cross Draina-e Structures 5.12 5.4 A.MBIENTAIR QUALITY 5.12 5.4.1 Primarv Data NOISE 5.16 |.3.1 Project Specilic Issues 5.17 5.6 FLORA. FAUNA AND ECOSYSTEMS 5.20 5.6.1 Flora '.( 5.6.2 Fauna 5.2] I 5.6. NNational Parks. \Vildlife Sanctuaries and Forest Reserx es 5.21 5.6.4 Road side (A%enueplantation) I _IL\1f\MN I IEA LTI I AND SA FETY U I Keral:aState Trans n Pr.oiect SectoralFm in r-I' I \ essmcer

5.7.1 Human Health 5,23 5.7.2 Highway Safety 5.24 5.8 CULTURAL RESOURCES 5.23 5.8.1 Archaeological and Cultural Sites and Festivals 5.23 I 5.9 GENERAL ECONOMIC ENVIRONMENT 5.29 5.9.1 Socio-economic Conditions 5.29 5.10 GENERAL SOCIAL ENVIRONMENT 5.33 I 5.10.1 Education 5.33 5.10.2 Population Including Tribal People 5.34 5.10.3 Agriculture 5,35 5.10.4 Tourism 5.36 5.10.5 Public Services -5,7 5.10.6 Irrigation and Hydro Power Projects 5.38 5.11 LAND USE 5.'s 5.1 1.1 Project Specific land use characteristics and Issues: 5.38 5.12 TRANSPORT NETWORK 5.39 5.13 Major Data Gaps and Limitations if Any 5.47

6 ENVIRONMENTAL ISSUES, POTENTIAL IMPACTS AND 6.1 MivIITIGATION * 6.1 NATURAL ENVIRONMENT (METEOROLOGYiCLIMATIC 6.2 CHANGES) 6.2 PHYSICAL SETTING 6.' I 6.2.1 Physiography and Drainage 6.' 6.2.2 Geology/Seismology 6.3 6.2.3 Soils 6.4 6.2.4 Existing and Potential Erosion 6.5 6.2.5 Quarries and Crushers 6.5 6.2.6 Borrow Pits 6.6 6.3 WATER RESOURCES 6.7 * 6.3.1 Surface Water and Water Quality 6.7 6.3.2 Groundwater 6,,i 6.3.3 Cross Drainage Structures 6.8 6.4 AIR QUALITY 6.8 6.4.1 Construction Phase 6.S 6.4.2 Operational Phase 6.9 I 6.5 NOISE 6.10 6.5.1 Construction-Related Noise 6.10 6.5.2 Operational Noise 6.12 I 6.6 FLORA, FAUNA AND ECOSYSTEMS 6.13 6.6.1 Flora 6.13 6.6.2 Fauna 6.14 | 6.6.3 Reserved Forests in the study area 6.15 6.6.4 Social Forestry and Plantations 6.16 6.6.5 Tree Plantation in the ROW 6.16 6.6.6 Private owned trees 6.16 6.7 CULTURAL RESOURCES 6,,17 6.8 GENERAL ECONOMIC ENVIRONMENT 6.1, 6.8.1 Impacts on CommuLnitiesand Their EconiomiiicActivities 6. i, *, 6.8.2 EmlploymnentPatterns 6.19 6.S.3 Industrial Scenario 6. i 9 16.9GENERAL SOCIAL EN\VIRONM\ENT I

I | .Krj Ia Stlate lansq)ortP6tiec ScctoralFE5 r,in% ym. -lrmel

6.9.1 Land Acquisition and Resettlement 6.19 6.9.2 Indigenous Peoples 6.2 0 6.10 HLMAN HEALTH AND SAFETY 6.20 6.11 LAND USE 6.26 * 6.11.1 Potential Construction-Related Land Use Impacts 6.27 6.1 1.2 Potential Impacts upon Regional.Land Use Patterns 6.2 7 6.1 1.3 Impacts to Parks and Sanctuaries 6.2 S I 6.12 TRANSPORT NETWORKS 6.- S 6.12.1 Phase I -Design Alternative Efforts and Project Specific Mitigation 6.29 6.12.2 Sectoral Environmental Issues and Impacts 6.29 U 6.12.3 Verification of Results obtained 6.29 6.13 SECONDARY INDUCED IMPACTS OF THE KERALA STATE 6.30 TRANSPORT PROJECT | 6.13. I Current Scenario 6.30 6.13.2 Overall Project Impacts 6.30 7 SOCIAL IMPACTS, ISSUES AND MITIGATION 7.1 I 7.1 SOCIAL INIPACYTS OBJECTIVE OF THE PROJECTS 7.1 7.2 THE SOCIAL IMPACT SURVEY FINDINGS 7/.1 7.3 EFFORTS FOR MINIMIZING MfNIMISUING NEGATIVE 7.1 3 SOCIAL IMPACTS 7.3.1 Design considerations 7.1 7.4 RESULTS OF MINIMSING INEGATIVE IMPACTS 7. 7.4.1 Impacts to compound walls , 7.4.2 Minimizing resettlement 7.4 LAND ACQUISITION AND ASSETS AFFECTED 7. -.5.1 Extent of Land vo be acquired I 7.5.2 Assets affected 7.5.3 The extent of land take 7.6 7.5.4 Loss of other private affected properties 7.6 I 7. 5.5 Loss of other Common property Rcsources 7.6 7.5.6 Resettlement sites 7., 7.5.7 Displaced properties 7.8 7.5.8 Eligible families for resettlement 7.8 8 ANALYSIS OF ALTERNATIV'ES 8.1 8.1 NNTEGRATION OF ENVIRONMENTAL CONSIDERATIONS IN 8. i THE ANALYSIS OF ALTERNATIVES JS.2 "\\'WITH"AND "WITHOUT" SCENARIOS (s. I (NO ACTION ALTERNATIVE) 8.3 DESIGN DECISION CONSTRAINTS FOR VARIOUS I AALTERNATIVES 8.4 ENGI-NEERING ALTERNATIVES CONSIDERED 8.3 8.4.1 Alignment and Widening Alternatives 8.3 I . S8.4.2 Bypass Alternatives Considered In The Project 8.5 8.4.3 Realigrnment Alternative Considered 8.6 8.4.4 Jtlnction Alternatives 8Y.7 I 8Y.4.5 Pavement Alternatives 8.7 8.4.6 Co-relation with Engineering Studies 8.7

9 PUBLIC PARTICIPATION AND CONSULTATIONS 9.1 9.1 I'ROCEDURES FOLLOWED 9.1 '). I . I Consultatio-s in G\ len-eLl ').1 |~ ~ ~~~2 ') '- FFICI.\LIIlEV EL ( ONSU'LT..TIONS 'J2 U l

| EKeralaSlate TransportProiect SectoralFm ironm.r!a! \;^esrmenr

9.3 REGIONAL SCOPING WORKSHOPS 9.2 9.3.1 Scoping Workshop At Thiruvananthapuram 9.3 9.3.2 Scoping Workshop At Emakulam 9.5 9.3.3 Scoping Workshop At 9.5 9.3.4 Scoping of EA Based On the Scoping Sessions 9.6 9.4 PROJECT SPECIFIC CONSULTATIONS 9.6 9.5 Future Consultations 9.7

10 ENVIRONMENTAL MANAGEMENT PLAN 9.1 3 10.1 MITIGATION MEASURES 9.1

10.2 ENVIZAGED ENVIRONMENTAL IMPLEMENTATION 9.1 ARRANGEMENTS 10.2.1 ENVISAGED INSTITUTIONAL ORGANISATION 9.1 10.2.2 Environmental Training 9.2 10.2.3 Monitoring and Reporting Procedures 9.3 * 10.2.4 Environmental Enhancements 9.3 10.2.5 Environmental Documentation 9.4 10.3 ENVIRONMENTAL COSTS 9.4 10.3.1 Overall Environmental Costs 9.4 10.3.2 Environmental Monitoring and Training Costs 9.5 10.3.3 Construction-Related Environmental Mitigation Costs 9.5 10.3.4 Accounting and Budget Allocation Categories 9.6 10.4 MPLEMENTATION SCHEDULE 9.6

1I ENVIRONMENTAL SAFEGUARDS FOR PROPOSED RPAD 10.1 I MAINTENANCE ACTIVITIES 11.1 MAINTENANCE ACTIVITIES - DEFINITION 10.1 11.1.1 Routine Maintenance 10.1 | 11.1.2 Recurrent Maintenance 10.1 11.1.3 Periodic Maintenance 10.2 11.1.4 Special Maintenance 10o. 11.2 MAINTENANCE PRACTICES IN KERALA 0.2 11.2.1 Maintenance study Recommendations 10.3 11.3 MAINTENANCE PROGRAMME U1N\DERKERALA STATE 10.3 TRANSPORT PROJECT 11.4 ENVIRONMENTAL SAFEGUARDS FOR MAINTENANCE 10.3 ACTIVITIES 11.4.1 Drainage Issues, Impacts and Mitigation 10.6 11.4.2 Ambient Water Quality Issues. Impacts and Mitigatin 10.6 11.4.3 Tree Removal and Tree Planting Issues. Impacts and Mitigation 10.6 11.4.4 Maintenance Roads Near Ecologically Sensitive Areas 10. 7 11.4.5 Road Safety Issues, Impacts and Mitigation 10.9 11.4.6 Traffic Management During Construction Issues, Impacts and 10.10 Mitigation 1 111.4.7 Material Rcsources Issues. Impacts and Mfitigation 10.10 11.4.8 Ambient Air Qualitv Issues. Impacts and M itigation 10.10 11.4.9 Ambient Noise Quality Issues, Impacts and Mitigation 10.11 I. 11.4.10 Flooditig Problem During Mlonsoon Issues. Impacts and Mitigation 10.11 11.5 SOCIAL ENVIRONMIENT 10.11 11 .5.1 Social Issues ConcernmiLs Maintenance Activities I() 12 If 5 ] P2I'rojectAit'ccted Pet-sonis (I'Al./ts) Issies. Impacts and M iigation I 12 I Kerala State Trnrsporn Proiect Seclorari Fn, ronT-rral \-e,srenI

I 1.5.3 Tourism and Social Activities in the Available Corridor 10.13 11.5.4 Cultural Properties Issues, Impacts and Mitigation 10.14 11.5.5 Unemployment Due to Stoppage of Use of River Sand in Road 10.14 Construction Activities 11.5.6 Access Problems 10.15 11.5.7 PaddyField 10.15 11.5.8 Tribal Settlements 10.15 | 111.6 ENVIRONMENTAL MANAGEMENT PLAN FOR 10.15 MAINTENANCE ACTIVITES LIST OF REFERENCES I LIST OF PREPARERS TABLE OF CONTENTS-LIST OF EXHIBITS Chapter 2 | Exhibit 2.1 GOI Environmental Management Organisation Exhibit 2.2 Applicability of World Bank Safe Guard Policies to KSTP Exhibit 2.3 Flow Chart for Environment Clearance Exhibit 2.4 Forest Clearance Procedure as per Forcst Conservation Act Exhibit 2.5 Simplified MOEF - Government of India Clearance & Land Acquisition Procedure Chapter 3 Exhibit 3.1 Project Roads in Relation to Administrative Divisions of Kerala Exhibit 3.2 Locational Environmental Aspects wvhichmay influence HighwvavDesigrn in Kerala Exhibit 3.3 A South Section Phase I and 1I Project Roads Exhibit 3.3 B North Section Phase I and II Project Roads I Exhibit 3.4 Phase I Roads: Kerala State Highways Project Exhibit 3.5 Phase 2 Roads: Kerala State Highways Project Exhibit 3.6 Physical Details of Phase 1 and Phase 2 Links i Exhibit 3.7 Typical Cross Section For Two Lane Plus Slow Land And Drain Uinder Footpatl Exhibit 3.8 Tvpical Cross Section For Two Lane And Drain Under Footpath Exhibit 3.9 Typical Cross Section For Two Lane Plus SlowvLand With Sealed Shoulder and Co\ er * Drain Exhibit 3.10 Typical Cross Section For Two Lane Sealed Shoulder and Cover Drain Exhiibit3.11 Tvpical Cross Section For Two Lane Plus Slow Lane With Sealed Shoulder 3 Exhibit 3.12 Tvpical Cross Section For Two Lane Plus Slow Lane with Sealed Shoulder Exhibit 3.13 Typical Cross Section For Two Lane Plus Slow Lane With Sealed Shoulder Exhibit 3.14 Typical Cross Section For Two Lane With Sealed Shoulders Exhibit 3.15 Different Contract Packages Under Contract I - 3 (Phase I) and Contracts 4 - 6 (phase 2)

Cliapter 5 Exhibit 5.1 Project Roads in relation to Isohyetal of Kerala Exhibit 5.2 Project Roads in relation to Mean Annual Rainy Days of Kerala Exhibit 5.3 Average Rainfall by District * 'Exhibit 5.4 South - West Monsoon (June - September) Exhibit 5.5 Wind Speed and Direction Exhibit 5.6 Project Roads in relation to Physiouraphic Divisions of Kerala * Exhibit 5.7 Project Roads in relation to Geology of Kerala Exhibit 5.S Project Roads in relation to Soil Types of Kerala Exhibit 5.9 Project Roads in relation to slope characteristics of Kerala I Exhibit 5.10 Location of Material SOLirces(Southi Section) - A Exhibit 5. 10 Location of Material Sources (Central Sectioni) - 13 ENhibit 5.I 0 Location or.Material S()UICCs(North Section) - C

I. KeralaState Transport Proiect SecioralEn\ ronmormal.\,sessmCnt

* Exhibit 5.11 Rock Material Available in the State Exhibit 5.12 Project Roads in relation to River Basins of Kerala Exhibit 5.13 A Air, Water and Noise Quality Monitoring Locations - South Section Exhibit 5.13 B Air, Water and Noise Quality Monitoring Locations - North Section Exhibit 5.14 Details of Water Quality Data Analysis Exhibit 5.15 The Indian Tolerance Limit Values for Different Water Quality Parameters for Different Uses * Exhibit 5.16 Project Roads in Relation to Hydroveology Kerala Exhibit 5.17 Project Roads in relation to Ground Water Provinces of Kerala -Exhibit 5.18 Kerala Ambient Air Quality Standards I Exhibit 5.19 Ambient Air Quality At 34 Locations Exhibit 5.20 A Ambient Air Quality at Various Monitoring Stations (August - November 2000) Exhibit 5.20 B Ambient Air Quality at Various Monitoring Stations (August - November 2000) I Exhibit 5.20 C Ambient Air Qualitv at Various Monitoring Stations (August - November 2000) Exhibit 5.20 D Ambient Air Quality at Various Mlonitoring Stations (August - November 2000) Exhibit 5.20 E Ambient Air Quality at Various Monitoring Stations (August - November 2000) Exhibit 5.21 A Ambient Air Quality in Residential Area for the years 1992, 1994 & 1996 Exhibit 5.21 B Ambient Air Quality in Cochin Industrial Area for the years 1992. 1994 & 1996 Exhibit 5.22 Monthly Variation of Ambient Air Quality for the year 1996 Exhibit 5.23 Estimates of the Annual Health Incidences in Three Cities in Kerala Due to Ambient i Air Pollution Levels Exceeding Who Guidelines Exhibit 5.24 National and Kerala Ambient Noise Level Standards Exhibit 5.25 Comparative Leq and L% Noise Standards I Exhibit 5.26 A Hourly Variation of Noise Level at Various Monitoring Stations Exhibit 5.26 B Hourly Variation of Noise Level at Various Monitoring Stations Exhibit 5.26 C Hourly Variation of Noise Level at Various Monitoring Stations I Exhibit 5.27 Analysis of Monitored Noise Data Exhibit 5.28 Various Types of Vegetation in Kerala Exhibit 5.29 Project Roads in relation to Vegetation of Kerala I Exhibit 5.30 Designated Forest by Division and Areas (Ha) Exhibit 5.31 Designated Wildlife Reserves By Division and Areas (Ha) Exhibit 5.32 Wildlife Sanctuaries, National Parks and Biosphere Reserve in Kerala Exhibit 5.33 Project Roads in Relation to Sanctuaries & National Parks of Kerala Exhibit 5.34 Sensitivity Analysis of High Priority Roads based on the Ecologically Sensitive Zones Exhibit 5.35 Birth, Death and Infant Mortality Rates in Kerala I Exhibit 5.36 Accident Rates, Kerala 1995-98 Exhibit 5.37 Motor Vehicle Accidents by Time of Day during 1997-98 Exhibit 5.38 Proportion of Accidents by Vehicle Types U Exhibit 5.39 Physiographic Factors Influencing Road Safety in the Coastal Belt. \Iid Land and Highland Exhibit 5.40 Cultural Properties Affected by the Proposed Phase I Road Improvements Exhibit 5.41 Growth Rate in the Different Districts 'Exhibit 5.42 Districts Recording Higher Annual Growth Rate Exhibit 5.43 District Analysis of Medium and Large Scale Industries in Kerala as on 31.03.1998 Exhibit 5.44 Trends in Literacy - India and Kerala Exhibit 5.45 Population Statistics of Kerala Compared to India Exhibit 5.46 Kerala: Area. Population. Tribal Population and Density per SQ Kmitsby District- 1991 Exhibit 5.47 Project Roads in relation to Population Density - 1981 of Kerala Exhiibit 5.48 Details of ToLiristArrivalc in Kerala Exlhibit5.49 A Project Road in rclatioll to Iourist (Cictr-es ol SouithiKerala I

|c'rala StateTr3nspon Proiect SectnralPIr ,I()TIcii 'I\n'ta c snHCP

Exhibit 5.49 B Project Road in relation to Tourist Centres of North Kerala U Exhibit 5.50 Project Roads in relation to Major / Medium Irrigation Projects ana their Command Areas of Kerala Exhibit 5.51 Land Use I Exhibit 5.52 ProjectRoads in relationto Land Use of Kerala Exhibit 5.53 Roads under State PWD Exhibit 5.54 Density of Total Road Network in Kerala Exhibit 5.55 KSRTC: Sources of Capital Expenditure in 1997-98 Exhibit 5.56 Freight Rate Variations Exhibit 5.57 Consultation with Transport Operators Exhibit 5.58 Railway Goods Traffic in Kerala Exhibit 5.59 Mitigation Route of West Coast Canal Exhibit 5.60 Details of Air Transport Exhibit 5.61 Details of Cargo handled in three Airports

Chapter 6 Exhibit 6.1 Typical Noise Levels associated with Highway Construction Exhibit 6.2 Typical Noise Levels of Principal Construction Equipment Exhibit 6.3 Rural Oxbow Land as Community Space Exhibit 6.4 The Common Avenue Trees to he planted within the Puramboke Land m-ndOxbow- I Lands Exhibit 6.5 Shrubs to be planted within the Puramboke Land and Oxbow Lands Exhibit 6.6 Distribution of Phase I Affected Population I Exhibit6.7 TypicalLayout of PartialBus Bay in Urban Area Exhibit 6.8 Government Warning on Sensitive Land Use Exhibit 6.9 Environmental Aspects Considered and their Weightines Exhibit6.10 SectoralEnvironmental Impact AssessmentMatrix Chapter 7 Exhibit 7.1 Phase I -Affected Project Roads Population Exhibit 7.2 Effect's of minimizing negative social impacts through design modificationis Exgibit 7.3 Project affected and displaced families Exhibit 7.4 Minimizing negative social impacts Exhibit 7.5 Affected Compotind walls Exhibit7.6 Numberof Assets affected Exhibit 7.7 The Extend of land take Exhibit 7.8 Other properties affected * Exhibit7.9 Loss f CommonProperty resources Exhibit 7.10 Project displaced area Exhibit 7.11 Summary od Available vacant land 3 Exhibit7.12 Eligziblefamilies for resettlement Chapter 8 Exhibit 7.1 3 EExhibitS. I BypassAlternatives Considered Chapter 9 Exhibit 9.1 Environmental and Social ScopingVWorkshops I EExhibit9.2 ProjectSpecific Consultation Exhibit 9.3 Constiltations with Persons ,' GrotIps. Subjects DisctIssed and Action Takeni on Social 3 Impact Issues

Chapter 10 3 Ex.hibitI(). I Ln\itotiicnial \ltia;aCmcn1t Plan11 l l 3 KeralaState Transport Peciect SectoralE nircvnme,Ital\ssessment

Exihibit 10.2 Environmental Management Unit (EMU) I Exhibit 10.3 Accountingand Budget AllocationCategories Exhibit 10.4 Implementation Schedule for EMP and Monitoring Plan

Chapter11 Exhibit 11.1 First Year Programme of Maintenance Exhibit 11.2 Second Year Programme of Maintenance of Kerala I Exhibit 11.3 Third Year Programmeof Maintenanceof Kerala Exhibit 11.4 A South Section Prioritised Roads for Road Maintenance Exhibit 11.4 B North Section Prioritised Roads for Road Maintenance Exhibit 11.5 Trees and Utilities Falling Within 1.5 m Shoulders First Year Maintenance (August 2001) Exhibit 11.6 Roads Which are Close to the Ecologically Sensitive Areas Exhibit 11.7 The Total Flood Sections in the First Year Corridor Exhibit 11.8 Environmental Management Plan (EMAP) (For Maintenance Contracts Onlv)

| TABLEOF CONTENTS-LISTOF BOXES

Chapter 3 3 Box 3.1 Need of the Kerala State TransportProject Chapter 5 Box 5.1 Archaeological Significancc of Quarrying 3 Box 5.2 The PrevailingSand MiningIssue In Kerala Box 5.3 Degradation of Idukki Wild Life Sanctuary Due To An Existing Road Selected For Phase I Improvement I Box 5.4 Summarvof the KSTP RoadSafcty Audit Report Chapter 6 Box 6.1 Kerala Specific Air Quality and Recent Trends in Roads and Vehicles in India l l l KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

EXECUTIVE SUMMARY | THEPROJECT The (GOK), through the Public Works Department (PWD), has initiated a programme to upgrade the critical sections of the State's road network under the Kerala State Highways 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 were 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 carried out separately. The Project requires World Bank, Government of India (GOI) and GOK environmental clearances and approvals before construction can proceed. PURPOSE OF THE SEA This document provides the Sectoral Environmental Assessment (SEA) for the road component of the Kerala State Transport Project for approximately 612 km of high priority roads (Figure 1.0). This has been prepared to meet the requirements of the World Bank. Its purpose is to present an evaluation of potential impacts due to the proposed upgrading and realignment of the existing high priority roads selected under the KSTP. Sectoral EnvironmentalAssessment (SEA): The Sectoral Environmental Analysis for the I roads component precedes the determination of investment priorities: It is the first step in the Environmental Approval process and supports integration of environmental concerns into the 3 long-term development and investment planning. PROJECT LOCATION The State of Kerala is located in the South-Western part of the Union of India. The State has a total area of 38,864 Sq.km, 1.2 percent of the total area of India, and the population represents approximately 3.4 % of the countrywide population. Its small area results in a very high population density being, of 749 per sq.km. The State is bordered by the Arabian Sea on the West and and States to the East. Complete descriptions of the existing conditions are provided. I PROPOSED PROJECT IMPROVEMENTS The road improvement and reconstruction aspects of the KSTP includes: I - Widening to 7 or 10 m wide carriageway from the existing intermediate two lane widths with an additional slow lane of 1.5 m throughout the more heavily trafficked routes - Pavement-strengthening, - Raising of the formnation level, - Drainage improvement with lined drains in all 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 in heavily built-up areas and adjacent to schools, hospitals etc - 2.5 m wide sealed shoulders are planned but are required to accommodate the 1.5 m | slow lane on some roads

I LBII/ SheladiaiCES/ICT F -S1 l Kerala State Transport Project Sectoral Environmental Assessment- August 2001

\<0 ~761 N INDIA

\ > %>5 0_48-if h.-00 km SCALE km20tO 0 20 40 60 80 100km

% f , WP FU l A VAL 12' Pi

KOZHI

0

10 10

@YADANAP^LL@THRUVAAN AP

91 State boundary 0PDistrict boundary Project Priorty Rood State Capital District Headquarters * Link Number

(Source: -WATER ATLAS OF KERALA, 1995)

FIGURE:- 1.0 LOCATIONOF PROJECTROADS 71s 0 761 0 771 0 Ll3IT/Sheladia/CES/ICT Kerala StateTransport Project Sectoral EnivironimientalAssessment- AuLusI 2001

Construction of bypasses - Proposal should be considered for , , | , and Changanaserry. Widening of the carriageway and associated land acquisition to expand the highway to two lanes with the exception of the areas designated for the construction of realignments.

APPROACH AND METHODOLOGY The various steps followed for the Sectoral Environmental Assessment (SEA) have been provided in detail. The steps involved Reconnaissance studies, Feasibility screening studies, Strip mapping, Model studying, Assembly and Analysis of previously collected data, Identifying of primary data collection needs, 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 Environmental Management Plans. Further Sensitive and Critical Environmental issues have been isolated to create a Sectoral Environmental Impact Assessment Matrix. In which all factors have been assigned weightings ranging from 0 to 3. A weighting of three represents a very high impact. 3 BASELINE CONDITION, POTENTIAL IMPACTS, AND MITIGATION EFFORTS An abstract of the Project specific environmental hot spots are shown in Table 1.0. The SEA identifies existing conditions, Potential Impacts and mitigation measures as follows THE NATURAL ENVIRONMENT (METEOROLOGY) Climate: The climate of Kerala can be broadly grouped into the following seasons: SW Monsoon months - June, July, August and September, NE Moonsoon - October, November and December, Non Monsoon - January, February, March, April and May I Potential Impacts: No "significant to area" climatic conditions or micro climatic conditions are anticipated as a result of the proposed project improvements. 3 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 appropriate headings. PHYSICAL SETTING * Existing conditions: Kerala lies along the shores of the Arabian Sea, covering an area of 38,863 sq km and is approximately 600 km long and 75 km wide at its widest point. Based on physical features, it is divided into three geographical regions i.e. Lowland or sandy coastal region (< 7m), Midland region (7 to 76 m) and Highland or hilly region (>76 m). The Southern and form the eastern boundary of Kerala and are divided by the I Gap, a lowland area reaching into Tamil Nadu. The coastal areas are largely made up of alluvial deposits whereas upland areas are made up of lower pre-cambrian rocks divided in some areas by lateritic deposits. The coastal areas are dominated by alluvial soils I whereas most of the mid-land region is covered by lateritic soils and much of the hilly areas by forest loam.

I L.BIIPSheladiadCES/ICT F -S _ KeralaState TransporiProject SectoralEnvironmental Assessment- August 2001

TABLE 1.0 LINK SPECIFIC ENVIRONMENTAL HOT SPOTS

- -~ Road Characteristics SocialImpact L i

o~ ~ I I - o . E-.2 2 ~~~~~~~~a - Lin Secfi O. DC _ to E _ _ - Environrnentalhot spots

* _ _ ; e ,< ._ es E a _ =_ o v

o Xw z z 2

- SSmall patches of reserved forests in PIA* with no

I Taikkod ( 46.3 lOn - 7426 3408 57 36.13 19 14 sejcolce. - 5 Identified accident black spots

Kottaralckara - - 3 Identified accident 2 Kotarakara 21.2 7m 3815 587 10 12.25 11 4 blackspots ; ~~~~~~~Adur(1I) . H - 3 Identifiedaccident 3 eAdur - 23.1 7 m 224 455 20 5.86 12 black spots

Chengannur*l) - PIA excluded from I CRZ notificationas per the CRZMP - prepared by 73 Changanaserry 22.0 7 m 0 626 0 5.64 12 4 Govemment of Kerala. (1) - 3 identified accident black spots. I - Paddy field areas I-dukki wild life sanctuary 200 to 500 Idukki - m away from the road. Puliyanmala (2) - RF, 26 Now dropped 31.3 6 m 4.5 1462 928 48 20.99 23 2 Nagarampara RF and from Phase I and RF. included as Phase - and 2 buffer reservoir close to the

- Small reserved forest patches away from the 70 - 18.4 7 m 4320 1314 53 13.36 25 7 roade ithout any Thodupuzha(I) eooia significance.

- Mazhuvannoor RE 2-3 km away from the road Muvattupuzha alignment. No 6 Muvattupuzha 34.1 10nm 0 0 3703 50 8.42 46 11 ecological signature Angamahi (1) - 4 Identified accident black spots.

* 74 - sanctuary Thalasenry - 55.0 7 m - 6000 1160 43 35.31 49 34 located beyond 7 km. Valavupara (2) -First 200 min CRZI * - - - ______- - ~~~~~~~~~~~~~~~~~~~~~~~~~~area.

U LBII/Sheladia/CES/IC T E -5.3 I Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

lI_ - _Very _- small RF NW of 72 SH1-NH47 (1) 13.0 7 m 3545 1129 114 1.19 24 11 this road with no ecological significance.

- Vedagiri RF near end 4 ChengannLr- 47.0 l0im 2.0 2495 4227 NA 137 33 15 of the road. Ettumannoor (2) 3 Identified accident black spots. - Vedagiri RF, Kuriyankunnu RF, - Nedumala Rf.No 5 Muvattupuzha 43.0 7 m - 740 601 NA 71 35 14 ecological significance (2) identified - 5 Identified accident X _ black spots

- Piravanthur RF, Chethalvatti RF, Kadakaman RFE Neramala RF, Karikulam RF (teak 84 Puna]ur- 134.0 7 m 7519 6927 NA 1090 139 51 plantation), Kankkattur Thodupuzha (2) RF, Kuriankunnu RF and many other reserved forests mainly in the eastem side. I I Identified black

- Chenat Neyar RF,

50.1 Pa d 45.0 7 m 423 857 26 0.04 18 21 patches and Nedumpura RF No ecological signature. - Canals of Kolkrushi (paddy) Development Field 40 Thrissur- 33.0 10 m 1065 1408 35 0.13 15 19 crisscross areato the Kuttipuratn (1) west of the road near Punkunnam -5 Identified accident black spots Road in the CRZ III I~~~~~~~~Plta area for about 3 km 68 Pappinlsshry (2) 21.0 7 m 530 949 NA NA 15 19 north of Chirukunnu Pappinissery (2) - and located close to the * ___ sea.

- Within 500 m of the high tide line for about 5 km between and Kikana. But it is

69 Kasargode - 24.0 10 m 910 437 NA 23.2 32 8 situated beyond the Kanhanghad (2) riwyln o bu 1.5 km. Bakel fort, situated very close to the road is categorized as CRZ71.

* PIA is the Project Influenced Area according to the MOEF requirement of 7 km on both sides (i.e., 14 km perpendicular with road as the centre) Link 68, Link 69 and Link 84 phase 2 corridors and buffer link 26 require NIOFF clearance due to proximity to sensitive areas as per GOI gazette notification dated 10 April 1997.

LBIt/Sheladia/CES/ICT E -SA Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Geology: Geologically the region of Kerala is occupied by four major rock formations. Chamockites are the most prominent rock types among the crystalline rocks. The rocks schist's and gneisses also cover large areas of the State. In addition to 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 are also widely seen. Laterite covers wide areas in Kerala. All along the midland regions, it forms a residual deposit due to weathering of either crystalline or sedimentary rocks. The project roads that are exclusively located in the recent alluvial formations include Alappuzha - Changanaserry - Link 73, Pilathara-Pappinssery- Link 68.0, - - Link 69.1. I Soils: Broadly the soils most commonly found in the State are: - River alluvium, Brown hydromorphic soil and Lateritic soil. River alluvium type of soil developed along river valleys and occurs throughout the State cutting across extensive lateritic soils. The soil is very deep with surface texture ranging from sandy loam to clay. It is very fertile having high water retention capacity and containing plant nutrients which arc regularly replenished during floods. It supports cultivation of paddy, arecanut, pepper, tapioca and a wide variety of vegetables. Brown hydromorphic soil is most commonly found in areas of wetlands and is moderately rich in organic matter, nitrogen and potash but deficient in lime and phosphates. Laterite 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, poiash, phosphorous and organic matter. It is well drained and widely cultivated with a I variety of crops like , tapioca, rubber, arecanut, pepper, cashew etc which can be grown successfully. Gravely soil of lateritic origin is generally available in the district for construction purposes. I Existing and Potential Erosion: During the monsoon months all rivers and streams carry considerable amounts of sediment load to the sea. The higher level of precipitation in the 3 State leads to erosion, landslides and landslips. Quarries and Crushing Operations: The construction material survey carried out for the feasibility study included the evaluation of material requirements for road pavement/shoulder I works, cross drainage and other structures, material specifications, identification of material sources, stone quarries, extraction sites for sand and the testing and evaluation of materials for use in the works. I 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. I Potential Impacts. Physiography impacts could occur due to altered road embankments, borrow pit excavations and erosion. Drainage impacts include increased runoff due to widening of the roadway, but will be statistically negligible. Water quality in roadside ponds I adjacent to the Right of Way (ROW) may show slight improvements after road upgrading due to reduced erosion. Storm drainage provisions will be upgraded to accommodate 50-year floods in the case of culverts and small bridges. Mitigation. All necessary KSTP improvement actions will be taken to ensure embankment stabilisation, including the selection of less erodable material, placing of gabions and riprap I and good compaction, particularly around bridges and culverts. Contract documents will specify final forming and re-vegetation requirements. Trenching has been required where

LBIU/Sheladia/CES/ICT E -S.5 Kerala State TransportProject Sectoral Environmental Assessment- August 2001

necessary to ensure successful establishment of vegetation. Monitoring and construction I supervision pursuant to the terms of the contract will be undertaken by the Construction Supervision Consultant (CSC) to ensure that regeneration efforts are successful.

| WATER RESOURCES Environmentally Sensitive Coastal belt: The CRZ regulations of the Government of India are descnrbed in Chapter 2 and are applicable to a few project roads which require more detailed environmental investigations as well as State and Central Government approvals. Following the directive of the Government of India, the State Government prepared a Management Plan, which classified the coastal belt into CRZ-I CRZ -II and CRZ-III for the sensitive coastal area in 1995. CRZ I - The entire area between the low tide line and high tide throughout the Kerala coast except the CRZ-1I and CRZ-III comes under this category. The project roads that are located in this area are Kasargod - Kanhangad and Pilathara - I Pappinssery. CRZ II - All of the developed areas within the municipalities / corporations or other legally designated urban areas which have been substantially built upon and other infrastructure facilities come under this category: Thalasery - Valavupara. CRZ III - Areas that are relatively undisturbed and those, which do not belong to either Category I or II. These areas are basically rural areas. In Kerala all areas falling in gram Panchayat (other than CRZ-1 areas) are demarcated as CRZ-ILL.Both the seacoast and the backwater coast come under this category. * Floods During Monsoon Season: Approximately 90 % of the rainfall is precipitated during the six monsoon months, the high intensity storms during the monsoon months result in heavy discharges in all rivers. The rivers consequently swell and the heavy discharges rapidly reach the midland and coastal regions spreading over lagoons and backwaters raising the general water level and submerging vast stretches of low-lying land. | The cause the frequent flooding of road sections for many hours at a time. With this factor in mind, the design engineers have raised the formation level in appropriate sections. The flooding results in traffic disruption and damage to the road fabric. The raising of formation levels will be required in these sections. The Alappuzha - Changanaserry Link 73 section is the worst affected. In this section all bridges are at a higher level compared with the road. Although large-scale improvement is required to avoid flooding the embankment I height cannot be raised, as the available sub grade is very poor. This will be raised up to a level of 100 - 300 cm only. The phase I design for this was completed in March 2001. Cross Drainage Structures: The number of cross drainage structures required is naturally very high due to high rainfall and physiography. This is even more for a road with a north south alignment especially when located in the midlands. The number of cross drainage structures and their locations with respect to road chainage are given in the Environmental Strip Maps. The density of cross drainage structures is generally high in the order of three per kilometre. The designs for culvert widening are adjusted to one-side widening and both-side widening. 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). Potential Impacts. No impacts to groundwater resources or aquifer conditions are anticipated as a result of the road improvements. Wells in urban and semi urban areas will

LBIARSbeladia/CESfICT E -S.6 Kerala State TransportProject Sectoral Environmental Assessment- August 2001

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. 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 replaced as an integral part of the project road improvement. The project will meet complete construction water requirements from surface water sources such as rivers, streams, ponds and lakes. Mitigation. New or replacement hand pumps will be provided as specified by the Resettlement Action Plan and Environmental Management Plan. Care has been taken in 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. 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. No ground water is required for construction purposes. Ambient Air Quality Permissible air quality pollution levels have been established by the Central Pollution Control Board (CPCB) for six air pollutants. These are Suspended Particulate Matter (SPM).

Respirable Particulate Matter (RPM) Sulphur Dioxide (SO2) Nitrogen Oxide (NO 2). Carbon Monoxide (CO) and Lead (Pb). Kerala State Pollution Control Board has produced primary data on air quality under an agreement with the Project Implementation Unit of the PWD. The results are incorporated in the report. The most significant observation is "the pollution low" observed every day in the night when the traffic is very low. This also indicates that the pollution levels are not carried over or accumulated because of the positive influence of very high biomass of the State. Except few black spots observed throughout Kerala the ambient air quality is observed to be fair. Results of the detailed analysis are provided. Potential Impacts. Potential air quality impacts during the construction phase of the project can be anticipated due to temporary 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 road surface condition and traffic capacity will reduce local 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 improvements. Except in the case of Link 72 no significant diversion of traffic from other roadways, other than incidental local traffic, is anticipated. 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. 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 to avoid spilling. Sites will be watered to prevent dust generation, particularly at crushing plants. Machinery and equipments are required to be fitted with pollution control devices, and checked at regular intervals to ensure that they are in working

LBII/ Sheladia'CESACT F -S.7 l KeTalaState Transport Project Sectoral Environmental Assessment- August 2001

order. Traffic-related air quality impacts during the operational phase will be reduced by the alleviation of traffic congestion, thereby lessening air quality impacts. The road surface should be cleaned and cleared by truck-mounded vacuum cleaners to avoid large scale dust formation while manual labour and brooms is used.

Noise Existing Conditions: A noise impact is considered to have occurred if predicted noise levels I approach or exceed the standards presented by the table or when the predicted traffic noise levels substantially exceed the existing noise levels (usually at least 10 decibels above existing levels). The Pollution Control Board has produced noise data under an agreement I with Project Implementation Init (PIU). The noise levels in general are high in the heavy traffic areas especially urban and semi urban localities. 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, i.e. 50-70 dB only. 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. Potential Impacts. Temporary impacts in the immediate vicinity of the Project Corridor will occur due to construction activities. Tabulations indicating Typical Noise Levels Associated I with Highway Construction, and Typical Noise Levels of Principal Construction Equipment are provided. Following construction, the noise levels in the Project area are expected to decrease due to the lessening of congestion and the traffic noise it generates. In spite of the general reduction in noise levels, some sensitive receptors are located in such close proximity to the roadway that the widening may result in adverse noise impacts unless mitigated. Mitigation measures are only usually applied when traffic is brought closer to the reception by the proposed works. Mitigation. Construction activities will be confined to social working hours and the | employing of noise controlled construction equipment will reduce noise impacts during the construction phase. Public notification of construction operations will incorporate noise considerations. Actions to mitigate impacts upon sensitive receptors may include the sound 3 insulating walls (a stone or brick wall to act as a sound barrier); green barriers for silence zones (a thick layer of green plantation with small leaves acting as noise attenuation) and increasing the height of existing walls around hospitals/schools. Typical design drawings I provided. Definitive noise levels will be determninedempirically 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 Flora: The forests of Kerala are rich in terns of species diversity and economic value. There are over 500 species of identified medicinal plants. Other plants of economic value such as coconut, arecanut palms, wild cashew, bamboos and pure reeds also occur. Fauna: The physiographic, climatic and vegetation diversities support a range of habitats I suitable for a variety of fauna. Important wild life species recorded are elephant, gaur, sambar, spotted deer, barking deer, wild boar, tiger, panther and bear. Nilgiri tahr, niliginri langur and lion-tailed macaque are some of the rare species found. Special measures are needed for their preservation. In order to improve the population of wildlife, ten wildlife sanctuaries, one

I LBII/Sheladia/CESAICT E -S.8 l KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

tiger reserve and one national park have been established in the State. In addition Silent Valley, a unique patch of wet evergreen forest with rare faunal species has been declared as a National Park recently. National Parks, Wildlife Sanctuaries and Forest Reserves: The State's ecology is rich in its diversity and about 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. 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 including rare and endangered species. There are a number of National Parks and many of the wildlife sanctuaries are situated within them. The Project road Idukki - Puliyanmala passes very near (500 to lOOOm)to the Idukki Wildlife sanctuary. Now the road has been dropped from further consideration in Phase I and included as a buffer corridor in Phase 2. Roadside (Avenue) plantation: In general there is an absence of planned roadside (avenue) plantations along the Project roads. However there are a few trees, which are either natural growth or part of the earlier land use. The species commonly encountered on the roadsides include Tamarind, tree, Jamun and Mangoes as well as occasional Banyan trees. Potential Impacts: No impacts upon other protected lands in the area are anticipated. The Project road improvements will require removal of 1-2 trees per kilometre on an average. Most of the trees are not planted but are natural growth or were planted in the very early stages of the road. Mitigation: A programme of compensatory trees planting has been prepared for implementation to replace those removed as a result of the project. Adjustments have been made to save trees wherever possible by making suitable changes. Under current regulations, trees must be re-planted at a rate of two for each one removed depending upon the location. 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, cemeteries and other sacred places of all three religions are located in close proximity to the project roads and must be used necessary to protect them. 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. Potential Impacts: Except for temporary structure (Kutcha) in some cases (if socially acceptable) no other cultural resources will be affected by the KSTP road improvements. Mitigation: Road designs have avoided almost all religious structures by making suitable changes in the alignment. The project has prepared a cultural property rehabilitation policy to address all related issues. General Economic Environment Socio-economic Conditions2 : The annual per capita net State domestic product in 1994-95 was Rs. 8,007 as compared to Rs. 8,403 for India as a whole. 31.4 percent of the population

I LB11!Sheladia/CES!ICT E -S.9 KeralaState TransportProject Sectoral EnvironmentalAssessment- August 2001

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 toilets. Agriculture: The economy of the project influence area is largely agriculture oriented. The resource potential for the development of agriculture and its importance to the area economy varies from district to district. The importance of agriculture and allied activities could be assessed in terms of the main work force by sector and sectoral contribution to district income. The resource potential, apart from the land-use pattern, depends on the size of holding, irrigation facilities, soil condition and farming technique. Minerals: Kerala has rich deposits of clay and beach placers (Ilmenite, Monozite, Rutile Garnet and Sillimanite), which have earned the State an important position in the mineral map of India. The State is not well endowed with other mineral resources although there are deposits of Clay (fire clay, ball clay, china clay and tile clay), Glass sand, Graphite, Bauxite, Iron ore and lime shell etc. Project Specific Significance: The KSTP will positively help the mineral industry in Kerala. Livestock and Poultry: The livestock and poultry population is widely dispersed in the State, with major concentrations in rural areas. Industry Registered Factories: The registered factories are widespread over Kerala districts. The number of factories, in 1997-98, varied greatly amongst districts from one percent to over 15 percent of the State total. Medium and Large Scale Industries: At the end of March 1998, there were 474 medium and large-scale industries in the State. The most common industries in Kerala are: Vegetable and foodstuffs (eg: alcohol), Fruit (Canned fruit and Juice), Beverages (Tea, Coffee), Cocoa (Chocolates), Industrial Crops (rubber to tyre 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 related, items include china clay, lime-stone, lime shell etc. Non- metallic minerals (Graphite), Metallic minerals (e.g. 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 good, Textiles, Nylon Filament yam, printing and writing paper, Ayurvedic preparations, Chemicals, paints and varnishes, Industries based on phenol industry Formaldehyde etc.) Impacts: The project road has many paddy fields as indicated in the Environmental Strip maps. Some are kept idle for many years while others are being used for other Agricultural Crops. Mitigation: The project takes paddy field areas only at those places, which are regarded as absolutely essential on account of road safety.

LBI/ ShehdiadnCES/ACT E -S.lO l KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

Tourism: With favourable weather and natural beauty, tourism is projected to forrn an important part of the State's economy. The major tourist attractions in the State are the Beach resort, houseboats on the canals and backwaters, and wildlife sanctuaries at Thekkady, Parambikulum (), , Wayanad and . I Thrissur is the cultural centre of the State and the famous Kathakali centre. Kalamandalam, is a place of interest for art lovers. The temple of Lord Ayappan is a famous pilgrim-tourist centre. It is estimated that over eight million people visit the shrine annually during November to January period. The pilgrims use many to reach Sabarimala. The most used would be - Thodupuzha. This road will be developed to its full potential within the limitations of the Kerala State Transport Project in phase 2. 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 I nearly as high as in Western Europe and infant mortality rates are as low as in New York. Irrigation And Hydro Power: Until recently the State has only hydroelectric projects for | Power generation. The total installed capacity of the State is 1401 MW. All of the completed major/medium irrigation projects were intended originally for irrigating paddy alone mainly to stabilise the second crop and create the possibility to raise a third. It is I estimated that the 10 completed projects cater for 77,085 ha (net) or 150,000 ha (gross). Eleven major/medium projects have been partially commissioned. These projects address the irrigation needs of 78,670 ha. Potential Impacts: The general economic impacts as a result of the proposed action will be beneficial and enhance the efficiency of the economy. I Mitigation.None required General Social Environment I Kerala has the distinction of being the only State with the sex ratio favourable to women. In 1991, there were 1036 women for every 1000 men as against the all - India figure of 927. The literacy rate of over 90 percent is the highest amongst Indian States and compares 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 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 I their female literacywas 74.31 percent. 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 is 749 persons per sq. kin, with 73.61 percent of the total 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 literatutre, 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 of the census operations.

LBIL'Sheladia/CES/[CT E -S 11 Kerala State TransportProject Sectoral EnvironmentalAssessment- August 2001

There is a small tribal population in Kerala, about one percent of its total population.

Agriculture: In the absence of an effective industrial base, agriculture forms the main occupation for half of the people of the State. Within agriculture, there is a predominance of cash crops, such as, cashew nuts, tea, coffee, coconut, and rubber. Rice and tapioca are important food crops. The State is not self-sufficient in food crop production. Paddy Fields: Paddy fields are treated as a sensitive land use in Kerala. The State Government 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 over many years, the last of which was the development of a Paddy Development Board in 2000. The main controlling legislation is still the Land Utilisation Order of 1967. The reasons for conversion of Paddy field include Non profitability, Labour intensive with associated high costs, Labour shortage, and the population pressure due to proliferation of nuclear families for small residential plots. The KSTP roads have many paddy fields adjacent as Indicated in the Environmental strip maps. 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 on account of road safety. Project Specific Scenario: The households bordering the high priority road network are similar to those described above. The Environmental strip maps show the observed characteristics along the corridors. Potential Impact:. The Phase I KSTP road improvements will necessitate land acquisition of 42.29 ha including realigned sections. This figure includes both Government and privately owned land. The primary community impact of concern has been identified as the impact on realigned/bypassed communities due to the fact that the existing ROW within the bypassed community may revert to Local Government control. Local Government bodies are not equipped to deal with any environmnentaldegradation they may "inherit". Mitigation actions related to social impacts are addressed by the RAP. Mitigation: Actions to mitigate potentially 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. Project Specific Land Use Characteristics And Issues: Land use in lowland: Coconut trees are present all over the coastal belt. Occasionally there are paddy fields, backwaters, streams, canals and river mouths. Normally every household has a garden attached, often separated by a boundary wall or fencing. The garden is usually mixed in character with Coconut, Plantain, Vegetables, Jackfruit trees, Mango trees, Tamarind etc. The paddy fields are situated in the valley fill areas, which are fast decreasing in extent. Land use in midland: In the midlands coconut and paddies are the main cultivation. There is rarely 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 vegetable crops. In the coastal areas coconut plantations are very common. Normally every household has a garden attached to it exact by as in low land. The paddy fields occur in the valley fill areas, which are fast decreasing in extent.

I LB1IISheladia/CES/lcT E -S.12 Kerala State TransportPToject Sectoral Environmental Assessment- August 2001

Land use in highlands: In the highlands other plantations are found, like rubber, Tea, Coffee, Cardamom, Pepper, Cashew etc. Normally every household has a garden attached to it usually without any boundary wall. The garden is usually mixed in character with Plantain, Vegetables, Jackfruit trees, Mango trees, Tamarind etc. The Reserved forests, sanctuaries and national parks are mostly located in the highland region. The paddy fields are the valley fill areas, which are fast decreasing in extent. In the highlands, paddy fields are few except in the Wayanad and Palakkad districts. The project roads are usually bordered by the land use characteristics mentioned above.

TRANSPORT NETWORK Transport Sector: 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.

The road network in Kerala, on 31 March 1998, maintained by different agencies totalled over 219,805 km in length. Of this, Panchayat roads were 181,251 km and accounted for 82.5 percent of the total road network in the State. These are low-order gravel country roads (hardly 2 percent are black topped) providing links to rural settlements. 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 roads in the State. Potential Impacts: The primary impact of the project road improvements will be to improve the performance of the transport sector and facilitate improved flow of traffic, goods and travellers. The project road improvement is also expected to benefit the economic growth of the area. No significant adverse impact to the area transport systems is anticipated.

Mitigation: Other than the features incorporated in the highway improvement project, no additional mitigation related to impacts on the area transport net work is warranted.

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 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.

Potential Impacts. Road safety factors will be substantially improved by the proposed improvements.

Mitigation. Strengthening of police enforcement will be encouraged and accommodated. Provisions have been incorporated in the project to alleviate areas of congestion. Road safety issues are being addressed by the introduction of a Road Safety Specialist into the Consultants team. The project has provision for parking areas, bus bays and other enhancement facilities that will positively contribute to road safety.

LBIJ/ Sheladia,CESllCT I -S.t3 l Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Social Impacts and Mitigation Plan

Social Issues The Government of Kerala has approved R and R Principles and Policy frame work in August 2000. The project has prepared a Resettlement Action Plan for Phase 1 roads to effect land acquisition and also to address direct social impacts and issues. The project need widening at three types of locations mainly 1) congested market areas with dense placement of structures, including legal titleholders of land plots and structures, and legal or I illegal squatters, 2) Built up residential areas along the road where there is a requirement for acquisition of land from existing walls and parts of the compound and/or structures and 3) Roadside agricultural/plantation land. Impacts The RAP records that 13,487 individuals are project-affected persons (PAPs), of which 7,130 are project-affected families (PAFs), 1,070 are project displaced persons (PDPs) and 799 are project-displaced families (PDFs). The encroachers and squatters are an insignificant minority, holding respectively 26 and 39 small properties among the total affected properties of 3816. Tenants occupy 857 (22%) of the affected properties. The improvement of the Phase I - project roads requires 42.29 ha of land.

Mitigation As a result of mainstreaming participation of beneficiaries and potentially X affected persons and a socially responsive design process, the project incorporates measures that significantly avoid, reduce, or otherwise mitigate many adverse social impacts associated with highways improvements. The impact on the total population has been reduced by approximately 50%. The number of project displaced persons has been reduced by approximately 75%. The impact on the buildings has been considerably reduced by approximately 66% and 74% for residential and commercial, respectively.

ANALYSIS OF ALTERNATIVES "With" And "Without" Scenarios (No Action Alternative): In the case of the Kerala State Transport Project, consideration of this alternative must be cognisant of the fact that the capacity of the project roads is insufficient for the volume of traffic. Traffic flow is impaired I by severe conflicts between local and through traffic, mixed with pedestrian movements and by continuous ribbon development and inadequate and / or inappropriate roadside facilities along the narrow corridors. These dangerous conditions and the environmental consequences X (air and noise pollution and degraded environmental conditions) will continue and worsen. Population growth and traffic increases will continue and exacerbate an already critical situation. The "No Action" Alternative would amount to a failure to initiate highway I 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 considerably degree. It would, thereby, contribute to the development goals of the State, c 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. Potential negative environmental impacts associated with the "with" scenario can be avoided I through good engineering practice and, where warranted, appropriate mitigation actions as specified herein. Accordingly, it has been determined 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 3 PWD initially had conflicting ideas on the most appropriate designs most suited to the Kerala situation. This solution needed to be practical with a minimum of social and environmental

* LB]I/ SheladiaCES/ICT E -S.14 l KeralaState TransportProject SectoralEnvironmental Assessment- August 2001 disturbances and with an optimum economic return. Besides large scale environmental and social field investigations, discussions, debates and workshops were also 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 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 better understanding among the specialists involved. A number of design decision constraints were discussed. Site observations quickly revealed the need for much greater attention to road safety and the provision of footpaths, policy areas 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 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. The improvement alternatives considered by the Consultants have generally been (1). Improve to a 7.0 m wide carriage way with sealed shoulders and lined drain (2). Improve to a 7.0 m main carriageway with two 1.5 m wide auxiliary lanes and 1.0 m sealed shoulders (total 15 m) and (3). Improve to dual two lane carriageways (later abantdoned) Bypass alternatives: There were nine bypasses considered for urban / semi urban area in order to avoid potential social impacts, to reduce accident rates and also to accommodate the ever increasing traffic. Also along these sections pollution level would be considerably eased due to the free flow of traffic. The bypasses considered were at Perumbavoor, Kattapana, , , Thrissur, Thiruvalla, , Changanaserry, urban and semi-urban areas. Many of these have been dropped from further consideration. At present only Thiruvalla and Changanaserry are being considered for further follow up.

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 geometry allows, this solution has been sought 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 demolition of major areas of the centre. The alternative to a modified IRC standard is the provision of signal-controlled intersections or the use of mini roundabouts.

PUBLIC CONSULTATIONS The official level consultations started with the project environmental investigations in April 1999. These consultations where conducted for the Preliminary Environmental Screening Study for feasibility studies reported in April 2000. Three regional scoping workshops were held during January-February 2000 at Thiruvananthapuram, and Kozhikode. The details of the key participants, venue, subjects discussed and other aspects are documented. 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: - Potential maintenance inadequacies; - Insufficient participation;

L1311/Sheladia/CES/ICT E -S.15 KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

- Lack of transparency; U - Insensitivity to social and environmental dimensions; - Non-adherence to environmental requirements and regulations; - Lack of coordination among Government Agencies; and I - Potential resettlement and rehabilitation failures. - Roads Safety issues All these aspects were considered during the Phase I design as provided in the report. Environmental Enhancements: Being a very densely populated State with extensive ribbon development, market areas and pedestrians, a variety of environmental enhancements 3 measures have been considered. For environmental enhancements tree and shrub planting along 'OXBOW LANDS' is recommend to protect the land from environmental degradation. Typical designs are provided. The other important measures are * Bus bays, Bus waiting sheds to be provided in the Project designs | * Parking areas for cars, auto-rickshaws, jeeps, tempos and mini lorries * Service roads when realignment/bypass is proposed and implemented in the urban and semi urban pockets I * Safe road junctions - Proposal for the development of 'OXBOW LANDS' into rest areas in rural areas * 0OXBOW LANDS could provide sites for toilet facilities, and eating places * Trees shrub planting and parking along the OXBOW LANDS * Cultural property rehabilitation and enhancement * Borrow and quarry are development and rehabilitation plan Project Specific Impact Mitigation Measures During Construction I The impact mitigation measures for the following impacts have been addressed by the Project. Construction waste disposal: Adequate environmental cost has been budgeted for construction waste disposal. Adequate budget have been proposed for sewerage and waste disposal during construction period. Necessary contractual clauses are also included. Operation of construction equipments: The contractors need to use only equipments of international standard. Necessary contractual clauses have been included in the EMAP. Sewerage and solid waste from Construction Company: Adequate environmental mitigation costs are provided to minimise the dust and noise nuisance to public during construction. ENVIRONMENTAL MANAGEMENT PLAN (EMP) The Environmental Management Plan (EMP) summarises the mitigation measures incorporated within the design process and the measures identified for action in the 3 construction and operational phases. The EMP specifies the nature of the potential environmental impacts, 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 Specification for Construction for enforcement of the measure. Institutional arrangements for Project consist of the appointment of an experienced Environmental Officcr. Details of the organisation and staffing; environmental training; monitoring, reporting; and record keeping are provided.

| LBtl Sheladia/CES/ICT E -S.16 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

These are under three sub headings. Environmental Monitoring and Training. This includes the cost of staff assigned to the oversight of air, noise and water quality monitoring including the cost of necessary training and institutionalstrengthening. * Tree and Shrub Planting. Detailed breakdowns indicating the derivation of these costs for the Project. 3 Construction-RelatedEnvironmental Mitigation Costs. This includes the costs of - Water Spray For Dust Suppression - Proper Sewage Disposal During Construction * - Proper Waste Disposal At Service Centres - Noise Mitigation - MaintenanceCost In Soil Conservation Construction/ReplacementHand Pumps Subject To Impact - Tree and shrub along 'OXBOWLANDS' ENVIRONMENTAL SAFEGUARDS FOR PROPOSED ROAD MAINTENANCE ACTIVITIES The project identified approximately 612 km as high priority roads from the 3000 km of feasibility study roads. The remainder have been subjected to further studies including HDM analysis to prioritise approximately 1000 km roads for periodic maintenance in three phases. The environmental problems associated with maintenance activities are mainly construction related. The impacts and mitigation activities are provided. Maintenance Activities include: -

* Road Inspection * Overlaying and provision of shoulders * Vegetation Control * Pothole filling 3 . Cleaning of drains * Patching * Bridge, culvert and retaining wall repair * Shoulder repairs * Crack sealing * Resealing * Pavement markings All proposed maintenance activities were examined to develop a generic Environmental Management I Plan. The maintenance activities will be taken up without any tree cutting. In the case of squatters and Encroachers the Highway authority will follow 'Status Quo'. Without any widening or lane correction. I ENVIRONMENTAL CLEARENCES AND APPROVALS The SEA analysis clearly brought out the various environmental approvals required for four I links. None of the phase I corridor qualifies for GOI environmental clearances. LINK NAMEOF PROJECT REASONFOR CLEARANCE REMARKS ROAD REQUIREMENT I 26 Idukki - Puliyanmala Proximity to Idukki Wildlife Dropped from phase sanctuary I an included as phase 2 buffer. 84 Punlur- Thodupuzha Proximity to Forests Phase 2 corridor 68 Pilathara- Pappinisserry CostalRegulation Zone (CRZ) Phase 2 corridor 69 Kasarkode - Kanjagad Costal Regulation Zone (CRZ) Phase 2 corridor

LBII/ Sheladia/CES/ICT E -S.17 l Kerala State Transport Project Sectoral Environmental Assessment - August 2001

1 INTRODUCTION

1.1 THE PROJECT

The Government of Kerala (GOK), through the Public Works Department (PWD), has initiated a 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 the proposed road improvements will commence in late 2001. Approximately 87 potential Road sections 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 study, an Inland Water Transport Pilot Scheme forms part of the contract with the original Kerala project title as 'Kerala State Highways Project with Inland I Water Transport Pilot Project'. Although this study is administered under the same contract, its preparation and reporting was carried out separately. The Interim Report for that work was submitted in October 1999. The other submissions included the preliminary engineering I report in March 2000, Environmental Assessment report in April 2000 and the Social Assessment report in May 2000. 3 SECTORAL ENVIRONMENTAL ASSESSMENT (SEA): The Sectoral Environmental Analysis for the roads component precedes the determination of investment pnrorities. It is the subject of a Sectoral Environmental Assessment (SEA) and is the first step in the I Environmental Approval process. The SEA also supports integration of environmental concerns into the long-term development and investment planning. The following advantages of SEAs, some of which are specific to Kerala State Transport Project (KSTP) are noted: -

* SEAs can prevent serious environmental impacts by analysing sector policies and investment strategies in the planning process before major decisions are made. * SEAs can assist governments in forrning a long-term view of the Sector and can increase the transparency of the sectoral planning process (to show the reasoning I behind the development plans) thereby decreasing the need for purely political decisions which might be environmentally ill informed or harmful. * SEAs can help to alter or eliminate environmentally unsound investment alternatives at an early stage, thus reducing overall negative environmental impacts in inopportune or wasteful preparation activities and also eliminating the need for project specific EIA's of these alternatives. * SEAs can valuable for collecting and organising environmental data and in identifying data gaps at an early stage; also for outlining methods, schedules and I responsibilities for data collection and management during the programme or project implementation.

PROJECTSTATUS: The Corridor specific EIA's for Phase 1 roads have been prepared. At a time when World Bank funding was likely to be two years distant, the State Government decided to proceed with the detailed design of four high priority roads. Accordingly the * Consultants were instructed to prepare Project specific EIA reports for these project roads. The Consultants suspended the preparation of the SEA for a few months as there was only

IIBIL'Sheladia/CES/ICT LBii!Shcladia/'CES/ICT 1.1 Kerala State TransportProject Sectoral Environmental Assessment - August 2001

one Environmental Engineer engaged in this work. The main purpose was to use State resources immediately and to apply for retroactive World Bank financing. The draft EIA reports for the following links prepared and submitted to the PIU in July 2000.

1. Link 1, Taikkod - 2. Link 70, Muvattupuzha - Thodupuzha and 3. Link 6, Muvattupuzha -

SEA OBJECTIVES:The objective of the SEA is to examine which corridor-specific ELAs would be prepared only for those road sections deemed to warrant such action in accordance with all appropriate GOI regulations and World Bank operational procedures. This Sectoral Environmental Assessment (SEA) has been prepared to meet the requirements I of the World Bank. Its purpose is to present an evaluation of potential impacts and issues generated by the proposed upgrading and realignment of the road links identified for development. Further the Sectoral analysis will also reveal the cumulative impact of widening and improvement of all road components of the Kerala State Transport Project (KSTP) including * maintenance component.

1.2 EARLIER STUDIES

U 1.2.1 Strategic Option Study (SOS) The current project developed from the Strategic Option Study report of April 1997. It SI recommended 2810 km for detailed studies following the investigation of the State road network in terms of traffic flows and road capacities. Selection was made as those roads demanding the highest priority for investigation based upon the volume of traffic using each J road, future traffic projections and the existing width and hence capacity of the existing carriageway at that time. Except the Sabarimala pilgrimage season, no other environmental and social aspect was considered for the study.

1.2.2 Feasibility Study A fcasibility study was carried out for the 2810 km (68 Links) idcntified by the SOS study except for the 330 km that were later declared National Highways. At the time of their upgrading to National Highways a number of surveys including environmental and social I impact surveys had been carried out. These roads were later dropped from further study and the data generated were passed to the Project Implementation Unit (PIU) for use by the 1 National Highways Division of the PWD.

The preliminary environmental and social impact analysis and screening undertaken during the feasibility study was one of the keys to decision making. The environmental screening I study identified and listed those road segments, which passes through ecologically sensitive areas (Feasibility report April 2000).

| 1.2.3 Additional Feasibility Study Following the submission of the initial feasibility study report, the Govemment of Kerala | proposed an additional 707 km of roads for investigation. As a result the Consultants carried out reconnaissance surveys and further studies for the additional roads. Since the SOS study

LBlISheladia/CESICT 1.2 Kerala State Transport Project Sectoral Environmental Assessment -August 2001 report of 1997 the socio-economic scenario of Kerala had undergone major changes relative 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 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 an additional 19 road sections, some of which could not be pursued, as they required many kilometres of new roads along dense forests and sanctuaries.

1.2.5 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 World Bank and the PCC. 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 23 sections of highway in the Phase I and Phase 2 of the Kerala State Transport Project. The recommendations are being addressed by the Project.

1.2.6 Independent EA Review Report

Being a Category A project, the World Bank requires an Environmrentaland Social Review of all EA and Social documents including RAP by an Independent Consultant. The Environmental and Social Review of KSTP was completed by SMEC in early August 2001. This has created some additional work with regard to EA documents. These are being currently addressed. The SEA has addressed the important recommendations of the Independent Review Consultants.

1.3 ORGANIZATION OF THE DOCUMENT

Based on the procedural and regulatory requirements, the SEA is organized in accordance with the World Bank Guidelines for the preparation of Sectoral Environmental Assessment as given in the Environmental Assessment Source Book Update Number 4 of October 1993. Additional information in the form of World Bank guidelines is also incorporated. World Bank Operational Policy 4.01 and the recommendations of World Bank Technical Paper Number 376: Roads and the Environment: A Handbook. The entire document is organised in Two Volumes: Volume I Main Report and Volume II Appendices The volume I document is therefore organized as follows: * Section 2.0 - Project Policy Legal and Administrative framework - Presents the legal and administrative requirements of the World Bank, Government of India and Government of Kerala, PWD. * Section 3.0 - Project Description - A brief description of the KSTP, the components of the Project, the manner in which the priority road links were identified and details of the proposed actions. * Section 4.0 - SEA - Approach and Methodology - Presents the methodology followed, different steps in the Sectoral Environmental Assessment process, initial

LBII/Sheladia/CES/ICT 1.3 KeralaState TransportProject SectoralEnvironmental Assessment - August2001

environmental and social screening surveys, Strip mapping, sources of data, data to be generated during the studies etc. * Section 5.0 - Baseline Environmental Conditions - Overview of the relevant aspects of the study area. The major headings of the statement of baseline environmental conditions and the section that follows were devised on the basis of MOEF's suggested outline and review procedures and supplemented to address World Bank concerns as follows: * Sub-Section 5.1: Natural Environment - Presents the meteorological conditions of the area. * * Sub-Section 5.2: Physical Setting - Presents the physiography and drainage patterns; geology and seismology; soil conditions; existing and potential erosion patterns; and information with regard to quarries, existing crushers; and borrow pits. * Sub-Section 5.3: Water Resources - Presents the applicable water quality standards; existing surface water bodies and groundwater conditions; water resources and cross drainage structures within the Project corridor / potentially impacted area (PIA). - Sub-Section 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. * Sub-Section 5.5: Ambient Noise Levels - Presents the relevant noise standards and the existing ambient noise levels, including a description of the locations of monitoring stations and the sampling and testing methods employed. * Sub-Section 5.6: Flora, Fauna and Ecosystems - Presents data with regard to reserved forests and trees in the Project ROW. * Sub-Section 5.7: Human Health and Safety - Presents a discussion of health issues I related to road projects, including available data with regard to the incidence of diseases and the relevance of truckers and the spread of disease as required in the World Bank Guidelines. * Sub-Section 5.8: Cultural Resources - Gives data with regard to shrines, monuments, religious buildings and cultural artefacts. * Sub-Section 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 required by the World I Bank Guidelines). * Sub-Section 5.10: General Social Environment - Gives the relevant social data, including data with regard to indigenous people. * Sub-Section 5.11: Land Uses - Displays the land use and settlement pattern within the potentially affected area. * * Sub-Section 5.12: Transport Network - Presents a description of the transport network of which the State Highway system is a part and subject to impact due to the improvement programme. * Section 6.0 - Environmental issues, Potential Impacts and Mitigation - An cxamination of potential impacts related to them. Section 6.0 follows essentially the same sequence and numbering pattern as Section 5.0 to facilitate review.

LBII/SheladiaiCES/ICT 1.4 l

Kerala State Transport Project Sectoral Environmental Assessment - August 2001

* Section 7.0 - Analysis of Alternatives - An examination of alignment, design and technical alternatives considered in the evolution of the Project.

* Section 8.0 - Public Consultations - A description of coordination activities in the preparation of the SEA, including coordination with Government Agencies, actions I undertaken to obtain the views of local non-government organizations (NGOs) and affected groups, and records of meetings and other activities, communications and comments. * Section 9.0 - Environmental Management and Monitoring - Specific environmental management activities to be incorporated in both the construction and I operational phases for each component of the Project are presented, together with a Monitoring Plan specifying the type of monitoring proposed, the activities and/or conditions warranting environmental monitoring, the responsible agency or I organization, the estimated costs and related factors. * Section 10.0 -Environmental Safeguards For Proposed Road Maintenance Activities- Maintenance Specific Environmental impact mitigation activities to be incorporated during the construction is provided. An EMAP developed specifically for the project included. Volume II Appendices To Main Report Contain: Appendix A.4.1 Environmental And Social Impact Screening Model (EASISM) Appendix A.4.2 Link Specific Environmental Analysis- An account of Link Specific Environmental Details 3 Appendix A.4.3 Environmental Strip Maps- Strip Maps for Phase I Detailed Survey and Phase II from screening surveys Appendix A.5.1 CRZ - 1 Areas of Importance According to GOI Regulations 3 Appendix A.5.2 Ambient Air, Water and Noise Quality Monitoring - Stations, Period of Monitoring U Appendix A.5.3 IUCN Document on Sensitive Ecological Areas. Appendix A.6.1 Typical Environmental Enhancement Design Drawings Appendix A.6.2 Landscapes, Tree Planting and Environmental Enhancement Plan Appendix A.8. 1 Short listed NGOs for Project Consultation and Participation Appendix A.8.2 Official Consultations Appendix A.8.3 Minutes of Scoping Workshops Appendix A.9. 1 Environmental Monitoring Formats l l I

I BlliSheladiaiCES/1CT I.5 l KeralaStale TransporiProject SectoralEn6ironmental Assessment -August 2001

2 PROJECT POLICY, LEGAL AND REGULATORY FRAMEWORK

2.1 INSTITUTIONALSETTING FOR ENVIRONiMIENTALANALYSIS

2.1.1 Ministry of Environment and Forest (MOEF) The Ministry of Environment and Forest (MOEF) is the responsible organisation for environmental matters in India. Exhibit 2.1 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) perform functions as outlined in India's Water and Air Acts.

l | CENTE | j ST ATE DIS RT

1,~ ~~~~~~~~~Rton roi

| | i CA Offcm | Poilulicn| l | l S~~~offic

neon l Po:!unon[ ofth C~~oncou6- C?CB Booed

EXHIBITz. GOI ENVIRONIENTALMANAGEMENT ORGANISATtON =do S.. 'd B. Rpo rT-os erS . 990 The MOEF is the agencv primarily responsible for the review and approval of ElAs pursuant to GOI legislation. As a part of its ETAreview procedures. MOEF requires the submission of an application, the EIA and accompanying Resettlement 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. 2.1.2 Central Pollution Control Board (CPCB) The CPCB is a statutory authority attached to the MOEF and located in New . It was constituted in 1974 (and thus predates MOEF). Its major functions are to: - Advise the Central Government with regard to water and air pollution matters; I - Plan and implementwater and air pollution programmes; - Co-ordinate activities of the State Pollution Control Boards, - Organise popular air and water campaigns; I - Increase Public awareness; - Compile air and water data and provide guidelines: 5- Set air and water standards. l I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ L1311ISlwladia ii.(FS 1(1 l KeralaState Transport Project Sectoral En%,ronmentai Assessment-AuLu,t 2(YJI

| 2.1.3 MOEF Regional Office Kerala is located in the Southern Region, which includes Kerala, Tamil Nadu and Karnataka. The office for the Southem Region is located in . Its responsibilities include: - Evaluate proposals for diversion of forestlands; - Assist in the preparation of the National Forestry Action Plan (NFAP): I - Assist Paryavaran Vahinis ; - Provide technical and scientific consultations on biological diversity; - Monitoring of conditions following environmental clearance; I - Pursuing pollution control measures by industries and local bodies; - Collecting and fumishing 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.

2.1.4 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 and State Highways, consistent with the other zoals and | policies of the GOI. In Kerala, the trees at the sides of the PWD land are the property of the Forest Department. With the Contractors opinion prior to the removal the trees, the trees that are actually affected should be clearly marked. A wn'tten pernission needs to be obtained i from the Divisional Forest Officer (DFO) or Assistant Conservator of Forest (ACF) indicating the details of the trees that will have to be felled prior to the actual removal of the * trees.

2.1.5 Kerala State Pollution Control Board The State Pollution Control Board (SPCB) plays a major role in environmental management 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; I - Advise State Governments on air, water and industry issues; - Establish emission standards based on National Standards: - Issue consent orders (permits) for industrial air and water discharges: * - Issue "No Objection Certificates" for "industrial development" (defined in such a way as to include road projects); - Publish statistics and disseminate information; 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 and Air (Prevention and Control of Pollution) Act of 1981 together with the prescribed Public hearing fee. The State PCB generally establishes a review panel and circulates the I application for public review and comment in each affected district. At least one public hearing must be held in each district following a minimum of 30 days notice issued in local and national newspapers. In the case of KSTP, hearings in each of the affected districts will be required. A state-level hearing is also necessary, to consider all comments received from

| 1 Paryavaran Vahini Programme - an adjunct to the NEAC (National Environmental Auareness Campaign) launched in 1992/93 to involve community members in reporting and monitoring as well as awareness programmes.

I LtRtI Shetatia (iS ICT-- Kerala State TransportPTojeCt Sctrora! En, ironmcntalAsscssencrt -August 20(

the districts. Assuming- acceptability, the PCB issues a No Objection Cerfificate (NOC). Both the NOC of PCB, and the Forest Department NOC (for forest land acquisition onlv) are required before MOEF action on the EIA can be considered as complete. 2.1.6 Municipalities and Panchavats 3 ~~~Municipalitiesand panchayats are expected to play an increasing role in environmental mnanagement at the district level and States may delegiate fuinctions. U nder cer-tain amendments municipalities may be involved in:

I - ~~~~~Urbanand tlown planning; - Water supplies; - Solid waste management and sanitation,

- Urban forestry; - Protection of the environment; and - Promotion of the ecologaicalaspects of urban development.

2.1.7 Other Entities with EnvironmientalResponsibilities I ~~~~Otherentities and their environmental tasks include the following. Ministry of Agriculture Prevention and control of desertification Conservation and regeneration of watersheds Protection of irrigation command areas Conservation and regeneration of forest 3 ~~~~~~~~~~~~~~Preventionand controlof polluti-on Ministry of Water Resources Prevention and control of floods 3 ~~~~~~~~~~~~~Conservationand regenerationof wvetlands Conser-vationand regeneration of coral reefs Protection of irrigation command areas 3 ~~~~~~~~~~~~~Monitoringwater quality Ministr of Rural Development Conservation and management of land and soil Prevention and control of drought Conservation and regeneration of for-est Prevention and control of pollution Ministry of Power Prevention and control of pollution I ~ ~~~~~~~~~~~~Recycling,of resources Conservation and managen;ent of energy Ministry of Petroleum Protection of mining and oil extraction areas Recycling of resources Prevention and control of pollution I ~ ~~~~~~~~~~~Conservationand managementof energy Department of Ocean Development Conservation of coral reefs and coastal regions 3 ~~~~~~~~~~~~~Conservationand realisationof island resources Ministry of Urban Development Prevention and control of pollution State Committee on Science Technology and Environment (STEC) This is basically a I ~ ~~fuindingagency for various R&D projects for a number of State Govemment organisations. These organisations include, CWRDM, CESS, LAND USE BOARD, KFRI, NATPAC and Kerala State Remnotesensing Agency. According to the 10 April 1997 MOEF notification on puiblic hearings STEC will be involved in the Public hearing and suibsequientState level Environmental approvals associated with National Environmental Approvals.

1,3;SheIndiaCES ICT KeralaState Transport Preiect SectoralEnvironmcriii Asscssmcnt-Auzusi 2(X1I

Kerala State Public Works Department 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 a Chief Engineer (National Highways) and a Chief a Engineer (State Roads). The project roads fall under the responsibility of the Chief Engineer (State Roads). Project Implementation Unit: The PWD has established a Project Implementation Unit (PIU) with a Project Director and a Deputy Project Director with support staff for the implementation of the project. Recently PWD appointed a Joint Director, a Deputy Director I and an Environmental Engineer to support the Environmental and Social activities of the Project. The Joint Director is responsible for the Social Impact Mitigation Measures and * implementation of RAP. The Sociologist and the Environmental Engineer will undergo * training to ensure the implementation of RAP and EMP. The PWD is committed to provide all available training arrangements for the appropriate specialist input to the Project during X and after the start of the construction work. Other than this, there is no institutional capacity within these agencies to implement the Environmental and Social Impact mitigation measures and the Environmental Management | Plan during or after construction. PWVDRequirements. The PWD currently has no formal environmental internal review procedures. The PWD will, however is in the process of establishing an Environmental I Management Unit (EMU) to develop an in-house capacity to implement and manage environmental issues related to the highways as a part of the KSTP. The EMU will be | responsible for the mitigation measures adopted during and following construction. 2.2 NEW STATE LEGISLATION- The Highwav Protection Act, 1999 The recently introduced Highway Protection Bill approved by the State Government is a positive step towards achieving better roads in the State. The highlights of this bill are: • Prevention and control of encroachments a . Control of ribbon development * Setting up of Highway Authorities for notified highways with powers to execute developmental schemes, control ribbon development and prevent encroachment. An I, officer not below the rank of an Executive Engineer of the Public Works Department vill be in charge of each HighwvayDevelopment Authority. 5 The bill has been passed by the State Legislative Assembly and has also received the assent of the Governor on 20 January 2001 making it a legal notification.

| 2.3 ENVIRONMIENTALCLEARANCE Environmental Clearances are required for the project both from the Government of India and also from the multi lateral donor agency, i.e. The World Bank, who are being requested to provide loan assistance to the Project. The World Bank is most likely to be a major source of ftnding for the Kerala State Transport 3 Project in conjunction with State level investments, wvhich arc required for Project preparation, land acquisition and counterpart funding. Government of India (GOI) clearance is also required based on the existing national regulatory requirements for four phase 2 roads. I None of the phase I road corridor r equires GOI clearances. These are explained in the followin- sections.

1 2~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-4 LBI3IShelrdia CES IC I l l Kerala StateTransport Project Sectoral Enviriinmental Assessment-- August 2)01

2.3.1 World Bank Procedural and Regulatory Requirements ENVIRONMENTAL: Environmental requirements of the World Bank are specified in 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 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 I OP 4.01dated October 1991. A SEA is designed to accommodate a number of circumstances, particularly "the Bank's increasing use of programmatic, sector-oriented and time-slice 3 investment programs which) have served to create a demandfor a Sectoral EA approach"' Within this approach, the sections of road upgrading projects not involving significant additional ROW acquisition, affecting sensitive areas or large numbers of PAPs are generally I 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 M 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 project-level. Clearance for the overall Programme is obtained, however, 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 requirements are 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: 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 bituLImenC;

LBII SIcladia/CES CT Kerala StateTransport Project Secioral Envionmental Assessment-August 2001

I Rehabilitation of the ROWs through replanting; Minimizing soil erosion; Protection, enhancement and proper management of sensitive habitats, and Establishment of an environmental management unit within the PWD.

3 The required SEA for the Project will be formally submitted to the PWD 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 actions from MOEF and other GOI agencies and the completion of project-level EAs where warranted. There are 9 Road Links comprising Phase I KSTP construction activities and 13 | in Phase II.

SOCIAL IMPACT: The World Bank has set out certain mandatory social impact mitigation I requirements for loan projects. The Operational Policy 4.303' 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 for the people who will be I displaced because of a development project. The policy also requires that projects minimize the need for involuntary resettlement. Where displacement is unavoidable, resettlement plans 3 should pay particular attention to the vulnerable groups. In addition, the World Bank has special guidelines for addressing impacts upon the indigenous communities due to infrastructure projects. This document specifically requires 3 the project authorities to include consultation with and informed participation of the tribal population. Hlowever, the reconnaissance survey has indicated that there are no tribal habitations along the corridor.

The Applicabilitv of various World Bank Safe Guard Policies

I The World Bank has 10 safe guard policies. The details of the safe guard policies and the applicability of these safe guard policies to the Project are provided in the Exhibit 2.2. EXHIBIT 2.2 APPLICABILITY OF WORLD BANK SAFE GUARD POLICIES TO KSTP WORLD I BANK'S SUBJECT TRIGGEREDREASON FOR ITS MITIGATION GUARD CATEGORY ORNOT APPLICABILITY MEASURES DOCUMENTATION POLICY * Allnecessary EiAand Environmental Tnggeredfor al mitigationmeasures ManagementPlan OP4.01 Essment Phase1 and Umbrellapolicy incorporatedafter preparedand reviewed Assessment Phase2 Roads severalreviews by bya Independent theBank ReviewConsultant Link26 Environmental | (Phase2 Presenceof ldukki wild clearancewill be EIAand Environmental OP4,04 NaturalHabitats buf(er)Not LifeSanctuary about obtainedafter ManagementPlan and triggeredas 200to 500m away from incorporatinga well HabitatManagement ofNow theProject definedmitigation planprepared

lmoluntary Rcsetllicnent.The World Bank OperationalPolicy 4 '0JUIlc 19)0.

L BII Sl ,It,t (I VS 1( t' Kerala StateTransport Project Sectoral Environmental Assessment-August 2001)

I| 26Link = 1 EIAand Environmental (Phase2 ReservedForest NoForest land ManagemnentPlan OP4.36 Forestry buffer)Not borderingthe ROWof involved preparedNow dropped triggeredas theLink 26 prempharedNo rpe

______'of Now No r m h s OP4.09 PestManagement NottAggered NotApplicable NotApplicable lP3-aIotylh Road widening will lead A comprehensive Involuntary Allphase-i and toloss of livelihoods, RstlmnAcin ResettlementAction OP4.30 Plantteprepareio Resettlement phase2 Roads lossof landand Plan Planprepared ______l______Buildingsetc Onlyone family is affectedin phase1, No ResettlementAction ResettlementAction OP4.20 Indigenouspeople Nottriggered separateIndigenous Pa ae dqae RsneetAto lOP 4.20 Indigenouspeople Nottriggered peopledevelopment Plantakes adequate Planprepared Planis requiredfor the Project. A numberof temples Environmental shrnesChurches etc ManagementPlans and OP4.11Cultural ~Triggeredfor arelocated adjacent to Adqaemtiain Pashae bementAio OP411 ultralProperty allroad roadROW. A Cultural Adqaemtgio Plnhvebn (draft) 1rCults Propertyredi fon measuresif affected. preparedfor phase1 to pplanrhabeenplan has been ~~~~~minimiseeffecton the anycultural adverse prepared1 . properties

Link As a formality,the EIAand Environmental 26(Phase2 Roaddoes not pass projectdetails will be managementPlan OP4.37 Safetyof Dams buffer) overany structures forwardedto the prepared.(Project = .gY associatedwith the KeralaState droppedfrom phase 1 _Not trggered Idukkireservoir. ElectricityBoard for a andincluded as phase asof Now writtenNOC 2 buffer)

; 7.50OP waterwnas Nottriggered NotApplicable NotApplicable NotApplicable

OP7.60 Projectsin Nottrggered NotApplicable NotApplicable NotApplicable 3 ~~~~~~~~~~disputedareas I __ _ 2.3.2 Indian National and Kerala State Policies, Legal and Administrative Framework 2.3.2.1 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 citizent of India to protect and improve the national environment, including forest, lakes, rivers, and wildlife and to have compassion for livinig 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, a National Forest Policy, the Policy for Abatement of Pollution (1992). and the Indian Environmental Protection Act 1986 (29 of 1986) revised in 1997. 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

ii311 Stelia,ia ( ES CiI- I Kerala StateTransport Project Secoral Environmental Assessment -A iusi 2h 01

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. ft 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 Government for 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 in area then prior permission of Central Government is required. 2. If the forest is between 5 to 20 hectares the regional Office of the Chief Conservator is empowered; 3 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 % forcst, permission to undertake any work is required from the Central Government, 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. I 18 February 1998 MOEF circular on linear plantations on roadsides, Canal antdrailway lines modified the applicability of the provisions of the 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 the normal provisions for compensatory aforestation, the regional offices will stipulate a condition that for every tree cut at least two trees should be planted. If 3 the concerned Regional office does not issue the decision within thirty days of the receipt of the 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 allowed the Government to establish a number of national parks and sanctuaries over recent years. This stipulates requirement of a No objection from Principal Chief Conservator of Forest (PCCF) in case a road passes through a wildlife sanctuary, National Pass, Wildlife reserves. Policy Statement on Abatement of Pollutioniof 1992 Affirmed the Government's intention I to integrate environmental and economic aspects in clevelopmentplanning wvithan emphasis on the preventive aspects of pollution and the "polluter pays" principle.

1L1311Shlduia (t-S 1( 1 '-S Kerali StateTransport Project Sectoral Environmental Assessment-AISLtSt 2001

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 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 ald 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 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 Committeeand the Committeemay attach conditionsto the NOC. 15 October 1999 MOEF Circular On Marginal Land Acquisition And Bvpasses

According to the provision of EIA Notification of 27th January, 1994 and as amended on 10th April 1997, environment clearance is required for highway projects except projects relating to improvement work including widening and strengthening of roads with marginal land acquisition along the existing alignments provided they do not pass through ecologically sensitive areas such as national parks, sanctuaries, tiger reserves or, reserve forests. It is clarified that marginal land acquisition means land acquisition not exceeding a total width of 20 metres on either side of the existing alignment in total. Further, it is also clarified that bypasses would be treated as stand-alone projects and would require environmental clearance only if the cost exceeds Rs. 50 crores each. According to this the now dropped phase I link 26, Idukki - Puliyanmala. Link 84 Punlur - Thodupuzha the require Government of India clearances. 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 State Government. CRZ-1: This constitutes the areas that are ecologically sensitive such as mangroves, sanctuaries, areas of outstanding natural beauty etc. No new construction shall be permitted within 500 meters. CRZ-2: This constitutes the areas that are already fully devcloped 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-l and CRZ-2 areas along the Kerala Coast. There are several restrictions and these are declared on

E f311'SIwch,1 £ ES 1£ l Kerala StateTransport Project Secloral EnvironmentalAssessment - Nuuust 2001

| development zones also. Following this, the State Government prepared a Coastal Zone Regulation Management Plan | (CZRMP) in December 1995, and submitted it to the Central Government. MOEF Approval was received on 27 September 1996. This is the basic document for all CRZ related activities in Kerala. I Further amendments where made to the original notification following representation from the affected people of the State. Theses amendments are dated as follows 18 August 1994 MOEF notification 9 July 1997 MOEF CRZ gazette notification as amendments to 1991 notification 5th August 1999 amendments of MOEF to CRZ notification * Although they will be examined in detail in the relevant sections of the project these three amendments are not significant to this project. 3 The two phase 2 link 68 Pilathara - Pappinissery, links 69, Kasarkode - Kanjangad require Government of India clearance based on this regulations. 3 The Public Liability Insurance Act of 1991 Under the heading of land use, the following are also noted to be of potential relevance: - The Urban Land (Ceiling and Regulation) Act of 1976. - The Model Regional and Town Planning and Development Law of 1985. - Provisions in State Acts on Town and Country Planning. - The Industries (Development and Regulation) Act and Amendment of 1951 and 1987. - The Mines & Minerals (Regulation & Development) Act and Amendments of 1957 I and 1984. - 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 noise pollution on the human well being, MOEF has drawn up the above rules, which have come into effect from

1 4 th February 2000. According to the provisions of the rules notified, a person may 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 those rules or other law in force. | 2.3.2.2 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 Environmenital Impact Assessmenit Notification, 1994. on the comprelhenisive l rehabilitation plan This notification includes Higlhway Projects in the list of projects covered under the | Notification.

L BII Shelkiia'(ES IC1- Kerala StateTransporl Proiect Sectoral Environmental Assessment-- Au2ust 2001

The social impact requirement of the Indian Government refers to the Relocation section in U the GOI Environmental Guidelines for Rail/Road/Highway Projects (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 the relocatees to find a suitable place. At the same time, the project authorities could arrange for public relations through television, radio, and the press on the need for the project and 3 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 3 would exchange between a willing buyer and a willing seller with both parties having 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 only the compensation amount or who cannot find a suitable house. (e) Re-establishment cost must be carefully considered to offset the loss in income. 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 effected. (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 3 of ensuring that individual households relocated receive sufficient compensation with enough lead-time to secure a new living unit.

i 2.3.2.3. Other Regulations 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) Indian Road Congress (IRC) IRC standards are Indian standards equivalent to international standards like ASTM or BS for different activities associated with highway construction. There are many such standards for Environmental managemenit 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: Since road safety is such an important issue in the Kerala State Transport Project, there is an absence of a suitable National legal framework to deal with road related emergency situations. There is no legal cover for certain kind of activities such as 3 accidental spills and groundwater and surface water pollution during transportation of hazardous substances. Road safety legislation, if framed, should consider all existing issues.

[.BII SIli.Idiia (UESCT - 1 Kerala State Transport Project SectoralEns ironmental Assessment-August 2001

The IRC has a Highway safety code for Indian situations and there are several publications related to | s road safety as follows: - * The road safety code, Publication No 44 * Report containing recommendations of the [RC regional workshops, a highways safety I publication No 27, 1984 * Guideline for Pedestrian safety IRC 103-1998 * Road accident forms.IRC.53: 1982 | The manual for safety in road design, MOST, India, 1998 All of these and any new legislation should be compatible with the Motor Vehicle Act 1988

| 2.4 INDIAN NATIONAL REQUIREMENTS FOR ENVIRONMENTAL IMPACT REVIEW The GOI Environmental Protection Act of 1986 requires the preparation and clearance of I Environmental Impact Assessments (ETAs) for projects meeting certain requirements, including highway projects. The Ministry of Environment and Forest (MOEF) promulgated environmental Guidelines for Rail/Road Highway Projects in conjunction with the Ministry of Surface Transport (MOST) in 1989. Detailed requirements for the preparation of EfAs are also outlined in the GOI's Handbook of Environmental Procedures and Guidelines of 1994. MOEF environmental clearance procedure The entire procedure is depicted in Exhibit 2.3. The procedure for Forest clearance is depicted in the Exhibit 2.4. The simplified relation of land acquisition and MOEF clearance is presented in Exhibit 2.5. Guidance for the preparation of Environmental Impact Assessments (EIAs) within this overall framework for environmental clearance for new development proposals is provided in the GOl'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. Environmental clearance for the Project: Since the draft EIA reports for Phase -I are already prepared, the Project has submitted the State level Clearance application for Phase I roads to the Kerala C State Pollution Control Board. For Phase 2 roads, this will take place after the EIA documentation is complete as desired by the Bank for a Category A project incorporating the Independent Review Consultants suggestions for improvement. I No clearances are require for phase I roads. The Pollution Control Board upon receipt of the application will hold public hearings in the affected districts according to the 10 April 1997 notification as a part of GOI clearances in all applicable cases (Link 26 buffer, Link 84, Link 68 and Link 69). The whole procedure will be complete within approximately two months with the State level clearance. In deserving cases, the application will proceed to the Ministry of Environment and Forests, Govemment of India. The MOEF will consider the project within a minimum period of 90 days as shown in the Exhibit 2.3. Forestry clearance: At the same time, the forest clearance application will be submitted with the State level clearance application if any forestland acquisition is necessary for the Project. The joint site verification of PWD and Forest officials recently carried out established the involvement of no forestland for widening for Phase I roads. The actual forestland requirement for phase 2 will be determined subsequently. The procedure is shown in the flow chart Exhibit 2.4. The final environmental clearance will be obtained only after the forestry clearance for the land acquisition is complete.

3. The World Bank, EnNironmental AssessmentSotircebook t pdate! Sectoral En%ironmenital Assessment. October 1993.page I

I LB]J/Shcladia,&CES/lCT 2-12 ------

EXHIBIT 2.3 FLOW CHART FOR ENVIRONMENT CLEARANCE

l ~INVESTOR

ncernedvDistri t Level Apply to UlnioniMl of ylister Subnits ProjectQuestionaire to Cold R _ Forestsi Environmental & Board Ilearingzs.. State PollutionControl .prescitecd qcestioalre F est

| Reviewby State PoliutionControl Board | s . . | 15~~~~~~~~~~~~~~~~~~~~~ithe Project site acceptable Submissionof the Project to the Doesthe Project fall under Schedule - I of Yes Ministryof Environment & s r s ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~FoFestsatonigwitlh all dlociliileiits IsIe nvir-oiimeiitalManagenmciit I'lani) listed at Il'artI of the liatid book Satisfactory~ ~~ ~~~~~[EAC Memlbersuindertake sit SaNtisfcatony 1t ~ ~~ ~ ~~es forest lanyi InvestoradietolkfrRvewb Fvisitsrtnrnmtl

s R Initial Scrutivy by staff of Apply y Can Issue be resolved Ministry of Environmental & . - . IEsite acceptable Forests s

AGEnvironmentaSPCB issuesNOC CApply also toGCCFin | . ~~~~~~~~~~~~~caseforest land is | Investoradvis ed to look for |Review by Environmental + ~~~~~~~ ~ ~~involvedIaltennate site | appraisal Committeeof the rDoes the Project fall under Schedule- I of IYes iityofEvrestF nts l ~~~EIANotification 1Foet No Jr|Refer Exhiibit2.3 | |Prepare comprehensiveEIA or| | . I ~~~~~~~~~~~~~~~~~~~~~~anyspecific study suggested by I IIs the InforTnatioiiprovided I IApply to State DOEn for Environmental th comte adequat Clearance~ ~ ~~ 4! No |Yes

l ~~~~~~-|FIs thlere a Public ouitcryagailst| No the l'rojectl l | Is the l'rqi~~~~~~~~~ectacceptable |<4 Yes

No~~~ |.| u clhearings arr-anged l

+ ~~~ ~ ~~~ ~ ~~~~~~YesE E- Reject ll EnivironmcintalClearance issLuedby Miniistryof l lEnvironmiental & Forests along witlhstipuilatioiisl

EAC -EnviromnientalAppraisal Com-mittee Source - GOI 1994 - m ------

EXHIBIT 2.4 FOREST CLEARANCE PROCEDURE AS PER FOIREST CONSERVATION ACT

r | ~~~~~~FORESTOFFICER|

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

Conscrvator of orests (CF)

M t , , ~~~~~~~~~~~~~~~~RC C F (MOEF) |Site mispection for proposalsabove 40 ha of Scrutiny, recommendation forest land . ~ ~~IOEF (Proposals ab ove l Nodal fficer 20 hectares)_Aivisory Conmmittee.

|Scmtiny,remarks, recommendation Examination & final decision for cases of Principle Chief Conservator of upto S ha forest land except those of Rccommendations of Ad_visoryCo_mmittee| Forests (PCCF - State) mining and encroachmenlt

State Govern"' orest Deptartment) Examination & putting before State Advisory Group for proposals other M O E F Scrutiniy,remar-ks, recommendationAthan those mentioned above

RCCF-MOEF(Proposals upto 20 hec ares- Meeting recommendations M 0 E F Final decision issue of first stage approval Stat Government

Issue of orders by State Government MONITORING |State Government's compliance report

State Govcrinment R -p FORMAL APPROVAL ORDER 4M E F

RCCC - Regional Chief Conservator of Fnrests (MOEF) MOEF - Ministry of Environment and Forest Source: MOEF ------m ------

EXHIBIT2.5 SIMPLIFIEDMOEF - GOVERNMENTOF INDIA CLEARANCE& LAND ACQUISITION PROCEDURE

t | ~~~~ENGINEERINGDESIGN COMPLETE - Jun-GO XEDOCUMENTATION COMPLETE COMENTS CONSULTANTS ENVIRONMENTAL CLE-ARENCE CONSULTANTS l . _ . ~~~~~~~~~~~~~~Apr-01OBTAINED WITH " li,r IlSTIPULATIONS ATTACHED TO IT r Jul-00 Aplication to Pollution Control Board |GenorallyRAP not required A L By PWD and SubmIslon to the LAO ar8Ctiori of tIanran 1re iChteduiles Jul-00 PWD -HELP FROM CONSULTANTS CONSULTANTS & PWD Under section 4(1) 1nthe Ga..tt. andIn two dtlty |PubI1datloii.b ,Oti NbtlfldatIbn Aug-00

Aug-00 Constituton-DlstrIct Level Committees 20 copies of Project suereary In Melay.l.m Newopapers REVENUE EPARTMENT 10-4-97MOEF Gazette Notification Allows filing of objectIons wIthin 30 days of notle Pr li Oct-00 POLLUTION CONTROL BOARD Under ectlion 5A by Stake holders e

FOLLOW UP PWO PWD & REVENUE

Sep-00 Notification in the Local & Regional All affected distrct. Under section 6 In the G..etto and two daillee o_ct-00 Newspapers- comments and concerns On. In local language theweawlwa

POLLUTJON CONTROL BOARD REVENUE DEPARTMENT

PublicHearing any day after30 days Waiting perIod30 days Under *ectlon 7 Issue-ofdIrectlonsr:tethd CoIectorr°i4.> Oct-00 Oct-00|of Paper Notification REVENUE DEPARTMENT

POLLUTION CONTROL BORD Under sectlon 8 rFlnatlatida sitlonIid plati obmplet te - Oct-00

FOLLOW UP BY PVVD PW Nov-00 Statelevel hearingwith minutes Any stake holder can attend. In Kerala a of nneetinfrom all Affected distrcits SocIal impact will get larger atteontlon Under section showing details of acqualstton Ilssueofh6notices1tO7rIiad oWIners6l'| - Apr-01 &PWDCONSULTANTS tItle holders submit claims of compensation. REVENUE DEPARTMENT

(APPLICATI ON TO MOEF WITH EIA, Under section 11 after enquiries to objections Jun-01 0ec-00 RESETTLEMENT ACTION PLAN (RAP) compensation witiln two years or else It lapses, corn en6son.by DistrictCollector jFEASIBILITY STUDY REPORT PWD & REVENUE DEPARTMENT

-PWA55ISTANCE FROM CONSULTANTS 4

[Presentation to MOEF Aug-01

Feb-01 Engineering, Environmental & w

LSoclal exoerts REVENUE DEPARTMENT

PWD -ASSISTANCE FROM CONSULTANTS

| _ - ~~~~~~~~~Aug-01

Notes 1 This projection is based on an estimated time scale with start date as June 2000 2 The datns Indicate estimated dates Prepared by Project Coordinating consultants 3 The teat In apper case under each boo Indicates resposibillitlee Kerala State Highways Project Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

3 PROJECTDESCRIPTION

3.1 PROJECT LOCATION

The State of Kerala is located on the South-Western part of the Union of India. The Kerala State came into existence on First November 1956 as a result of the reorganisation of Indian States. Presently there are 14 districts and 61 taluks in the State. The State is situated between 80 18" and 12048" N latitude and 740 52" and 770 22" E longitudes. The State has a total area of 38,864 Sq.km. The area represents approximately 1.2 percent of the total area of India, and the population 3.4 % of the countrywide population. 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 Arabian Sea on the West and Tamil Nadu and Karnataka to the East. | A complete description of the existing conditions is given in Chapter 5.0. The location map of the project with all administrative divisions (Districts) is shown in Exhibit 3.1.

3.2 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 Western Ghats (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. The unique nature of Kerala is created by

* * 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 I 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 (based on the height from the sea level) are compiled from various sources as shown in Exhibit 3.2.

3.3. HIGH PRIORITY ROADS AND PHASING The Feasibility study as described in Chapter 1, has identified approximately 1000 km of high priority roads, which required detailed design and associated studies in two or more I Phases. Under phase 1 of the project approximately 257.11 km of roads were subjected to detailed engineering design. The Phase 1 and Phase 2 roads that were subjected to detailed engineering studies are shown in Exhibit 3.3A and 3.3B. The Phase I and Phase 2 roads are I listed in Exhibit 3.4 and Exhibit 3.5. The detailed engineering design for Phase 2 roads started in August 2000 and was completed in March 2001. The EIA for phase 2 will be prepared as soon as the phase 1 EA activities are complete. The link 26 Idukki - Puliyanmala has been dropped from phase 1 and now considered as a buffer road in phase 2. The road has

LBII/Sheladia/CES'ICT 3.1 l | Kerala State Transport Project Sectoral Environmsental Assessment- August 2001

been droppeddue to a comparativelylow prionrtyamong the selected phase I and phase 2 roads to keep within the fixedbudgetary provisions from the World Bank. EXHIBIT3.2 I LOCATIONALENVIRONMENTAL ASPECTS WHICH MAY INFLUENCE HIGHWAYDESIGN IN KERALA ENVIRONMENTAL PHYSIOGRAPHICCHARACTERISTICS PARAMETERS l Low land Mid land Highland 3 ______<7m (a.m.s.) 7-76m (a.m.s.) >76m(a.m.s) opographic Plain Hillsand valleys Hills Lagoons Elas 3 l Backwaters Lateritecapped Geologic Bed rock Alluvium Charnockites neiss Gneiss harnockites Land SlidesNil Occasionallv rone Area Soil Sandysoil Lateriticsoil Loamysoil Hydrologic Rainfall 900insouth 1400in south 500 in south (Mm) 3500 in north 4000 in north 5000 in north Drainage Poor Good ery good Flooding Very common Common ot Common emperature 20-370 C 20-370C 17-35° C Land Use Coconut oconut ea Paddy Rubber Pepper Coffee Paddy Ginger Cardamom -Tapioca 3 PublicTrees/ Vegetation cry Few arge ew

(Non foresttrees) Forest Nil Negligible Very high ,Population 2000 /Sq.km 1500/SqKm <500/sqkm (Source: compiled from various sources and field study) e EXHIBIT3.4 PHASE1 ROADS: KERALASTATE TRANSPORT PROJECT SL. LINK RODAELENGTH / PROPOSED NOi; LINO. ROAD_NAME _ (km) CARRIAGEWAYWIDTH I 1.0 aikkod- Kottarakkara 46.01 lOm 2 2.0 ottarakkara- Adur 21.20 7m 3 3.0 dur- Chengannur 23.20 7 m 4 72.0 Taikkod- NH47 13.00 lOm 5 73.0 Alappuzha- Changanaserry 24.10 7 m 6 26.0 Idukki- Puliyanmala26(30.70 km) - 7 mLnk26 7 70.0 Muvattupuzha-Thodupuzha 17.80 7 m 8 6.0 Muvattupuzha- Angamali 33.80 10 m * 9 50.1 Palakkad- Shomur 45.00 7 m 10 40.0 Thrissur- Kuttipuram 33.00 10 m I Total 257.11

26 This is now droppedfrom phase I and includedas a bufferroad in phase 2 Link 26 At presentdesign is availablefor 7mbut with less shoulder widths

13.BII/SheladiaXCMS/ICT 3.2 Kerala State Highways Project Sectoral Environmental Assessment-November 2000

\751O °761 ° N INDIA

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EXHISIT:-3.1 PROJECTROADS IN REIATIONTO ADMINISTRATIVEDMSIONS OF KERALA

7510 761 71 C LBII/Sheladia/CES/ICT Kerala State Transport Project Sectoral Envlronmnental Assessment- August 2001 N

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EXHIIT 3.3B NORTHSECTION PHASE-IAND PHASE-i PROJECTROADS - KERALASTATE TRANSPORT PROJECr

LBIJSbeladla./CES,4CT Kerala State Transport Project Sectoral EnvironmentalAssessment- August 2001

EXHIBIT 3.5 PHASE 2 ROADS: KERALA STATE TRANSPORT PROJECT SL. LINKNO. ROADNAME LENGTH/ PROPOSED NO KM CARRIAGEWAYWIDTH 1 4.1 Chengannur- Kottayam 36.0 10m 2 4.2 Kottayam- Ettumanoor 11.0 10 m 3 5.0 Ettumanoor- Muvattupuzha 43.0 7 m 4 84.1- 84.4 Punalur- 81.0 7m 5 84.5- 84.8 Ponkunnam- Thodupuzha 50.3 7 m 6 68.0 Pilathara- Pappinssery 21.0 7 m 7 69.1 Kasargode- Kanhangad 24.0 7 m 8 74.0 Ialaserry - Valavupara 53.80 7 m Total 320.1 BUFFERROAD I 26 Idukki- Puliyanmala 30.70 7 m

| 3.4 PHYSICALDETAILS OF THE PRIORITYPROJECT ROADS

Various surveys including those for environmental and social impacts were carried out for all I projects during the feasibility study. The left and right corridor widths were measured from the centre line22 to the extreme limit of the available corridor such as a fence or a solid boundary wall. The distance between buildings was measured at regular intervals and denotes I the distance between buildings at that particular chainage on both left and right side of the road parallel to the road alignment. (This provides a measure of the density of development along each side of the road). The Physical details of the high priority roads (Phase 1 and Phase 2) are provided in the Exhibit 3.6.

The Box 3.1 briefly described the need of the Transport Project.

Box 3.1:Need of the Kerala State Transport Project Transport development plays a crucial role in improving the States economic performance I 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. fI The identified State Highways and Major District Roads as having the highest priority forl attention by virtue of their reduced carriageway width and/ or pavement condition, which 3 result in capacity constraints for the volume of traffic that they carry, and their connectivity. 3.4.1 Definitions of Terms used in the Project I Nodes: Nodes are numbers representing urban centres or important road junctions usually used for start or termination points for project roads. Links and Sub links: All project roads were identified by link numbers in the Project I feasibility report of April 2000. The 84 Links represented approximately 3000 Krn of roads. A sub link is a part of any specific project road (eg; Link 58 has sub links 58 A and 58 B or I 2.2 As there is no markedcentre line on the road this was estimatedby the surveyors.

LBII/Sheladia'CES/ICT 3.3 Kerala State Transport Project Sectoral EnvironmentalAssessment- Aueust 2001

58 .1 and 58.2). Sub Linkswere created to identifydiffenrng conditions of trafficflow or road I condition/geometry for the HDM analysis. EXIBIT3.6 PHYSICALDETAILS OF PHASE1 AND PHASE2 LINKS Average Traffic NPVI Link Location Cities I Towns / Length Corridor Loads EIRR FIC Surface No. Districts) Municipalities (Krm) Width (AADT) (%) Ratio Condition

Thiruvanantha- 'Poor' in the Thiruvanant- puram, first 25 km I hapuram, Kimanoor, 46.3 13.5 5828 45 4.0 and 'Fair' Ayo,,puin the rest of Panaveli, the road Kollam Kottarakkara I Kollam, ~~~~~Kottarakkara, 2 Pathanamthi- Adur 21.2 13 4586 32 1.9 Fair tta Adur Pathanamthi- Adur, Pantalam, 3 tta, , 23.1 13 4586 26 1.6 Fair I Alappuzha Chengannur Muvattupuzha, 6 Emakulam Perumbavoor, 34.1 14.8 6252 25 3 Fair , Angamaly Thrissur, 40 Thrissur, Kunnamnculam, 40 Marippuram Perimbilavu, 33 18 8275 26 3.8 Fair , Kuttipuram ______._ Palakkad, Parli, 50.1 Palakkad Mangalam, 45 15.45 4287 21 1.2 Poor Variyumkulam, Kulapully Emakulam, Muvattupuzha, Generally 70 IdVazhakulam, 18.4 14.06 4279 13 0.1 good Idukki Thodupuzha______T'hiruvananth Taikkod, 72 apuram Pothancode, 14 12.5 2919 21 1.5 Fair apuram Kazhakkootam Changanaserry, Alappuzha, Ramankari, 73 AlKtuzha Chambakkulam, 22 18.49 4236 17 0.7 Good Nedumudi Alappuzha , Idukki, 26 Idukki Kattapana. 30.70 8.08 1503 15 0.3 Poor Puliyanmala

Alappuzha, Chengannur, 10,548 4 Pathanamthi- Thiruvalla, 4148 (4.1) 61 8 Fi tta, Changanaserry, 47 14.8 8670 61 8.1 Fair Kottayam Kottayam (4.2) Kottayam, Ettumanoor, 5 Emakulam Kuthattukulam, 43 13.05 4006 24 2.2 Fair *naklam Muvattupuzha

LBII/SheladiaiCES/ICT 3.4 TYPE-10b

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EXHIBIT-3.14 TYPICALCROSS SECTION FOR TWOLANE WITHSEALED SHOULDER ANDEARTHERN DRAIN (7.Om CARRIAGEWAY ) l

KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

4 SECTORAL ENVIRONMENTAL ASSESSMENT- APPROACH AND METHODOLOGY

4.1 ASSESSMENT METHODOLOGY

The Environmental Assessment (EA) process started from the early stages of the project work. The methodology followed in the Sectoral Environmental 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 and becomes increasingly important as the process develops. The various consultations carried out during the process are discussed in detail in Chapter 9.0. 4.1.1. ENVIRONMENTALASSESSMENT TEAM The team consisting of Environmentalists, Social impact specialists, Highway Engineers and others carried out the various surveys required for the Environmental Assessment. There were joint visits by World Bank Environmental Specialists and PWD engineers together with the Consultants team. Besides vehicle 'wind shield' surveys, there were Environmental and Social Impact Surveys that noted the various physical characteristics of the road and prepared detailed environmental strip maps. The environmental monitoring of Air, Water and Noise was carried out by the Kerala State Pollution Control Board, which was completed at the end of November 2000 using modern electronic equipment, and reported in April 2001. Major influences in the Sectoral Environmental Assessment and Environmental Impact Assessment process follow. 4.2 MAIN CONCERNS DURING THE EA PROCESS The main concerns that have influenced the methodology were: - | Very high magnitude of Social impact which would be caused by the widening of the existing narrow corridors to the full IRC standards * Determination of the optimum level of widening to a "compromise" width to cater for predicted traffic within the design life. * High number of accidents especially those involving pedestrians * High rainfall and associated flooding during monsoon 4.3 THE SEA PROCESS | Reconnaissance Survey report. Reconnaissance surveys were undertaken by the environmental team for documentation of the environmental 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. Scoping. Scoping is the process used to detennine the anticipated range of issues to be addressed in the detailed environmental analysis. Guidelines issued projects by the World Bank for road identify screening and scoping activities as " an early determination of the potential magnitude of impacts and hence the depth of study required (for a given project). This should be the first stage to incorporate environmental considerations into a road development project. As a part of this, three regional level scoping workshops were carried out at Thiruvanathapuram, Kochi and Kozhikode in order to involve a number of NGOS and stakeholders from all districts. The details of these scoping sessions further streamlined the EA Process.

LLB]iSheladiaICES/ICT 4 1 l Kerala State TransportProject Sectoral Environmental Assessment- Aucust 2001

Environmental and Social Impact screening study. A comprehensive survey was conducted with four teams of three Environmental surveyors in each team for the purpose of environmental and social impact screening. A data sheet was designed to collect quantitative and qualitative social and environmental data in addition to holding the local project specific consultations. These data provided the basis for decision maker on alignment options. A spreadsheet based model (EASISM) was devised to compute the Project Affected People, land required and the cost for resettlement and rehabilitation. The details of this model are described in the Appendix-A 4.1 in Volume II and which were also presented in the feasibility study report submitted in April 2000. * Link specific Environmental data analysis; this presents an account of Link specific environmental aspects (Appendix A 4.2 Volume II) briefly for a quick review of environmental aspects. * Environmental Strip Mapping: Environmental strip maps for Phase I, are available for those Links for which EIA reports have been prepared. For Phase 2 a general environmental Strip map is attached as Appendix A4.3 Volume II. I 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 project. Sources of data collected included: - 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 Foundation (WWF) and State Forest Department - Baseline aspects from District Gazetteers - Survey of India (SOI) maps for the potentially affected districts. - District Planning Series Maps from SOI (these maps are prepared by the Department of Science and TechnologylDST) - Water Balance Study project office of Irrigation Department - Inland Waterways Authority of India - Kerala State Pollution Control Board - Centre for Earth Science Studies - State Committee on Science Technology and Environment - State Gazetteers - Cambridge World Conservation Monitoring Centre The Review of available data, combined with the initial reconnaissance investigations, determined the need for primary data collection in some instances, Identification of Primary Data Collection Needs. Instances in which the collection of primary data was considered necessary were identified early in the process. The serious data gaps on Air, Water and Noise quality along the project Road have been established. This data has been produced by the KSPCB and is included in this report (refer Appendix A5.2).

LBtIISheladia/CES/ICT 4.2 l Kerala State TransportProiect SectoralEnvironmental Assessment- August 2001

Visual Inspections and Photographs | During the course of the project in addition to the Environmental and Social Assessment team, Engineers, Economists and World Bank experts also visited road sections to inspect various aspects of the required works. A large number of photographs were taken for reference. Some of the most relevant photographs are exhibited in Chapter 6.0. * Preparation of feasibility and Sectoral Environmental Assessment report | The following aspects were considered in preparing the feasibility report. - population distribution, - concentrations of tribal and cultural groups, - concentrations of low income communities, 3 - sensitive and/or critical natural habitats (e.g., national parks, wildlife reserves, sanctuaries, sacred groves, protected areas, forest, wetlands, etc.), - major rivers and waterways, - recorded cultural heritage sites, - any potentially sensitive areas, based on recent GOI census, official data and information from NGOs and - site visits. The results were plotted on maps and tabulated to identify any conflicts and recommendations were made on how to resolve them. The analysis of altematives and/or mitigation was made as a precursor to engineering design and before undertaking the social impact and environmental assessment studies. * Determination of the Potential Impact Area (PIA) for SEA and EA Purposes. The Ministry of Environment and Forest (MOEF) Schedule I of MOEF notification includes I Highways projects and suggests the adoption of seven Kilometres as the potentially affected area for highway projects. The EIA therefore needed to address the 14 Kilometre Impact corridors, 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 under consideration. It may be argued, for example, that the improvements of highways will, to some degree, have a I State level impact due to their contribution as a critical element in transport planning, especially with regard to the industrial development and tourism sectors. On a more immediate level, increased storm water runoff from the proposed highways, I for example, will affect hydrological conditions downstream. Any increased runoff due to highway development and the additional development that it attracts (referred to it as an "induced impact") may, therefore, warrant investigations in larger areas than the immediate ROWs. The immediate project influence areas of approximately 500m on each side were taken for Environmental Assessment and for strip mapping 100 m on both | sides were examined. The area of influence of the project also included all ancillary sites like borrow/quarry areas, workforce camps, and material storage and disposal areas. * Documentation of Baseline Conditions. Chapter 5.0 presents Sector specific baseline I conditions within the area defined. Data is drawn from all sources as noted above. * 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 identification of environmental enhancement

LBIf/She1adia/CES!/CT 4-3 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

opportunities consisted of: - Analytical Review of Baseline Data. Information with regard to sensitive area, issues, land uses and sites. 5 - Review of Land Use and Environmental Factors 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 Conditions with the Project Influence Area. | - Assessment of Potential Impacts as Identified by Previous Highway Projects. The review was based on previous experience with the guidelines and recommendations proposed by MOEF and the World Bank as indicated earlier and used as a comprehensive checklist to ensure consideration of all impacts, positive and negative. * Integration of Environmental Concerns in the Design Process The consideration of environmental issues was an integral part of Highways Project preparation- a process x generally referred to by the World Bank as "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 a shift in * alignment 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 in village congestion, and improvements in road safety, and were I incorporated in the designs. It was also necessary to ensure the maximum practical avoidance of sensitive areas (e.g.: shrines hospitals and sanctuaries) and adverse impacts upon all of the project affected persons. * Assessment of Alternatives. Although alternatives were considered continuously throughout the process, a more formal assessment was undertaken as a part of the environmental assessment process as documented in Section 7.0 Examination of the "No Action" Alternative is customarily included as a part of the formal assessment methodology to ensure that it has been given proper consideration. * 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 undertaken. The presence of built-up areas along most of the roadside made this the single largest influence upon alignment options. This was independently analysed to establish the viable design options. Most of the alignmcnts were based on this criterion. * Identification of Mitigation and Environmental Enhancement Measures. "Mainstreaming" of environmental concerns, means that the measures necessary to avoid or otherwise mitigate potential impacts were recognised in the design stage as documented in Section 6.0. Others will require appropriate actions in the construction and operational phases. Positive actions, not only avoid adverse impacts, but also capitalise on opportunities to correct environmental degradation or improve environmental conditions and were determined as documented in Chapter 9.0. * As an environmental safe guard, chapter 10 on the maintenance activities is also included. The impacts would be mostly construction related. A separate environmental Management Action Plan is devised describing the implementing organisation, responsible organisation, Contractual clauses etc. * Continuous Public Consultations. Consultations with concerned officials, agencies and potentially affected persons continued throughout the design process and will continue as

LBIU/Sheladia/CES/ICT 4.4 Kerala StateTransport Project Sectoral EnvironmentalAssessment- August 2001

the project proceeds. This is the subject of Chapter 8.0. The most important consultations were 1. Regional scoping workshops at three centres * 2. Official consultations 3. Project specific consultations. Preparation of the Environmental Management Plan (EMP). Recognition of the I necessary mitigation measures is a necessity, but by itself is often insufficient. Steps necessary to ensure that the adequate measures have been and will be taken were specified in the form of an Environmental Management Plan (EMP) as documented in sections 9.0 and for maintenance activities in section 10.0. l l I

Il

I ~ BISeaiJEIC . Kerala State Transport Project Sectoral Environmental Assessment-August 2001

5 BASELINE ENVIRONMENT

This section of the SEA presents a statement of the existing Sectoral environmental issues and analyses the baseline environmental conditions. Relevant aspects of the physical, socio- economic and biological environments are presented in various sub-sections. Baseline data and the existing conditions in the potentially impacted area are provided according to the World Bank and the GOI guidelines. The discussions of potential impacts and mitigation measures that follow in Chapter 6.0 also follow the same sequence and numberingpattern.

5.1 THE NATURALENVIRONMENT (METEOROLOGY)

5.1.1 Climate

The climate of Kerala can be broadly grouped into the following seasons:

(i) SWMonsoon months - June, July, August and September (ii) NE Monsoon-October,November and December (iii)Non Monsoon- January, February, March, April and May This classification is adopted in the Environmental Assessment process; since the dynamics of the two monsoon seasons are different, they cannot be treated together. For general purposes usually the classification; pre-monsoon, monsoon and post- monsoon seasons are considered. 5.1.2 Temperature: Kerala has a humid tropical climate with relatively little temperature variation. It is neither very cold in winter nor very hot in summer. Kerala is subject to both the southwest and northeast monsoons. The monthly average temperatures at Kovalam (Thiruvananthapuram) vary from 28°C to 33°C. The overall temperature variation is between 17° C and 380C. The hot season is from March to May. 5.1.3 Rainfall: Kerala is subject to both the South-West and North-East monsoons. The southwest monsoon lasts from the end of May until September, with peak average rainfall in June of 330 mm at Kovalam (Thiruvananthapuram). The isohyetal map is shown in Exhibit 5.1. The Project roads in relation to the mean annual rainy days of Kerala are shown in Exhibit 5.2. The mean annual rainy days vary from 50 to 145. The northeast monsoon is in October and November with a peak average rainfall in October of 280 mm at Kovalam (Thiruvananthapuram). Minimum average monthly rainfall of 20 mm occurs in January. The average annual rainfall of various districts in Kerala varies from 2002 mm in Thiruvananthapuram District to 3594 mm in Wayanad. The rainfall data for the districts is presented in Exhibit 5.3. The precipitation pattern in relation to the Project roads for the southwest monsoon is shown in Exhibit 5.4.

5.1.4 Winds

The maximum wind speed of more than 20 krn/hr has been recorded for many days in Alappuzha, Kochi and Thiruvananthapuram. The wind speed is highest during the south - west monsoon, the direction being from the northwest. In general, the wind speed decreases

,LBIU1Sheladia/CESllCT I 5.1 Kerala State Transport Project Sectoral Environmental Assessment - August 2001 \ 076-1075-o 77-1 N

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11*300 * 11.

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

3000

trIsohyet in mm 1 Isohyet invterva1 mOONt

State boundary 3000 Project Priorty Road _ 21o0) Lake/Backwater 7 0

(Source:-WATER ATLAS OF KERALA, 1995) TH 600° 160 1 00 EXHIBIT1 5.1 PROJECTRODS IN RETIOTUTO ISOTETUALOF KERLA 715°j D76-10 71'10 LRII/Sheladia/CES/ICT Kerala State Tranport Project Sectoral Environmental Assessment - August 2001 7S- 0 76-10 77-10 N

SCALE km20 10 0 20 40 s0 E0 100km KASARAGOO I I

HOSOUR

12' IPlLATHMlA7R Ai° 12'

0~~~PPNIS\I i K A R N A T A K A j PAPINISSERY J

IiND 120

KOZHNOM

0 0

0 MADANNPALLYNUARIYY A 0~~~~~~~~~~~~~~~~~~~~2

12\03> 20 ,3 F4

10' LEGEND KOCHIBrF0 t.2

Selected RaingaugeStations aO) 0t 2C> poopARA Projecf Road \0>tL 2 §,,6 MEANANNUAL RAINYDAYS O KERALA

-LL-- 145 K40L/qL)Y

1 04 ALAPPALAPPUZH^0^} ZO

9. 120o 92.

L____5-- 00 1 3

ISource;-WATERATLAS OF KERALA, 19951 THIR AR

EXHIBIT:d-.2 PROJECTROADS IN RELA71ONTO MEANANNUAL RAINY DAYS OF KCERALA i5't 0 76' 10 77' I0 LBlr/She1adia/CES/1CT Kerala State Transport Project Sectoral Environmental Assessment - August 2001 7s- o 76-10 77-10 N

KASARAD SCALE km20 K0 0 20 40 60 80 lOOkm

KANGA

12 Ischyets Pi c t

o~~~~~~~~ X

\ A t~~~~~~~~~~~~~~-

VA4PALLY5 HI

,- (S~llWRSIUCREFEaIa/CES;ICT ATLASOKRLA 194 NA~~~~~~~~~~~~~~~~~~~~~~~~a , Ischyets in centirmetres \IzPOOPAM

1 ~~~~~~400 0\

X X E 3S0 m hPT^LAYtK50 KULY

_ ~~300 0{>

0 = ~~~250 P m

9 W ~~~~~150 o 10, 0 7610KOCH P __ ~~100 ,

: ____ ~~50 .~-ON U

(Sourcei-RESOURCE ATLAS OF KERALA, 1984)

EXHIBIT:-5A SOUTH WESTMONSOON (JUNE - SEPTEMBER) 7S'10 716-10 7r[ 0

LBlIISheladialCESIICT Kerala State Transport Project Sectoral Environmental Assessment-August 2001

from November to April. The orographic features of the State control direction and wind speed5 '. EXHIBIT-5.3 AVERAGERAINFALL BY DISTRICT (inmm). District Average 1988 1989 1990 1991 1995 Thiruvananthapuram 2002 1683 1776 1521 2137 1546 Kollam 3739 2181 2767 2018 3036 2968 2414 - 2456 2834 3374 3029 Alappuzha 2702 3079 2512 2693 2680 2783 Kottayam 3263 2802 2711 2913 2954 3354 Idukki 2889 3813 2731 3782 4104 3555 Eranakulam 3529 2810 2844 2467 3328 3593 Thrissur 3177 2577 2492 2757 3393 3262 Palakkad 2398 1722 1868 1771 2402 1967 2900 2176 2151 2722 3000 2814 Kozhikode 2625 3274 2831 3007 3265 3442 Wayanad 3594 2040 2228 3180 2792 2703 2923 3419 3075 3214 3569 2775 Kasargod 3593 - 3548 4075 3430 3542 State 2961 2653 2642 2780 3106 2952 3 Source:Meteorological Centre, Thiruvananthapuram 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 generally less than 5 km/hour. Wind direction and speed recorded at 8.30 hrs and 1730 hrs for all the days during the period 1979-80 have been processed and shown as wind rose diagrams for Kochi, Alappuzha, Thiruvananthapuram, Punalur, Kozhikode Palakkad and Kannur stations Exhibit 5.5. In Kochi and Alappuzha the wind direction is mainly from west and north- west. 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 attributable to the effects of land and sea breezes. The number of calms is higher in the mornings. This is 50 for Kochi. In the evening the number of calms is only seven for Kochi. 5.1.5 Humiditv | Humidity rises to as high as 90-95 % during the southwest monsoon period. The main reasons for the high humidity is the dense biomass, high number of rainy days, water bodies, and the presence of the Arabian Sea within a general vicinity of 0-70 km for all parts of the State. 5.2 PHYSICAL SETTING

5.2.1 Physiography

The entire area of Kerala may be broadly divided into three natural topographic divisions as shown in Exhibit 5.6. These are from west to east, the coastal plains called the lowlands (<7m

3 5 1 Resource Atlas of Kerala - Center for Earth Science Studies, Thiruvananthapuram

LBII/Sheladia/CES/ICT l 5.2 Krla State Transport Project Sectoral -l Environmnental G1° Assmn uut20

| K~~~~~~~~~~~~~~~~~~~~~~~~CL\

\ sr=ok e~~~~~~~~~~~~KADIAVU 10 l) f 5 1,2. ~~~PILAl/1

1

I 5- l"'~~~~~~~~~~ PU r VAAA\ vs * WB I~~~~~~~~~DAUR <

i ~~~~~~~~~I

W~~~~~C1 orLEAL) (SourcelATLA RESURC76 z I Kerala State Transport Project Sectoral Environmental Assessment - August 2001 75-1|0 76- 1G 77O1n N

KASA AO SCALE

km2r2 10 0 20 40 60 80 1O0km

KANMNzGD-

PiLVLAIAVPARA12' # 12 82 \;9 - - ~~~~~~~KA R N A T A K A / 1 0 PAPINI 0 IY ,] Q i ~WAYANAD;

OUILANY;t8 BUJ

0~ 0

VACMPALL.* R N

10, K010POPR 0 LEGEN0

PROJECTROAD - - - r PUN^ MLA

HIGHLAND . . . 76m

MIDLAND %g7.6ml - 76m ALAPPUJZHA w;

LOWLAND 76m

s State Capital 3i..W9 0 District Headquarters Rivers and Streams KOllM Water Bodies

ISource:-WATER ATLAS OF KERALA, 19951

THIRUAATR

EXHIBIT:-5.6 PROJECTROADS IN RELATIONTO PHYSIOGRAPHICAL DMSIONS OF KERALA

1S'10 76-10 77'10 LBII/Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment-August 2001 l amsl), central undulating terrain called midlands (7m-76m), and the forest clad high ranges (forming part of Western Ghats) called the highlands (>76m) 52. The topography is highly undulating with hills and valleys. The alluvial valleys cutting across the lateritic soil, support paddy cultivation and together constitute a rolling plain. Kerala lies along the shores of the Arabian Sea. Covering an area of 38,863 sq km it is approximately 600 km long and 75 km wide at its widest point. Based on physical features, it is divided into three geographical regions i.e. Lowland or sandy coastal region, Midland * region and Highland or hilly region. Lowland: This is a narrow strip of low-lying land, interspersed with extensive backwaters. This strip makes up approximately 10 percent of the total area and supports 26 percent of the population. The project roads that are partly or wholly in the lowland are

* Alappuzha - Changanaserry Link 73 * Pilathara- Pappinissery Link 68 * Kasargode- Kanhangad Link 69.1 Midland: This is an undulating region to the east of the coastal sandy belt having clustering hills and numerous valleys watered by many streams. This area covers approximately 42 percent of the total area and supports 59 percent of the population. It grows diversity of seasonal, annual and perennial crops such as rice, sugarcane, tapioca, banana, coconut, , pepper, cashew, rubber etc. The Project roads that are partly or wholly in the midlands are

* Thiruvananthapuram- Kottarakkara Link I * Kottarakkara-Adur Link 2 - Adur Chenganur Link 3

3 Thrissur- Link 40 - Chenganur -Kottayam Link 4.1 3 . Kottayam-Ettumanoor Link 4.2 * Ettumanoor - Muvattupuzha Link 5 . Muvattupuzha- Angamaly Link 6

Highland: This is a region with extensive ridges and ravines of the Southern and Western 3 Ghats, much of it is forested, covering about 48% of the total area and the supports approximately 15% of the population. The Highlands support extensive plantations of tea, coffee, cardamom, sandalwood, rubber and spices.

The Southern and Western Ghats form the eastern boundary of Kerala and are divided by the , a lowland area reaching into Tamil Nadu. The coastal areas are largely made up of alluvial deposits whereas upland areas are made up of lower pre-Cambrian rocks divided in some areas by lateritic deposits. The coastal areas are dominated by alluvial soils whereas most of the mid-land region is covered by lateritic soils and much of the hilly areas * by forest loam.

| 2Locally available materials in Kerala- Thiruvananthapuram district by Kerala Highway Research Institute

_LBII/SbeladiaXCES/ICT 5.3 Kerala State Transport Project Sectoral EnvironmentalAssessment-August 2001 l The links that are exclusively located in the Highlands are

| Idukki- Puliyanmala-Link 26.0 (Now dropped from phase 1 considered as buffer in phase 2. * Ponkunnam- Thodupuzha- Link 84.5-84.7 Links crossing Lowland and Midland: * SHI-NH 47 link road Link 72.0 Links crossingMidland and Highland: * Palakkad- Shomur- Link 50.1 * Muvattupuzha- Thodupuzha Link 70.0 Links crossing Lowland Midland and Highland: 3 . Thalaserry - Valavupara only Link 74.0 5.2.2 Geological Characteristics U Geologically, Kerala is occupied by four major rock formations as shown in Exhibit 5.7. Chamockites are the most prominent rock types among the crystalline rocks. The rocks 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 * The main rock types are Chamockites, Cordierite Gneisses, Hornblende biotite gneiss and other unclassified crystallines. Laterite covers wide areas; along the midland regions, it forms a residual deposit due to weathering of either crystalline or sedimentary rocks. An understanding of the geological characteristics helps in the assessment of Seismic conditions, foundation requirements, groundwater characteristics, quarries and mineral resources in addition to Archaeological resources within the PIA as required by the MOEF guidelines. The project roads that are exclusively located in the recent alluvial formations include * Alapuzha--Link73 * Pilathara-Pappinssery- Link 68 * Kasaragod-Kanhangad- Link 69 * Thrissur - Kuttipuram- Link 40

5.2.3 Seismic characteristics

The entire State is within Seismic Zone III as defined by the Indian Standard (IS) 1893-1984 Seismic Zoning Classification. The classification ranks potential 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 (a.) of 0.08 is considered to be the least stable. The basic horizontal seismic coefficient (a,) I for Zone III is 0.04.

LBII/SheladiaCESICT I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~- Kerala State Transport Project Sectoral Environmental Assessment - August 2001 761 a 771 O N

P^StR^-u SCALE km2o la 0 20 40 60 H0 100km

KANJAWGAD r A AV

PIIATARA+t'--F VAYVWPARA 12e V \ , 8>) , K A R N A T A K A / 12 0 PAPIN / c

PON14M~~~~~~~~~~~~~~~~~~ >rz0 E~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

PAM

10, ~ ~ ~ 7 KOCHIF. ~~~~~~~~~~~~~~~~~~~~1

ProjectERoadzt tp~~~~~~~~~~~~~~1

o \ sXu>~~~~~~- PUY@Ai

RECENT Soil AtiLiviumn PLEISTOCENE Laterite

MIOCENE auitenand Warkatai Beds

r 1 I~~~~~~~Meta Votcanics, Meta Sed1ments) 0 LOWER Khoricalites PRE-CAMBRIAN Po Charnci[kifes f ARCHAEAN Cordierite gneiessHornblende Brstite gneiss and other unclassified Crystaltines INTRU SIVyES far 7 NON-OATED Granites TH IRINANFR PRE-CAMBRIAN Basic intrusive lDoterites)

(Source:-RESOURCEATLAS OF KERALA,198.10 EXHIBF:-5.7 PROJECTROADS IN RELATIONTO GEOLOGY OF KERALA

75-10 76-10 77-10

LBII/Sheladia/CES/ICT Kerala State TransportProject SectoralEnvironmental Assessment-August 2001

5.2.4 Soils

The Project roads in relation to the detailed Soil types identified in Kerala are shown in Exhibit 5.8 Broadly the soils most commonly found in the State are: -

- River alluvium

- Brown hydromorphic soil and

- Lateritic soil River alluvium- This type of soil layed down along river valleys occurs throughout the State cutting across extensive lateritic soils. The soil is very deep with surface texture ranging from sandy loam to clay. It is very fertile having a high water holding capacity and containing plant nutrients, which are regularly replenished during floods. It supports cultivation of paddy, areca nut, pepper, tapioca and a wide variety of vegetables. Brown hydromorphic soil: This is most commonly found in areas of wetlands and is I moderately rich in organic matter, nitrogen and potash but deficient in lime and phosphates. Laterite. This is a typical weathering product under humid tropical conditions and occurs throughout the State. In general it is acidic in nature and poor in available nitrogen, potash, phosphorous and organic matter. It is well drained and widely cultivated with a variety of crops like coconut, tapioca, rubber, arecanut, pepper, cashew etc. Gravely soil of laten'tic origin is generally available in the district for construction purposes.

5.2.5 Existing and Potential Erosion

During the Monsoon months all rivers and streams carry considerable amounts of sediment load to the Sea. The high level of precipitation in the State leads to erosion, landslides and landslips. The landslides and landslips further aggravate the rate of erosion and are especially vigorous during the monsoon months. Coupled with Monsoon precipitation, almost all- development activity, including road improvement works result in higher rates of erosion. The project roads in relation to slope characteristics of Kerala are shown in Exhibit 5.9. The project roads that are more liable to be subjected to soil erosion are * Link 50.1-Palakkad-Shornur * Link 26-Idukki-Pulayanmala (Now it has been dropped from phase 1 consideration) * Link 74 --Valavupara * Link 84 -Punalur- Thodupuzha

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 presently active. It was therefore necessary for the investigation team to identify new sources for materials near the project roads through physical survey and local inquiry (public and | departmental officials). The survey included the evaluation of material requirements for the works, material specifications, identification of material sources, and the testing of materials for use in the works. The main material sources have been identified using information collected from the

LBII/Sheladia/CES/ICT 5. Kerala State Highways Project Seetoral Environmental Assessment- August 2001 75-1 0 7601 o 77-1 0 N

SCALE kn20 20 0 20 40 60 80 lOOkr

12 12' 0 PI0ATHA VALAVUPMARA git ~~~K A R N A T A K A PAPINISSER

QUIANDY, RR8S

KO ZHI DE _

JI:

PONNANI

LEGEND MAJOR GROUPS COMMON NAME MARAYtR

10 THIROPDSAMMENTS- COSTAL ALLUVIUM ao . TRUP[lFLUVENTS - / * 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0 TROPUDALFS-EUTROPEPTS RED LOAM POOPAF

TROPOFLUVENTS-EQUTROPEPTS F RIVERINE ALLUVIUM DYSTROPEPTS Li

HAPLUDOLLS-TROPUDALFS 7FOREST LOAM KML TROPEPTIC-EUTROTHOX El

TROPORTHENTS fH5 GREY ISHONATTUKARA

TROPAQUEPTS-FLUVA5UENTS ACID SALINE 9' 0 TROPAQUALFS-TROPAQUEPTS BROWN HYDROMORPHICSOIL * 0

CHROMUDERTS BLACKSOIL

TROPAQUALFS HYDROMORPHICSALINE SOIL

EUTRORTHOX HAPLORTHOX LATERITIC SOIL DYSTROPEIPTS

PROJECT ROAD THIRUVNATHPLR

(Sourcel-WATER ATLAS OF KERALA, 1995) EXHIBIT:-5.8 PROJECTROADS IN RELATIONTO SOILTYPES OF KERALA 75'1 0 76-1 0 77'1 0 LBII/Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment - August 2001

7510 76t1 o 77 O \ ~~~~~~~~~Nr 4:

(C~VmQc//SCALE

7ol a 20 40 40 8 100lk

12-'>.{,,1agA' 5 +,3 12'

THA_ASSER A 1' ~~~~~~~~~~~~~~~~~ -

QUILANDt i

KOZHIKODE o LaALAPP

PO:NNANI ,_

s) hv<>-o VIWANDPURAM^

VADANPLY* G

V~~~ a LEGENDD%

Steep to very steep hill rangens x g AN_ A

Moderately to steeply sloping ridgese ' v ^ . ~~~~~~~~ALAPPUZHr/' % % AW Nearly levesl to very gently sloping coastat plain t

9- ~~~Gentlyto moderaetdy sloping spuris ri ( -

o | X ~~Lagoonsand Reseroirs

I Gently to moderately sloping Inter-hilly baks1n

- Sand dunes

Project Priorty 'Road THIRUVANANTHA U

Kerala Highway Research Institute of the State PWD, which has been supplemented by identifying other potential sources and a checking of their suitability. The locations of these sources are indicated graphically in Exhibit 5.10 for South section, Central section and North section in_Sheets A, B and C and the district wise availability is tabulated in Exhibit 5.11. The details of referenced locations have been included in the Consultants Geotechnical report. None of the identified quarries are located in the reserved forests and sanctuary areas and in any event mining for construction materials is not permitted in the sensitive ecological areas of reserved forests and sanctuaries. The Mining Geology Department indicated that not all quarries operating in the State are licensed and registered. If licensed quarries are not available the contractor should develop other environmentally acceptable sources for the 3 construction materials. An example of Archaeological significance of quarrying is shown in Box 5.1. The borrow pits identified are located in small barren areas. None of the borrow areas are located in the paddy fields or other agricultural areas. The Consultants Geotechnical study

Box 5.1: Archaeological Significance of Quarrying Recently in Kerala, a major licensed quarry operating for many years giving employment to hundreds of local people was suddenly subjected to a State-wide debate and controversies because of some Archaeological discovery in caves of prehistoric man located at Edakkal, in Ambalavayal Panchayat of . This is now accessible as a tourist attraction. Later, part of the quarry operation had to stop to protect this valuable feature amid protest l fromthe quarryworkers and trade unions. report states the quantity of materials available from each of these locations. They range from 3000 to 3 0,0000 Cubic metres. Availability of Construction Materials Earth / Soil: Suitable granular soils for the construction of embankments and sub grades are available within a reasonable distance of the project roads. For most of the project roads in plain / rolling country, soil will need to be obtained from private sources since there are no departmental borrow areas available. The details of all borrow sources identified and the I characteristic properties of soils from these sources were ascertained through laboratory testing of samples EXHIBIT5.11 ROCK MATERIALAVAILABLE IN THESTATE ROCK TYPE AVAILABILITY Chamockites Occupyabout half of the area of the State (GSI, Geologicaland mineralmap of Kerala1995) Kannur, Kozhikode,Palakkad, Thrissur, Kottayam.luka, Pathanamthitta,Emakulam, Kollam Malappuram and limitedareas of Kasargode I Khondalites Kozhikode,Palakkad, Emakulam, Kottayam Kollam, Thiruvananthapuram Schists, Granites and Wayanad,Kannur, Kasaragod,Emakulam, Kollam, Thiruvananthapuram Gneisses * Laterite Midlandsof Thiruvananthapuram,Kollam Pathanamthitta, Kottayam, Emakulamand Malappuram. (Source: Geological Survey of India (GSI) 1976) I Sub-base material: Naturally occurring murrum / gravel is rarely available for direct use as sub-base material to satisfy the specifications. Suitable sub base material can, however, be won locally by blending soil, aggregate / shingles and sand in suitable proportions to satisfy the requirements.

LBII/SheladiafCES/ICT I 5.6 l Kerala State Transport Project Sectoral Environmental Assessment-August 2001

Base course material: Stone of suitable quality for use as aggregates for pavement courses and concreting is available along the project roads within reasonable haul distances. There are a number of private crusher operators who supply aggregates of different grades. From laboratory tests it is seen that aggregates available from local stone crushers generally satisfy the specification requirements. Fine Aggregate: River sand of suitable quality may not be available for use in the project roads. This is one of the many active environmental issues in Kerala (Box 5.2). The sand U requirements are usually met from the riverbeds. The mining of the river beds are either banned or under severe control in all the 44 rivers beds of the Kerala. Therefore it is necessary to confirm that, the source of sand is from legitimate areas. Stone dust is available I from private stone crusher owners, and this can also be used as fine aggregate for bituminous mixes. Details of locations of material sources are also identified in the study as shown in Exhibit 5.10 (A, B and C).

Box 5.2 The Prevailing Sand Mining Issue In Kerala The consequences of extensive uncontrolled sand mining from the riverbeds were an * environmental issue in Kerala for quite some time. The uncontrolled sand mining is believed to be draining the groundwater from the riverbanks as a result, the open hand dug well in the nearby areas are reported to be drying up leading to severe shortage of * water. More recently the road bridges and the railway bridges are under threat due to the extensive sand mining. It was also reported that the bridge at collapsed some five years ago due to sand mining. At least 15 bridges in Central Kerala over the rivers * Pamba, Manimala, and rivers are reportedly facing danger of collapse due to negligence in monitoring the indiscriminate quarrying of sand over many years (The Hindu, 7 August 2000). The report further states that according to the experts the quarrying of sand from these rivers has lowered the riverbed by an average 2.5 metres.

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. The Exhibit 5.10 (A, B and C) also shows all borrow pit locations identified.

5.3 WATER RESOURCES

5.3.1 Surface Hydrology Surface water: Forty-one rivers originate from the Western Ghats and flow into the Arabian Sea while three others are originating from the Western Ghats flow eastwards into the Bay of I Bengal. Lengths of these rivers are small and vary from 10 km to a maximum of 250 km. During the monsoon, the larger rivers flow with turbulent force frequently rising four or five metres above their original level sweeping away habitations and crops. The flood diminishes I as the monsoon draws to an end and the rivers gradually subside to a shallow thin stream often outlining their sand beds. Owing to the heavy monsoon rainfall, all of the rivers carry sizable flows during the monsoon months. During the non-monsoon months many of the rivers go dry. Due to their drop, many form a significant resource of hydroelectric power and many have been developed for this purpose. Other power projects have been delayed or abandoned because of environmental concerns. The project roads in relation to 44 river basins of Kerala are shown in Exhibit 5.12.

LBHI/Sheladia/CES/ICT 5.7 l Kerala State Transport Project Sectoral Environmental Assessment - August 2001

N

SCALE kmlO 5 0 10 20 30 40 50krm

ERNAKMAM

Shert\30) eaj ~menc ID1JKKI

131 3 9 o qr j 9

ALAYM'~~ ~~ ~ ~ ~ ~ ~ ~

PATTHANATMTTA|

\ S24 w* j 14a1S/Pt;ANAblTNr1AI ALAPPZUACRAZ

2D12 Kl3runogopX~~~~~~~~~~~ e Bordtr

\ ) edumNeurramped

Poect Roads os tKki da TH3tW.~~NANA~~ Pan ancshamasdu

u;= ,runkadav~~~~~~~~~~~~~~~~~~~~~~~~ukaailc

NAr.ONAi HIG^HWAYS )Prrerac3

r1ROJ;ECT ROADS_ -1 OTHER ROADS - LBII/Sheladia/CEtingSonIuTLOCAllNOF MTERIA SOtURCESNT(SOUThSECIN AvGGREGA7E A 47 SANiD 1157

ROAD1NODE (D IJNK NUMBSER E

SOUh'CE -(ornsuitcmt's eteo&edn!Tcc StLury Reper,r iApri! 2000 EXHIBITNO. 5.10 LOCATIONOF MATERIALSOURCES (SOUT SECTON)-A LBII/Sheladia/CES/IC:T Kerala State Transport Project Sectoral Environmental Assessment - August 2001

N

WAYAN9AD /| h SCALE knlD 5 0 10 20 30 40 50km KOZfIXODE 1 21 1

21 1X 7

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7t, Slet j~~~~~~ong TSiprO:e.201D3 s L 9 C o npt5'G p ur G m~~~~~~~~0 t rpur

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LBII/Sheladi 80rder Cr E-RNAK'J AtEr _SDUKK(I ~

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Project Roads :nburm.etluJu

10~ ~~~XIBTN.51

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SOURCFi:--0ar,rtitnr.t'RGet aigwhmrcai Stsudy ReprJrt ,Apr7,2s0s0. E,HBIT NO.5.10O LOCATIONOF MATERIALSOURCES (CENEA SECMON)- B

LBII/Sheladia/CESIICT Kerala State Transport Project Sectoral Environmental Assessment - August 2001

N

SCALE kr¶10 5 0 10 20 30 40 50km

\ R g~~erkahsi

KASARA .,

\ rhangrad +S

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S'.lRf i -Conswitant's Gerotechl,;ccl Stuidy Report ,A.pil 20,00,J EXHIBITNO. S.10 LOGAIIONOF MATERIALSOURCES (NORTH SECTION) C LBHl/Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment - August ZOOI 7510 7610enI e N

SCALE

5SAFUbGOD km2O10 0 20 40 60 10 100km

G MANJE5WAR ®) KANJANMANAKADAVU 12- 5HIRIYA KA RNA T A KA 0 ( MOGRAL P ILATH 13 VL PARA )CHANDRAGIRI i .''''i ® CHITTARI PAPINISSER ONILESWAR o KARIANGODE THALASSERY 17 KAVVAYI-i

9 PERUVAMBA j RAMAPURAM QUILANDDY @WKUPPAM R,,6 O KQZHIKOD ANJARAKANDY ~i~TELLICHERRY0 6 MAHE @ KUTTIYADI t9KORAPUZHA 8 jPONNANS 6i KALLAI "A CEHALIYAR GOVINDAPURAM 6 VADANAPAL 0 (j BHARATHAPUZHA R 10* KEECHERI

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@ PAMBA ALAPPUZ ACHENCOIL \,A) 0PALLIKKAL LEGEND \ 9 ProjectROad BX RiVersandStreamS £ - 0AYROOR BaSinBoun1dry .-.------X 6tVAMANAPURAM RivervCode Number ) 6MAMOM DistrictHeadquarters 3

KARAMANAA lSource:-WATERATLAS OF KERALA, 1995i PONMUDI

0KABBINI \ U, 9 BHAVANI THIRUVANANTHAPURi 0PAMBAR

LB.f/Sheladia,/CES/1CT 607-e KeralaState Transport Project Sectoral Environmental Assessment-Asigust2001

Lakes and Backwaters: A series of lagoons were formed by the natural interaction of the sea and the rivers and are known as backwaters. Some rivers are used for water supplies and are therefore sensitive to contamination. A spill of phenol in the catchment area of the Peechi Reservoir supplying drinking water to the City of Thrissur and surrounding communities required an expensive cleanup using activated carbon powder. They provide an extensive resource for irrigation and many of the lagoons have been poldered for the cultivation of rice at below the water level. The backwaters were also the major means of storm-free transportation until the advent of road and rail transport. The links that cross backwaters are * Alappuzha - Changanaserry crosses Lake (Link 73) only One of the striking features of the State is the continuous chain of lagoons or backwaters, along the coastal region. yembanad is the main backwater in the State located in the and Alappuzha districts. Canals and Link canals: Both natural and artificial canals form an extensive network. The lagoons or backwaters are connected to the sea through small openings called azhis. Ponds and Chira's: Ponds are small water bodies usually artificial while Chiras are natural water bodies of many hectares in extent of a semi perennial nature. Chiras are the low-lying area of a paddy field. Much of the area of a Chira is cultivable during the summer season (January to May) and the core area, which is normally a small pond size, remains perennial. During the summer season a rich harvest of fresh water fish is very common. Rice farrning also produces high yields compared to the nornal field cultivation because of the concentration of nutrients. Saline water intrusion: Saline water intrusion takes place along the rivers and other water bodies close to the coast during the summer season due to an ever-decreasing base flow in the streams. The large-scale deforestation in the upper catchments -leads to the drying up of springs in the region. The increased exploitation of groundwater and surface water are the main reasons for the decrease in the base flow. Most of the coastal belt especially urban centres like Kozhikode experience this problem. Environmentally Sensitive Coastal belt: The CRZ regulations of the Government of India described in Chapter 2 apply to some project roads which require more detailed environmental investigations and State and Central Government approvals. Coastal Zone Management Plan (CRZMP): Following the directive of the Government of India the State Government prepared a Management Plan for the sensitive coastal area in 1995. CRZ I - The entire area between the low tide and high tide lines stretching along the Kerala coast comes under this category. In addition there are ecologically sensitive and other important notified areas within this category. The following are relevant for Kerala. Mangroves, areas close to breeding and spawning grounds of fish and other marine life; areas of outstanding natural beauty, historical and other heritage areas; areas rich in biodiversity; areas likely to be inundated due to rise in sea level due to global warming and any other areas as may be declared by the State and Central Governments from time to time. The Appendix- 5.1 is the list of CRZ areas of importance. The project roads that are locatedin this area are . Kasargode -Kanhangad * Pilathara-Pappinissery

LBII/Sheladia/CESllCT 5.8 Kerala State Transport Project Sectoral Environmental Assessment-August 2001

CRZ II - All of the developed areas within the municipalities/ corporations or other legally designated urban areas which have been substantially built upon and which have been provided with drainage, approach roads and other infrastructure facilities such as water supply and sewerage mains come under this category eg: 3 . Thalassery- Valavupara CRZ III - Areas that are relatively undisturbed and those, which do not belong to either Category I or II. Theses areas are basically rural areas. In Kerala, all areas falling in gram Panchayat (other than CRZ-1 areas) are demarcated as CRZ-II. Both the sea coast and the back water coast come under this category X Project roads that are excluded from the CRZ regulations for detailed investigations include: 3 * Alappuzha - Changanaserry - excluded from consideration due to the Thannirmukkom bund and Thottapally spillway, which allows no tidal effects in the whole of Vembanad Kayal. * 5.3.2 Drainage The mountain ranges of the Western Ghats, which form the eastern boundary of the State and 3 the Arabian Sea, which forms the western boundary, are not far apart, the maximum distance is barely 75 km. The terrain is mostly undulating and generally sloping from east to west. Additional problems of drainage are indicated in the Environmental Strip Maps (Appendix A I 4.3) and link specific Environmental Analysis (Appendix A 4.2). Flooding during the rainy season is a problem. Observations indicate that the Water bodies/Wetlands likely to be within the area of potential impacts are unlikely to be of particular significance or offer any unique habitat characteristics. The cross drainage structures are generally more than three per Kilometre all over Kerala. There are no official PWD records regarding sections liable to flooding along the project roads. Some of the local Engineers are aware of the flood sections in their areas however and in general, it can be assumed that the low-lying paddy field areas are often subjected to 3 flooding in the midlands and lowlands along the following sections. * Link 1,2,3 and 4. (SH-1) 1 * Link 73 Alappuzha - Changanaserry * Link 70 Muvattupuzha- Thodupuzha | * Link 74 Thalaserry-Valavupara

5.3.3 Water Quality

Since Kerala is one of the highly rain fed regions with 100 to 140 rainy days per year many rivers and streams are being naturally cleaned many times during the monsoon seasons. The very high population density of the State generally reduces the flushing effect and as a I result many rivers are polluted. Industries when located close to rivers pose serious water pollution problems eg: Gwalior rayon's factory close to the river is a bad case scenario known for the mercury and other heavy metal pollutants; resulting in the high mortality of the fish population'. The air and water pollution from the factory also create serious human health hazards in the area.

'TheT Hindusurvey of the Environment99

* LBIJ/SheladmaJCES/ICT * ss l

Kerala State TransportProject Sectoral Environmental Assessment-August 2001

Field investigations and early studies identified the need to test some important parameters. | Arrangements were made to sample and test these parameters, especially with respect to water qualitv in typical water bodies. The water quality parameters that were tested are - pH,

- Dissolved Oxygen (DO) in mg/l,

- Biological Oxygen Demand (BOD) in mg/l and

- SuspendedSolids in mg/l. The typical water bodies are any -River/ (one sample even if there are a number of river 3 crossings) pond! reservoir/ lake /backwater adjacent to a given project road. The monitoring locations are shown in Exhibit 5.13 A and B. The test results are provided in Exhibit 5.14. The results are within acceptable limits for these parameters. The suspended solids for rivers and streams are in range 6-22 mg/l. EXHIBIT5.14 DETAILS OF WATER QUALITY DATA ANALYSIS | L. PARAMETER * NO STATION LOCATION SOURCE D.O. BOD S.S.

.______(mg/') (mg/I) (mg/1) I Kazhakkootam Near Sainik school junction Well 7.83 7.3 1.1 8.2 2 Near State Highway, Opp Well 6.72 6.9 0.8 11.0 ______Saritha Hospital 3 Kottarakkara Near State Highway, Opp0 Stream 6.86 6.70 1.30 22.50 a Swapna Tyres 4 Chengannur At Mundankavu Stream 6.58 7.50 0.80 8.50 5 I km away from Erumathala Stream 7.03 6.80 1.20 10.20 6 Perumbavoor Near Government Hospital Well 7.12 7.20 1.30 12.60 7 Muvattupuzha Muvattupuzha River River 7.12 7.20 1.30 12.60 8 Thodupuzha Near Malankara Estate River 7.07 8.80 0.60 5.00 9 Kattappana Thekkadi Lake Reservoir 7.20 7.60 1.20 8.50 10 Near State Highway Well 7.03 8.10 1.00 6.00

11 Nilambur East of Nilambur Town Chaliyar 6.80 7.90 0.80 12.00 River 12 Quilandy 4 km from Quilandy Katinaive 7.12 7.10 1.20 8.50 ode River 13 1 km from Thamarassery Stream 6.85 7.80 0.80 6.00 14 Thaassery Town 14 Thalassery Near Palam River 7.10 7.30 0.80 10.00 Kozhikode Near Medical College Well 6.80 6.50 0.50 5.00 Medical College Hospital for children____ 16 kIritty- At Kakkayamgode Stream 7.05 8.10 1.20 10.00 Kakkay am god e 17 Kellur - Wynad 2 km East of Muthanga, near Stream 7.08 8.30 0.60 6.00 __I_ .I._. State Highway . .

5.3.4 Water Quality Standards

The Indian tolerance limit values for different water quality parameters for different uses are U shownin Exhibit 5.15.

LBmIISheladia/CES/ICT X 5.10 Kerala State Transport Project Sectoral Environmental Assessment- August 2001 N

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5.3.5 Groundwater I Kerala is the only State in India to have an independent water supply to almost all households. In this context both the hydrogeology of Kerala (Exhibit 5.16) and groundwater sources of Kerala (Exhibit 5.17) are extremely important. Landless and shelter less people are rare in the State. Many families on their own land, hold a traditional large diameter shallow (1-10 m deep) open hand dug well to meet the family requirements. Even today this is true all over Kerala except in the coastal regions and major urban centres. There are extensive groundwater resources in the coastal alluvial plains but much is saline. The links that are crossing the coastal aquifer regions are I * Pilathara - Pappinssery (Link 68) and * Kasaragod- Kanhangad ( Link 69.1) * Alappuzha- Changanaserry (Link 73)

EXHIBIT 5.15 THE INDIAN TOLERANCE LIMIT VALUES FOR DIFFERENT WATER QUALITY PARAMETERS FOR DIFFERENT USES A B C D E DRINKING OUTDOOR DRINKING FISH IRRIGA PARAMETERS WATER ONLY BATHING WATER CULTURE TION DISINFECTION COMPLETE WILDLIFE 3 TREATMENT pH 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.0-8.5 DO >6 >5 >4 .4 BOD <2 <3 <3

Total Coliforn <50 <500 <5000 - (N/ 100mi)

Total hardness <300 - - CaCo3 (mg/1) Calcium hardness <200 - (CaCo3)(Mg/l) Chlorides <250 - 600 Ml/ l Phosphates <400 <400 <1000 mg/' Nitrates < 20 < 50 -

* Ammonia <1.2

(Source: Kuttanad Water Balance Study)

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 3 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 within the alluvial deposits of recent age and these aquifers are normally a * few metres in thickness. Open wells of approximately two-metre diameter are the common groundwater extraction structures. In some places the sandy aquifer may extend to depths of tens of metres. Part of the Emakulam district falls under this region. The over exploitation of coastal groundwater resources has led to seawater intrusion into the Coastal Aquifers.

LB I iSheladialCES/ICT

5.11 Kerala State Transport Project Sectoral Environmental Assessment - August 2001 75-1o 76110 ?77°o N \<12 N~~~~~~~-ft. SCALE KASAFAOD krm2O 10 0 20 40 60 Oa 106km

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LEGEND P PROJECTROAD .t FIRECENT SDMNSPTAAT~ TERTIARY E LATERITE EEi1I DYKE(Daterite) 9. OC PRECAMBRIANCRYSTALLINES AND PU1LL ASOCIATEDINTRUSIVES SALINETRACT WATER TABLE AQUIFER KOLLAM 3 BOUNDARYOF ARTESIANBELT ELD SPRING UDI WELLWITH YIELD BETWEEN 10000 AND20000 LITRES/HOUR FV WELLWITH YIELD ABOVE 20000 LITRES/HOUR THIRUIVANANTHAPUIAt¢ (Source:-WATERATLAS OFKERALA, 1995)

EXHIBIT:-5.16 PROJECTROADS IN RELATIONTO HYDROGEOLOGYKERALA

75-10 76-10 77-10 LRII/Sheladia/CF-S/ICT Kerala State Transport Project Sectoral Environjmental Assessment - August Z001 7s |e 76n1~~7f-I0 7rle0 N

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AREASUITABLE FOR LARGE DIAMETER DUG WELLS

COASTALSURFACE WATER BODIES THIRUVANANrrHAPU4 (Source:-WATERATLAS OF KERALA, 19951 EXHIBIT:.5.17 PROJECTROADS IN RELATIONTO GROUNDWATER PROVINCES OF KERALA

75'10 76-10 77.10 LBII/Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment-August 2001

Midland region In this region, groundwater is often encountered under water table 3 conditions in the lateritic aquifers of 10 to 20 m thickness. Wells of relatively large diameter of 4 to 6m are the common groundwater extraction structures in the midlands. The over exploitation of groundwater in hard rock aquifers has generally resulted in the i lowering of water tables and hence the drying up of traditional open large diameter hand dug wells. This has also led to the lowering of water levels of bore wells and tube wells in the region. * Highland region The fissured hard rocks and highly weathered zone form the aquifers in this region. Groundwater occurs under water table conditions and can be exploited through dug | wells. The community drinking water sources are mainly groundwater through bore wells /tube wells and many are located in the road corridors. The project roads that are falling in the Highland, Midland and Lowland have already been discussed. 1 5.3.6 FloodsDuring Monsoon Season As mentioned earlier Kerala State has an average annual precipitation of 3085mm. Approximately 90 % of the rain falls during the six monsoon months, and the high intensity storms during the monsoon months result in heavy discharges in all rivers. The river consequently swell and the heavy discharge rapidly reaches the midland and coastal regions spreading over lagoons and backwaters raising the general water level and submerging vast areas of low lying land. The monsoons cause the frequcnt flooding of road sections for many hours at a time. This result in traffic disruption and damage to the road fabric. The raising of fornation levels will be required in these sections. The Alappuzha - Changanaserrv Link 73 section is the I most affected. In this section all bridges are at a higher level compared to the road. Large- scale improvement would be required to avoid all flooding. The design for this was completed in August 2000 and the embankment height will be raised in the current proposal.

5.3.7 Cross Drainage Structures

The number of cross drainage structures required is naturally very high (approximately three per kilometre. This is even more for a road with a more or less north south alignment especially when located in the midlands. The number of cross drainage structures and their locations with respect to road chainage are given in the Environmental Strip Maps. 5.4 Ambient Air Quality Permissible air quality pollution levels have been established by the Central Pollution Control Board (CPCB) for six air pollutants. These are Suspended Particulate Matter (SPM) Sulphur Dioxide (SO2) Nitrogen Oxide (NO2). Carbon Monoxide (CO) and Lead (Pb). The permissible concentrations of these pollutants are shown in Exhibit 5. 18.

5.4.1 Primary data I Kerala State Pollution Control Board has generated primary data on air quality under an agreement with the Project Implementation Unit of the PWD. The monitoring started in mid August 2000 was completed in late November and analysis and reporting in April 2001 using a vehicle mounted electronic equipments attached to computer system.

-LBIJ/SheJadia/CES./CT

5.12 Kerala State Transport Proiect SectoTal Environmental Assessment-Aungst 2001

EXHIBIT 5.18 NATIONAL AMBIENT AIR QUALITY STANDARDS TIME- PERMISSIBLEPOLLUTANT LEVELS FOR PARAMETERS WEIGHTED INDICATED LAND USE AVERAGE In microgram per cubic meter (pTg1m')

Industrial Residential, SensitiveAreas Rural Sulphur Dioxie.Annual Average* 80 60 15 O24-Hour** 120 80 30 NitrgenxideAnnual Average* 80 60 15 NitrogenOxide24-Hour** 120 80 30 Suspended Particulate Annual Average* 360 140 70 Matter 24-Hour** 500 200 100 Respirable Particulate Annual Average* 120 60 50 Matter 24-Hour** 150 100 75 Annual Average* 1.0 0.75 0.50 Lead 24-Hour** 1.5 1.00 0.75 Carbon Monox.dc 8-Hour* 5.0 2.0 1.0 _Carbon | Monoxide I-Hour** 10.0 4.0 2.0

I Source: CentralPollution Control Board. NewDelhi. Nolfication dated Ij .4pril 1994. Note: * Indicates annualarithmetic mean oJfminimum 104 measurements in a year measured twice a week. 24 hourlv at uniform intervals. : 24-hourly and 8-hourlv values should be mer 98% oldhe time in vear: howvever 2% of the time ir may exceed but not on hvo consecutive days.

Ambient air quality variations at 34 different identified Monitoring Stations (Refer Exhibit 5.13 A&B) are tabulated and provided in the Exhibit 5.19.

The most important observation is that there is a distinct "low trough" in the evening with the low values of various monitored parameters in almost all the locations. This is due to the influence of very high biomass in Kerala.

Air quality parameters monitored at selected 17 locations along the project roads are shown in Exhibit 5.20 A, B, C, D and E. The Appendix A.5.2 provides the details of the monitoring stations including the Location map of all monitored air quality stations. Hourly monitoring of four parameters (NO5, S02, HCT and CO) was carried out while levels of Lead, SPM and RSPM were recorded for possibly same reasons three times daily. The results were tabulated I and analysed graphically by plotting the levels of pollutants in micro gram per cubic metre (tg/m 3) against time in hours.

Consistently high values of NOx (exceeding the permissible level) were recorded at Muvattupuzha and NH junction near Kazhakkootam. Both these places are busy towns and important junctions with heavy traffic throughout the day. The contribution (even minor contribution on long term basis) of industrial emissions to the traffic emissions could be the special reason for its higher values at these specific locations. Higher values were also recorded at Aralam farm, Ayur, Medical College - Kozhikode, Perumbavoor and Quilandy.

SO2 values were generally very low except for some of the readings at Ayur and Kellur. Both these locations are residential areas. Ayur is an important junction in MC road (SH 1).

* At Ayur, the SO2 values exceed the limits during the evening (about 5 pm to 9 pm) and at Kellur the value exceed the limits from 6 am to 9 am.

LBII!Sheladia/C EStICT I 5 13 Kerala State TransportProject SectoralEnvironmental Assessment-August 2001

EXHIBIT 5.19 I AMBIENTAIR QUALITY AT 34 LOCATIONS LOCIATION AIR QUALITY PARAMETERS(g/m 3 ) TYPE OF LPM RSPM 502 NOx HCT CO Pb LOCATIONS N-H.Junction,Near 28.23 15.32 8.86 139.63 2.36 0.97 0.02 MajorRoad Kazhakkootam(1) Junction Ayoor Rural(1) 70.41 64.06 45.40 52.66 1.32 0-39 0.01 Residential * Rural Kottarakkara 84.36 53.88 1.53 29.40 6.06 0.97 0.01 Urban Urban (1) Chengannur Industrial Estate 44.23 33.50 1.81 4.35 7.22 0.75 0.01 Urban

N.H.Junction,Near 58.67 16.98 7.46 61.60 1.71 0.89 0.02 Urban * Kazhakkootam(2) 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 40.09 25.60 5.28 6.61 14.10 0.82 0.04 Urban IndustnialEstate(2) Aluva (1) 65.52 43.27 4.06 16.50 3.61 1.14 0.04 Industrial 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 Nirmalagiri- 35.55 18.17 2.34 6.36 2.67 0.78 0.01 Semi Urban Kattappana() I Aluva(2) 89.82 43.01 3.48 19.21 4.18 1.29 0.04 Industrial 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 aNiralagiri- 37.71 20.25 1.80 12.44 4.75 1.25 0.01 Semi Urban l Kattappana(2) Edavanna (1) 148.5 15.52 1.25 10.51 1.95 0.77 0.01 Rural Nilgiri Nilambur(1) 80.68 21.70 1.24 8.87 3.10 6.03 0.00 Biosphere reserve MedicalCollege - 102.7 51.98 3.13 78.03 9.30 1.50 0.01 SilenceZone

Thamarassery(1) 138.6 39.17 0.87 24.61 32.35 1.27 0.01 Semi Urban Quilandy (1) 21 7.7 73.84 11.73 25.22 5.75 1.43 0.01 Semi Urban Edavanna(2) 98.62 28.81 1.12 14.59 3.29 1.30 0.00 Rural * Nilgiri Nilambur(2) 80.67 15.90 0.79 15.19 4.65 1.53 0.01 Biosphcrc resmer Medical College - 204.7 126.26 7.58 71.74 10.25 2.29 0.01 Silence Zone Kozhikode (2)__ Thamarassery (2) 265.3 106.77 5.64 22.13 25.93 1.42 0.01 Urban Quilandy(2) 133.2 73.42 8.16 48.80 6.10 1.30 0.00 Urban Kellur - Wynad (1) 85.29 44.79 31.07 18.94 5.04 0.92 0.00 Sensitive area

IritltyRoad - 122.9 69.03 8.93 21.15 2.12 1.37 0.00 Urban AralamFarm () Kakkayam 146.7 114.95 2.76 26.78 2.00 1.28 0.00 Rural Gode (1)

LBII/Sheladia/CESlCT I 5.14 I KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

EXHIBIT 5.19 (CONTINUED) AMBIENT AIR QUALITY AT 34 LOCATIONS

* ~~~~LOCATION-AIR QUALITY PARAM TERS(Plg m3) -- TYPEOF SPM RSPM SO, NOx HCT CO Pb LOCATIONS Kellur- Wynad(2) 80361 37.79 1.35 26.39 3.48 0.96 000 Sensitivearea Iritty Road-~~~~~~~~~~~~~~~~~Snitv ae Iritty Road(- 410.2 159.03 8.43 15.51 2.62 1.33 0.00 Urban

Aralam Farn (Iritty) Kakkayam 179.3 137.30 1.23 24.55 2.70 1.19 0.00 Rural Gode (2) .__III I I (Source: Primary data monitored by SPCB) 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, Medical College - Kozhikode and Quilandy. Even at these places, the values exceed the limits only slightly during some short intervals of time. I Average values of SPM levels exceed the standards at Edavanna, Thamarassery, Quilandy and Aralam. The highest value was recorded at Quilandy. This is a town located at the intersection of two important roads (NH 17 and Quilandy - Thamarassery road). 3 Average levels of RSPM are high only at Kottarakkara and Aralam. Highest value was recorded at Aralam. Kottarakkara is an urban area while Aralam can be considered as a rural | location. Recorded levels of Pb did not exceed the permissible limits at any of the monitoring stations. Secondary data on Air quality for various monitoring stations located in cities around Kerala is available from 1988 to 1995. All monitoring was at roof top stations and are indicative of overall air quality. The results do not represent the air quality at roadsides for which monitoring with mobile equipment was used. The data pertaining to residential and Industrial areas (for Kochi industrial belt) have been plotted and shown in Exhibit 5.21- A for residential areas and 5.21-B for the Industrial town of Kochi region.Only SPM is found to exceed the standards. Exhibit 5.22 shows the monthly variation of SPM, S02 and NO for the latest year for which data is available 1996. It can be seen that only SPM exceeds the prescribed limits except at Emakulam. All of these can be projected as the worst-case scenario for Kerala since these towns represent the major urban centres of the State. The pollutants of greatest concern from vehicular traffic are particulate matter, lead and I carbon monoxide. The smaller particulates of less than 10 microns in size, known as PM 1O, are the greatest problems; they pass the filtering system of the human nose and lungs and contain carcinogens. The major sources of these from vehicular traffic are diesel engines and the two-stroke petrol engines fitted to small motorcycles and auto-rickshaws. The World Bank has studied the impacts upon human health of air pollution in some Indian cities5 and its findings for three cities in Kerala are summarized in Exhibit 5.23. 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 a large number of industries are concentrated at one location. However for Kochi region the Pollution level is still within the limits as prescribed by the PCB. The annual average data

s Carter 1995.

* LBl!SheladialCES/ICT I 5.15 KeralaState Transport Project SectoralEnviommental Assessment - August 2001

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360 w 475

330 '- 450 E 300 ~~~~~~~~~~~~~~~~~425 o q0400-

I-, 375 u 270 z z z2 240 6(325 0 ~ ~ ~~ ~ ~~~~~~~~~ ~~~~300 210- ul ~~~~~~~~~~~~~~~~~~~~U 275 160 ~~~~~~~~~~~~~~~~250 4 ~~~~~~~~~~~~~0~~~~~ ~ ~ 225 fL i~~~~~~~~~~~L 1500 200 M 175 O 120-10

90 ~~~~~~~~~~~~~~~~~~125- 100 60 7

30 25

o~~ ~~~ ~~~~ ~~~~~ ~~ ~~ ~~ ~~ 0 0 0 0'a 0 0 0 W 0 N 0 0 0 N0 C 0 0 N - - - N N ~~~~~~~~~~~~~~~~~~00 0 0 0 -

n1MEthr) TiME thri

15- 440 N.H.JUNCTION, NILAMBUR(1) 420 NEARKAZHAKOOTAM. (1) 14-

400 13- 380

360 12 340

0320 61 ~300 10L

Ci' 280 0 O5 260 o 240

o220

200 *,'

180 160 Cy140- C, ~~~~~~~~~~~~5--

120 100-

60 p 60- ~ ~~~~~~~~~~~~~2i-

40 A

20 - -

0~~~~~~~~~~ TIME(hr) TIMEthr)

NO, so, HCT co SOURCE: ENVIORNMENTALMONIOIGS O EXHIBIT 5.20. C AMBIENT AIR QUALITY AT VARIOUS MONITORINGSTATIONS (AUGUST- NOVEMBER 2000)

LBI lSheladia/CES/ICT KeralaState TransportProject SectoralEnviornmental Assessment -August 2001

26, NIRMALAGIRI.- KATTAPPANA (1)35 PERUMBAVOOR(l) 330 24 315

22 300 285 20 270 0 ~~~~~~~~~~~0255

u240

16 z2 2i A~~~~~~~~~~~~~~~~4210 65 0 __ -. 195 CO 14 CO cc CO 180

IL. 12 ~~~~~~~~~~~~~~~~~~~~~~~1205

< w~~~~~~~~90.

4~~~~~~~~~~~~~ 5 7~~~~~~~~~~~~~~~~~~5 30~~~~~~~/ 2

0 4 0r N 0 0 -0v D0 0 0 0 0 0 0 8 0

0 9 0 0 0 0 0 0 9~~~~~~~~~~~~~~~~~

TIME(hr) TIME (hr)

165 QUILANDY(1) 0 THAMARASSERRY (1 95

855C

135 o 80. ~75 0 120L)7

965 ''

90~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

105 < 4C5

60 m~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~40CCC

4- Cc C

75~~~~~~~~~~~~~~~~~~~~~~

0. . . .4 . . . . .C 0. 40 C C~~~~~~~~~~4C C 6 C TIME(hr) TIME (hr)~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C

NO. HCT co SOURCE: ENVIORNMENTAL C MO~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C ~~~~~60~ 14 =-- - EXIBT5.20.C D

AMBIENT AIR QUALITY AT VARIOUS~~~~~~~~~~~~~~~~~~~C CC

0 NVMBR200C CITRNGSATOSCGUT

LB1113heladia/CES/ICT~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~00 Kerala State Transport Project Sectoral Enviommental Assessment - August 2001

THODUPUZHA (1) 85

80

75

705

6 z O

2z 55

0I-I 50 46

40

IL 3-5

0.

235 L~~~~N OooC>:) O

20

15,

10 5

5

TIME (hr)

NO,, SO% HCT co SOURCE: ENVIORNMENTALMONIONGYPC EXHIBIT 5.20. E AMBIENT AIR QUALITY AT VARIOUS MONITORING STATIONS (AUGUST- NOVEMBER 2000)

LBII/SheIadia/CES'ICT KeralaState Transport Project SectoralEnvironmental Assessment - August2001

200

190 180150 140

130 120 1104 100 900 180 70

30

20

180

F11994 170 160 150

130 120 110

180- 170 160 1500 140.- Thinuvananthapunam Ko Haayam Kozhikode 130 120: 110 90

180 170 160 150

130

01102W 1P C S 2 &NO tadr (Sorce Nainlabetarqaiymntoigsre,CC)3MSadr go.~~~~~~EHBT:52 BO ABET I ULTYI EIENILAE 70 - ~FRTE ER 99,194&19

LB 60hldi/EIC KeralaState TransportProject Sectoral EnvironmentalAssessment - August 20D0

400 | 1992 360 ...... -......

320

280

240

200n

160

120

800

40

0 -Kochi Emakulam North Injmpanam

400 - 4|1994 360 ......

320

280

240

200

160

120

80 40

0 Eloor-Kochi ErnakulamNorth Irumpanam

400 | 1996

360 ......

320

280

240

200 160

120

80 1 ] _

Eloor-Kochi ErnakulamNorth Irumpanam

IIIISf2llNO 2, SPM SO2& NO2 Standard (Source:National ambient air quality monitoringseries, CPCB) SPM Standard EXHIBIT:-5.21B AMBIENT AIR QUALITY IN COCHIN INDUSTRIAL AREA FOR THE YEARS 1992,1994 & 1996

LBII/SheladialCES/ICT Kerala State TransportPnject Sectoral EnvirnomentalAssessment -August2001

TIRUVANANTHAPURAM 2 (Residential Areal A,-

/ ~ ~ ~~4 F.l U- A0. Ur 0. 04 04 4 0p h rr Oec

ELOOR-KOCHI (Industral Area) vJ...~~~~~~~~~~~~~~~~~~~~~......

ERNAKULAM-NORTH a F~ 222 A2 34 22F 4S oo 0 (IndustrialArea) KOTTAYAM (Residential Area)

320......

...... Z......

wt/\o:zo .r_~~~~~X,_=1.A_ KOZHIKODE IRUMPANAM (Residential Area) (Indostrial Areal

SO2 & NO2 Standard (Source:National ambient air qualitymonitorrqg seres. CPCB) ..... SPM Standard - . SPM _ 5 NO2, SO EXHIBIT:-5.22 MONTHLYVARIATION OF AMBIENT AIR QUALITY FOR THE YEAR 1996

L BilSheladiafCESIICT Kerala State Transport Project Sectoral Environmental Assessment-Aueust 2001

was used to plot the graphs. Of the three parameters for which secondary data is available only SPM is found to exceed the standards. This may not be true for the 120-140 rainy days of the State. All graphical representations regarding secondary data indicate the worst-case scenarios in Kerala. EXHIBIT5.23 ESTIMATESOF THE ANNUALHEALTH INCIDENCES IN THREECITIES IN KERALA DUETO AMBIENTAIR POLLUTION LEVELS EXCEEDING WHO GUIDELINES CITY PREMATURE HOSPITALADMISSIONS AND INCIDENCEOF DEATHS SICKNESSESREQUIRING MINORSICKiNESSES MEDICALTREATMENT Kochi 146 86,946 5,202,229 Kottayam 65 37,420 2,292,851 Kozhikode 211 122,249 7.490,616 3 Totals 422 246,615 14,985,696 (Source: Brandon 1995)

5.5 Noise Noise standards in India are prescribed by the Central Pollution Control Board and are shown in Exhibit 5.24. Recently the Ministry of Environment and Forests specified the Ambient Noise Standards by the Noise pollution (Prevention and Control) rules 2000, through a Gazette notification on 14 February 2000. India has no L% standards. For comparison purposes, Exhibit-5.25 indicates the U.S. Federal Highway Administration (FHWA) standard for noise criteria for motor vehicles. A noise impact is considered to have occurred if predicted noise levels approach or exceed the standards presented by the table or when the predicted traffic noise levels substantially exceed the existing levels (usually at least 10 decibels above existing levels). The technical terms and units of measurements employed by these standards are defined as follows: I Leq = the sound level equivalent, i.e., an energy-averaged sound level that includes both steady background sounds and transient short-term sounds. The Leqrepresents 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. L1 o is I the sound level exceeded 10 percent of the measurement period and represents the peak sound levels. LMaxand LMin= maximum and minimum sound levels

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. I The standard measurement unit of sound is the decibel (dB), and represents a ratio of pressure levels referenced to the 0.0002 microbar, which is considered 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

LBII/Sheladia/CES/1CI 5.16 l Kerala State Transport Project Sectoral Environmental Assessment-August 2001

decibelsis barely perceptibleand an increaseor decreaseof ten decibelsis perceivedas a doublingor halving of the sound level. Humans are capable of hearing only a limited frequencyrange of sound and the human ear is not equally sensitive to all frequencies. The human ear is more tolerant to higher noise levels at lower frequenciesand can hear frequenciesranging from 20 hertz (Hz) to 20,000 Hz. In order to take this into accountin noise measurements,a frequency weighting known as the A-weighting is commonly applied to the sound pressure levels which identifieswith the frequency responseof the human ear by placing most emphasis on the frequencyrange of 1,000 to 5,000 hertz. Becausethe A-weightedscale closely describesthe subjectiveresponse of the humanear, it is most commonlyused in noise measurements. Sound level measurementsusing A- 1 weightingare expressedas dBA. EXHIBIT5.24 3 NATIONALAND KERALAAMBIENT NOISE LEVEL STANDARDS AREACLASSIFICATION CATEGORY LIMIITSIN DECIBELSdB (A) r______DAY TIME NIGHTTIME A INDUSTRIAL 75 70 B COMMERCIAL 65 55 C RESIDENTIAL 55 45 r D SILENCE 50 40

Notes: Day time is defined as 6 AM to 9 PM, night time as 9 PM to 6 AM. Silence zones are defined as areas up to 100 metres around such premises as hospitals, educational institutions and courts. Silence zones are to be declared hy the competent authoritv. Use of vehicular horns, loud speakers and bursting t f crackers is theoretically banned in the areas. MLred category areas are declared as one of the four above mentioned categoriesfor regulatory purposes by the competent auithority and corresponding standards shall apply. I 5.5.1 ProjectSpecific Issues In Kerala, the traffic with poor visibility contributesthe bulk share of 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 backgroundnoise levels generatedby the traffic. I4 The contributoryfactors for the trafficnoise levels (especiallyfrequent use of horns) are

* * Increasingtraffic volumes * Narrowcorridors with solid compoundwalls 3 * High level of vegetationcover * Highlywinding roads

* * Undulatingtopography coupled with numerouslink roads * Roughroad surfacesand * Many roadjunctions in the denseroad network

For Phase I project roads, the noise monitoringlocations was identified in residentialareas, ecologicallysensitive areas, silence zones (Schools,Hospitals and Court) urbanarea, major I roadjunctions and in Urban centres. The details of theseare given in Exhibit5.26 A, B and C and 5.27.

LBII/Sheladia/CES/ICT 5.17 l KeralaState Transport Project SectoraiEnvironmental Assessment-August 2001

EXHIBIT 5.25 3 COMPARATIVELeq AND L%NOISE STANDARDS Activity Leq(h) Lio (h) Descriptionof ActivityCategory Cate2orv Lands for whichserenity and quiet are of high significanceand which 1 servean importantpublic need,and where preservationof those A 57 60 qualitiesis essentialif the area is to continueto serve its intended purpose. (Outdoorsound level) 3 Picnic areas,recreational parks, playgrounds, active sport areas,and B 67 70 parks,residences, motels, hotels, schools, churches, libraries, and hospitals. (Outdoorsound level)

l C 72 75 Developedlands, properties, or activitiesnot includedin CategoriesA or B above. (Outdoorsound level) 3lD Undevelopedlands. Recommendedindoor sound level for residences,motels, hotels, E 52 55 public meetingrooms, schools,churches, libraries, hospitals, and 3 ______auditoriums. Source:Based on standardsof the U.S. Federal Highway Administration, 23 CFR772 (4-1-90 Edition). 'EitherL, (I-hour)or LI0 (I-hour)may be used,but notboth.

EXHIBIT 5.27 ANALYSIS OF MONITORED NOISE DATA PERCENTAGE DISTRIBUTION OF NOISE LEVELS I SL. THROUGHOUTKERALA IN 34 LOCATIONS FALLING _ NO. LOCATION ALONGTHE KSTP ROADS Date LIO L0 L0 ENAK (Year2000) (Max) L50 L90 REMARKS N.H.Junction,Near 8 - 9 Aug 81.00 71.00 52.50 MajorRoad Kazhakkootam (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 4 ChengannurIndustrial Estate 24 - 25 Aug 51.50 44.50 38.50 Urban (1) 5 N.H.Junction,Near I - 2 Sep 73.50 67.50 55.50 Urban Kazhakkootam(2) 6 AyoorRural (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) 9 Aluva (1) 28 - 29 Sep 66.50 62.50 54.00 Industrial 10 Perumbavoor(l) 30- 1 Oct 65.50 57.50 44.00 Industrial 11 Muvaltupuzha(1) 2 - 3 Oct 61.50 54.00 53.50 Urban 12 Thodupuzha(1) 4 - 5 Oct 57.00 47.50 37.50 Urban 13 Nirnalagiri- Kattappana(1) 6 - 7 Oct 47.00 43.00 36.50 SemiUrban 14 Aluva (2) 9 - 10 Oct 64.50 60.00 53.50 Industrial l 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 17 Thodupuzha(2) 15 - 16 Oct 56.50 48.50 39.50 Urban 3 18 Nirnalagiri - Kattappana(2) 17 - 18 Oct 48.50 44.50 37.00 Semi Urban

Min/sackground Noise Level

LBII/SheladiaICES/ICT l 5. 8 Kerala State Transport Proiect Sectoral Environmental Assessment-August 2001

EXHIBIT 5.27 (CONTINUED) ANALYSIS OF MONITORED NOISE DATA I PERCENTAGEDISTRIBUTION OF NOISELEVELS THROUGHOUTKERALA IN 34 LOCATIONSFALLING *NSL. LOCATION ALONG THE KSTP ROADS Date L1O L50 L90 REMARKS (Year 2DOO) (Max) 19 Edavanna(I) 21 - 22 Oct 61.00 57.00 44.00 Rural Nilgiri 20 Nilambur (1) 23 - 24 Oct 51.50 47.50 43.50 Biosphere

21 MedicalCollege - 26 - 27 Oct 65.00 59.50 65.00 Silence Zone *______Kozhikode (1) 22 Thamarassery (1) 28 - 29 Oct 62.00 55.00 43.50 Semi Urban 23 Quilandy (1) 30 - 31 Oct 65.50 52.50 42.00 Semi Urban 24 Edavanna (2) 1 - 2 Nov 59.00 48.00 43.50 Rural Nilgiri 25 Nilambur (2) 3 - 4 Nov 53.50 49.50 44.50 Biosphere Medical College - reserve 26 MedicalCollege- 5 - 6 Nov 65.50 61.50 45.50 Silence Zone Kozhikode (2).______27 Thamarassery (2) 7- 8 Nov 58.00 53.00 45.50 Urban I 28 Quilandy (2) 9 - 10 Nov 55.50 48.50 40.00 Urban 29 Kellur - Wynad (1) 11 - 12 Nov 45.50 42.50 38.50 Forest/ Sensitive area 30 Iritty Road - Thalassery (1) 13 - 14 Nov 54.00 47.50 36.00 Urban *31 Aralam Farm (Intty) 15- 16 Nov 56.00 48.00 43.00 Rurl Kakkayam Gode (1) 32 Kellur- Wynad (2) 19 - 20 Nov 51.00 40.00 38.00 Foresit * ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Sensitivearea 33 Iritty Road - Thalassery (2) 21 - 22 Nov 58.50 49.50 33.00 Urban X|34 |Aralam Farm (Inrtty) 23 -24 Nov 56.00 49.00 44.00 Rural ____Kakkayam Gode (2) (Souirce. Pritmearydata monitored by SPCBJ Noise levels have been recorded at all stations for a period of 12 hours starting from 1400 hrs tol2.00 hrs. The Kerala State Pollution Control Board carried out monitoring using Integrated Noise level Metre after an agreement with the Public Works Department. The monitoring started in August 2000 was completed at the end of 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 variation of maximum noise level is 70-100 dB for all urban and semi urban U pockets while for typical rural areas and forest areas this is much less ie.,50-70 dB only 1 2. The recorded noise levels were used to establish equivalent noise levels (Leq), L10, L50, and L90 as shown in Exhibit 5. 27 for 34 locations. 3. The Stations at Nilambur, Quilandy, Thamarassery and Iritty shows a much-reduced I noise level during nighttime. This is attributed to the very low commercial activities and the vehicular movements. In Nilambur town, for example is located in the highlands surrounded by rural areas, forests and plantations. The only noise that could be expected is the occasional nighttime vehicular movements.

N Min/BackgroundNoise Level LB3II/Sheladia/CES/ICTI~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~51 5.19 SOUNDLEVEL dB (A) (HRLY.MAX,MJh,L9q) SOUNDLEVEL 88B(A) (HRLY.MAX. MIN,Laq) SOUND LEVEL dB (A) (HRLY,MAX,MIN,Leq)

(0 ~~~~~~~~~14:00 14:00 P 14:00 Er

a p~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~a0'C (0 18 00 W . 18.00.....16:00.p -.

p ~~~~~~~~~~~~~~~~~~~~~~0)

20:00 ~~~~~~ ~~~~p ~~~~~~~~~~20:0020:00'-

22:00 Ik22.0 c 2:0

00:00 4 rn 00 00' a oo -

3_ E02:00 S .0 0 20 m > 020 ' C z ~~~04:00 2 04 0 04:00

> ~~~~~06:006 &0 06:00 '

00:00 . -08.00O' 0)< 08:00 ,V > 12:00 1000 10:00, =~~~~~~~~~~ i2:00 12 00 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~12:00'

SOUND LEVEL dIB(A) (HRLY,MAX,MIN,Leq) SOUND LEVEL dB (A) (HRLY.MAkX,MIN,Leq) SOUND LEVEL dB (A) (HRLY,MAX,MNLq

-n 14:00 14:00 p14:00

G) >80 0 ~~~~~~~~~~~~~~*m16:00'p10 C 0c18:00' 18:00 *-018:00

0< ~ 22:00 22:00 p 2 22:00pm

o 200 '2 2:0 0 . 00 . 00 a Vzp Mf

mr 0 2 0201 q -- 4 . 3~~~~~~~~- > ~02:00' WC -02:00Wt 020 C 04:00~~~~~~~~~~~~~i 40 =1 cn~~~~~~~~~~~~~~~~~~~~~~~~~~~~( c0 > 31 06:00' 06:00 - 06:00 a p I z I~ ~ ~~~~~~~~~~~~~~~~~~~~~n*-4 Ca 0:0 08:00 CD 0) 0800. 08:00

10 ~~~~~~~~~~~~~~~~~0:00 1:0 pC 10:00 C~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~00

12:00~~~~~~~~~~~~~~~~2:0p C 12:00 'p -'C. ~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~12:00pC Kerala State Transport Project Sertoral Environmental Assessment - August 2001

KELLOOR -WYNAD (1) 110 KOTTARAKKARA URBAN (1)

70 - 100 -

1009 60

3S f iSX A-7U

so 70 0 0 A~~~~~~~~~~04

I ~~~~~~~~~~~~~~~~~~~~~~~~~~~C

* ~~40 @ mu . 45g .@ o N.~~~~~~~~~~~~~~ [ ui iE(h),T E(r u~~~~~~~~~~~~~~~ ., N,

* A~~~~~~~~~~~~~~~~~~~~~~~~~~~~

- 0 9 0 3~~~~~~~~~~~~0~~~~~~~ 9 9 0 0 0~~~~~N 0 0 tOOOE._..Ng8 S8.o

TIMEtlrt 0- TIME(hrI 30 4O 0 N 10 N.H MJUNCALONCOLEGE KAZHAKOOTAM (1) 1 05 MUVNIATTUPUH (1)

:) 40 w)_TE(r 80 8*Ihi

10 MEDIUCANNLEGAR VAKORIOA E(1)RN t MVNLATUP (1) 70 7~~~~~~~~~50--A --

A-AN

03 co~~~~~~~~~~~~~~~~~~~4

60 N 0 - 0 005 |90 - ga I~~~~~z ~~~~~~EHBT526 0 ATARIUS VRAIN ONTORNG 7)~HULFNIS TATONEE LBII/Sheladia/CESIICT~~~~~~~~~~~~~~~~t I-w ~~~~~~~~~~~~SOUNDLEVELdB (A) (HRLY,MAX,MIN,L.q) SOUNDLEVEL CIS (A) (HRLY,MAX,MIN,Loq) SOUNDLEVEL dB (A) (H4RLY.MAX,MIN,Laq)

14:00 p 1:0(0 p ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 14:00' ~~~~~~~~~~~~~~14:00.p'1'

186:00 1o:00-100

m ~~~~~18:00 p- 18:00 -W ~ 18:00'

r 20:00 --- P20:00 *i 20:00

220 p p. 22:00 p'-p:2200C

00.00 00:00 00:00 -*- 2"~~~~~~~~~q'000 0:

> ~ ~~~~02:00 m9 020 20 z

00:00 01 0:00 - .00:00

MO:0 a p 08:00 ~ .08:00 cn IT 00 1:0--10:00 0 ~X 12:0 p p. 2:00 0

0 12.00 120

0 ~~~~~~~~~~~~~~~~~~~~~~~~SOUNDLEVELCIE (A) (HRLY.MAX, MIN,Laq) SOUND LEVEL dB (A) IHRLY,MAAX,MIN,Leq) ~0

__ 16:00 P ~ P 40

CJr 18:00 p18:00 . cn - 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~p ):0 M m CO~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~- 20.00 20:00 u g M gz a) 0< 0~~~< 22:00 -422:00 ._ m

(f1.. M 00:00 -00:00 ~P m >~~~~~~~~~~~~~~~~~~~p2 ~02:00 ~02:00 p0W o m >l 0, - I- w~~~~~~~~~~~~~~i < O 2.~~~~~~~~~~~~~~~~~~~~~~a04:00 ~j .04:00 0- 0,0 M ;o~~~~~

~~~~-. <08:00 'p:0

060 12 p00 0 CC -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C CD 08:00 p. p. 08:00 0)~~~~~~~~~~~~~:O Kerala StateTransport Project SectoralEnvironmental Assessment-August 2001

4. 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. 5. Sensitive noise receptors along the Project roads are indicated in the link specific | environmentalanalysis in AppendixA 4.2. 6. Kellur in Wynad shows the lowest noise levels where there is absolutely low level of commercial activities, very few buildings and vehicular movements. Hence the maximum noise levels are within the 30-65 dB.

5.6 FLORA, FAUNA AND ECOSYSTEMS

5.6.1 FloraFt:

The forests of Kerala are rich in terms of species diversity and economic value (Exhibit 5.28). There are over 500 species of identified medicinal plants. Other plants of economic value like coconut and arecanut palms, wild cashew, bamboos and pure reeds also form part of the vegetation. EXHIBIT5.28 ______- VARIOUSTYPES OF VEGETATIONIN KERALA SL.NO. VEGETATIONT YPE - AREA IN % OF TOTALFOREST LAND 1 JWet evergreenand Semi ever green j50.5 2 Moist deciduous 33.4 3 Dry deciduous 1 4 Montane sub tropical and temperate 1.7 l 5 Plantationsand others 12.6 (Source:Forest Wealthof Kerala1991) A typical vegetation scenario from evergreen Forests in Kerala is illustrated as follows. Thletrees I in the evergreen forests are seen usually in many storeys (i.e. tall medium and small size levels). Some of the important species encountered are: - First Storev includes: payini (Vateria indica), pali (Palaquitum ellipticumll). Kalpain (Diptorocorpus indicus), vellakil (Dysoavlum mnalabaricumn),churuli (Mesua ferrea), kambakam ( Hopia parviflora), andvedipla (Cullenia excelsa) | Mid Storev includes: Cheru (Holi garna arnotiana),Chorapali (Alliristicabaddomli), Vzhana (Cinnamomumselvianica), Vatta (Makkarangochelttattai), Nedunar (Poliv althia Fragrance). Kanala or Nashagam (Ivodia lununkanda), Karamavu (lliyo corpus ceratus), Puvam (Slichira oliyatus),cinthoorum (Malottu s philipinensis) Bottom Storev include: Manipperundi (Lia Indica), Cardamom (Eliratia cardanmoml),Karim kurinji(Strobilanthus Sp.), Koova(Kurkumla Sp.) CommonCreepers: Chooral (Kalamus Sp.) Ramadanthi(Smilacus sailanicus). Wild pepper(Peppersp.) In addition Ferns, Mosses, Orchids etc. also occur. Similarly other forests types have specific groups of flora. The other forest types are * Tropical wet forest * Tropical dry forest * Alpine scrub etc

I Fl Forest wealth of Kerala 1991

LB[IiSheladia,CES/ICI I 5.'(5 Kerala State Transpon Project Sectoral Environmental Assessment-Aiigust2001

The project roads are shown in relation to the vegetation of Kerala in Exhibit 5.29.

5.6.2 FaunaF2 : The physiographic, climatic and vegetation diversities support a range of habitats suitable for a variety of fauna. Important wild life species recorded are elephant, gaur, sambar, spotted deer, barking deer, wild boar, tiger, panther and bear. Nilgiri tahr, Nilgiri langur and lion tailed macaque are some of the rare species found. Special measures are needed for their preservation. In order to improve the population of wildlife, ten wildlife sanctuaries, one tiger reserve and one national park have been established in the State. In addition Silent Valley a unique patch of wet evergreen forest with rare faunal species has been declared as a National Park recently.

5.6.3 NationalParks, WildlifeSanctuaries and ForestReserves

The State's ecology is rich in its diversity and about 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 about 204,247 hectares of these. Increasing civic consciousness and the protective measures of the Forest Department in conservation of the forest eco-system in Kerala has resulted in a gradual but steady improvement in regenerating the degraded forests. Major forest products are timber, firewood, cardamom, honey, reeds, bamboo, sandalwood etc. Forest areas and wildlife reserves are shown in Exhibit 5.30. The designated wildlife reserves by division are shown in Exhibit 5.31. The Appendix A 5.3 shows the IUCN document on the flora and fauna in the wildlife sanctuaries of Kerala obtained from Cambridge (UK) (refer box 5.3.)

Box 5.3 DegradationOf Idukki WildLife SanctuaryDue To An ExistingRoad Selected For Phase2 (BufferRoad) Improvement The sanctuary lies within an ecosystem that has been subjected to heavy disturbance since the 1950s. The Idukki Hydroelectric Project started in the 1960s involved the construction of three dams, namely Idukki, Cheruthoni and Kulamavu. As a result of the increased access to the area, tiger Panthera tigris (E), gaur Bos gaurus (V), and sloth bear Melursus ursinus (I) became locally extinct by the early 1970s. Many of the dam workers settled in the area and encroach on the forests. The proposed construction of additional dams at Prattayar and Kallar is likely to further add to the disturbance. Poaching of wildlife has been a serious problem. In the case of elephant, it has resulted in a skewed population with disproportionately small numbers of sub-adults, juveniles and calves and high numbers of adult females. Other problems include encroachment, cattle grazing, firewood collection and annual burning (resulting in grasslands dominated by unpalatable fire-hardy species such as Themeda sp. and Cymbopogon sp.) Wild dogs prey on cattle, due to shortage of prey, and wild boar and bonnet macaque raid crops. The little protection afforded to the sanctuary largelyreflects the lack of adequatelytrained staff. Source:IUCN documenton the Sanctuary 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. There are a number of national parks in addition to wildlife sanctuaries. Many of the wildlife sanctuaries are contained within the National Parks. Details are given in the Exhibit 5.32.

F2 Resource Atlas 1984

LBII.'SIhladia'(ES:ICj1s | :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::.21r_ I Kerala State Transport Project Sectoral Environmental Assessment - August 2001 1s I0 761 0 77-10 N

SCALE KASARAGOD ~~~~~~~~~~~~~10 0 20 ~~~ 40 ~~~~~~~~km2O00 Ho 100km

0+ ?

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

WEKEVRGREN AORET VADKANAA

0 - PURAHEEEDGREA

PURINISSEBA O AR U D~~RYODECIDUOUSDAUFSRASS LAND FOREST

MOISTECIDUOUS PLANTAFOREST

r ,, ~~~~DRYDECIDUOUS XKCIS bP°^q

0... TEMPERATESHOLA PUIA

PUREREED AREA + P U

| * : 2 ~~PUREBAMBOO AR EA |EE3

o UNCLASSIFIEDo

FORESTPLANTATiONS KI A

OTHERPLANTATIONS

THIRUVNIANT UR M ;-.

ISource -WATERAI LAS OF KERALA,1995) EXHIBIT:-5.29 PROJECTROADS IN RELATIONTO VEGETATION OF KERALA 75-1D 761 0 77 l0 LBII/Sheladia/CES/rCT KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

EXHIBIT 5.30 DESIGNATED FOREST BY DIVISION & AREAS (Ha) * DIVISION RESERVE LAND VESTED TOTAL NO ______PROPOSED FOREST 1. Thiruvananthapuram 36,007.90 582.53 397.50 36987.93 2. Tenmalai 29,432.07 - 1,216.54 30,648.61 3. Punalur 28,005.07 - 16.90 28,021.97 4. Konni 32,064.30 1,102.10 __ 33,166.40 5. Ranni 105,028.94 716.70 161.10 105,906.74 6. Achancovil 26,879.40 - 20.60 26,900.00 7. 66,275.02 4,725.60 583.49 71584.11 8. Kottayam 65,548.60 525.70 3,140.90 69,215.20 9. 31,686.50 -1523 31701i73 10. Malayattur 61,724.11 52.48 61776.59 l1 Vazhachal 41,394.38 -41394.38 12. Chalakkudy 35,470.98 - - 35470.98 13. Thrissur 33,101.81 - 634.30 33,736.11 14. Nenmara 20,551.73 - 13,450.62 34,002.35 5. Palakkad 7341 - 16630.52 23971.52 6. Manarcad 20,998.00 - 45,677.31 66,675.31 17. NilamburSouth 26751.1 - 9,817.26 36568.36 18. NilamburNorth 5,791.96 1.71 33,602.19 39395.86 19. Kozhikode - 8,613.88 20,508.46 29122.34 20. WaynadSouth 6,760.05 530.30 25,244.00 32534.35 21. WaynadNorth 13,390.31 1,506.44 6,697.17 21593.92 22. Kannur 20,651.27 - 8,008.92 28660.19 Total (1) 714,854.50 18,357.44 185,823.01 919034.95

EXHIBIT 5.31 DESIGNATED WILDLIFE RESERVES BY DIVISION & AREAS (Ha) Si NO DIVISION RESERVE LAND VESTED TOTAL ____ ~~~~~~~~~ ~~~~~PROPOSEDFOREST TOA Wildlife Divisions 1. Thiruvananthapuram 18,100.00 18100o 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 7. Waynad 36,690.74 3,264.28 39955.02

______Total (2) 200 861.37 121.68 3.264.28 20424733 Total (1) + Total (2) 915,115.87 18,479.12 189,087.29 1123282.28 (Source: Kerala Forest Research Institute, Kerala Forest Department).

EXHIBIT 5.32 WILDLIFE SANCTUARIES, NATIONAL PARKS AND BIOSPHERE RESERVES IN KERALA SI NAME OF DISTRICTI AREA IN REPORTED FAUNA NO SANCTUARIESIPARKS LOCATION HA

I E Sanctuary Thiruvananthapur 12800 Elephant. Tiger, Leopard, wild cat, am wilddog, bear

2. Pepparawildlife sanctuary Thiruvananthapur 5300 Tfiger,Leopard, wild cat, wild dog,

.ShendurunySanctuary Kollam 10032 Slothbear, Eehant Wild oar etc

*-LBII/SheladiaCES/ICT 5.22 l Kerala State Transport Project Sectoral Environmental Assessment-Aueust 2001

EXHIBIT5.32 (COINTINUED) 3 WILDLIFESANCTUARIES, NATIONAL PARKS AND BIOSPHERE RESERVES IN KERALA SI NAME OF DISTRICT/ AREA IN REPORTED FAUNA NO SANCTUARIESIPARKS LOCATION HA Highly FAN A

4. Penyar Wildlife Sanctuary Idukki 77700 Highly endangered endemic lion 3 5. IdukkiSanctuary Idukki 7700 Some 75 elephantstwild dog, 6. Idukki 9700 Nilgiri tar, small population of 7. Chinnar Sanctuary Idukki 9064 Tiger leopard Indian giant squirrel 8. Thattekkad Bird Sanctuary Idukki 2500 Rich avifauna and Elephants etc. Tamilnadu & Tiger. Leopard Wild dog, Neelgiri 9. Parambtkulam Sanctuary 'Kerala border 28500 tar

______Sloth bear, Elephant, Wild Boar etc Lion tailed Monkey, Tiger, 10. Chimmoni wildlife sanctuary Thrissur 7500 Leopard, Elephant, King Cobra and many types of snakes are very * ~~~~~~~~~~~~~~~~~~~~common. II. Peechi-Vazhani Sanctuary Thrissur 12500 The sanctuary harbours few

12. Silent Valley National Park Palakkad 8952 A number of endemic and h ~~~~~~~~~~~~~~~~~~~~~~~~~~threatenedspecies. | ~~~~~~~~~~~~~~~~~~~~~~~~~~Elephant,spotted deer, wild dog, 13. Wayanad wildlife sanctuary Wayanad 34446 Snakes of all important kinds, Hanuman monikev etc.

14.| Aralam sanctuary 5500 Elephant, Leopard. Sambhar 14. Aralam sanctuary Kannur Diverse bird and reptiles Karnataka, This park is very rich in wild life. 15. Tamilnadu & 87400 Wayanad wildlife sanctuary is a Kerala border part of this National Park. 16. Mudumalai Sanctuary. Kerala border 32100 Jackal, Hyena. Elephant etc

17. Anamalai Sanctuary Tamilnadu & 95860 Elephant, Sloth bear, Bison etc. Kerala border Kamataka, More than 100 species of 18. Niligri Biospere Reserve Tamilnadu & 552000 mammals, 550 species of birds. 80 Kerala border species of reptiles etc. (Source: Wildlife sanctuaries in Kerala, 1997) The locations of Project roads in relation to ecologically sensitive areas are shown in Exhibit 3 5.33. The result of this analysis is shown in the Exhibit 5.34. 5.6.4 Road side (Avenue plantation) In general there is an absence of planned roadside (avenue) plantations along the Project I roads. However there are few trees, which are either natural growth or part of the earlier land use. The species commonly encountered on the roadsides include Tamarind, Jackfruit tree, Jamunand Mangoesas well as occasionalBanyan trees.

5.7 HU1MANHEALTH AND SAFETY

5.7.1 Human Health

Kerala has made notable achievements in health standards as reflected by the attainment of a | low infant mortality rate, low maternal mortality rate, low birth rate, low death rate, and high life expectancy at birth. This has been made possible through a wide network of health initiatives and social factors such as women's high education levels and general health 3 consciousness. The major development indicators of birth rate, death rate, infant mortality

LBII/Sheladia/CES/ICT I 5.23 l KeraJa Rtate Tranapw,t PIrqlat -eot8ral XMhonmetal A.wimat WAImt 150 N

SCALE Jelsoor e km" la 0 N am a

13. WAYANADVW#DUF; SANCTUARY

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(Source-KERALA FOREST DEPARTMENT)

THIRUVANk4TWU AMU ,i; SACTAR

EMG43BrI-5.33 PROJECTROADS IN RELATIONTO SANCTUARIES& NAToNALpARKSOFKE LBVBIaIcBSC Kerala State Transport Project Sectoral Environmental Assessment-August 2001

rate and expectation of life at birth are presented in Exhibit 5.35. 3 EXHIBIT5.34 SENSITIVITYANALYSIS OF HIGH PRIORITYROADS BASED ON THE ECOLOGICALLYSENSITIVE ZONES

|PHASE ECOLOGICALLY SENSITIVE AREA LINKS WHICH SLNO ROAD NAME LINK I OR 2 (Ref: 10 April 1997 MOEFnotification and CRZ DETAILED EA *OR2 notificationand WB OperationalPolicies) PREPARATION 3 Except few Kilometres in the beginning Detailed I Punalur - 84 2 there are numerous reserved forests mainly investigation Thodupuzha on the eastem side within seven Kilometre required of the road corridor. I 2 Thalaserry- 74 Aralam sanctuary is located beyond seven Further investigation Valavupara Kilometres. not required Muvattupuzha- Small patches of reserved forests and mostly Further investigation 3 Thodupuzha 70 1 plantations without any ecological not required X Thodupuzha si nificance Taikkod- Small patches of reserved forests and mostly Funher investigation 4 Kottarakkara I I plantations without any ecological not required significance Idu*ki- Sanctuary and reserved forests Detailed 5 Idukkiyanmaa 26 1 investigation Puliyanmala required

Taikkod - Small Reserved forest of two sq km away Further investigation 6 Kazhakkootam 72 2 from the ROW not required

EXHIBIT-5.35 BIRTH,DEATH AND INFANTMORTALITY RATES IN KERALA Birth Rate per Death rate per 1,000 Infant mortality Expectation of life at Year 1,000 Population Population 1,000 rate Population birth of Kerala m______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. (Soutrce; Census report)

5.7.2 Highway Safety

This is one of the most important considerations for the Highway Authority and road designers. 5.7.2.1 Road Accidents In Kerala: With 23.9 fatalities per 10,000 vehicles in 1996 as compared to less than five in North AmericaI~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ and Western Europe, India has a high accident rate'2. The number of road accidents

I 12Isaac 1999

LBII/Sheladia/CES/ICT 5.24

l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~52 l

Kerala State 1'ransport Project Sectoral Environmental Assessment-August 2001

in Kerala is 24.16 per 1,000 vehicles versus the national average of 12.0'3. Exhibit 5.36 shows the accident rate in Kerala during 1995-98. As in other parts of Tndia, the mixture of buses, lorries, cars, motorized rickshaws, motorcycles, bicycles and pedestrians travelling at very different speeds contribute to unsafe road conditions. Exhibits 5.37 and 5.38 show | Motor vehicle accidents by time of the day during 1997-98 and Proportion of accidents by vehicle types respectively. EXHIBIT-5.36 3 ACCIDENTRATES, KERALA, 1995-2000 ACCID 1995- 96- 97-98 98-99 99- INCREASE/DECREASE ENT 96 97 2000 95/96- 96/97-97/98 97/98 98/99- RATES 96/97 - 99/2000 98/99

Reported 37123 34702 33820 33296 37,072 -7-0% -2.6% -1.55 % 11.4% Accidents

Injurnes 53475 51168 47668 46397 49.399 -4.5% -2.67% 6.47%

Fatalities 2707 2707 2,668 2668 2711 0.0% -1.5%N 0.0% 1.61% (Sources: Director-General of Policefor the trafJic accidents, and Motor Vehicle Departmentfor 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 likelihood of conflict. Road junctions have few safety refuges for pedestrians and there is a total disregard by nearly all drivers in observing rules relating to pedestrian crossings under the noses "of police officers. The project will address the road safety issues in all road design. 5.7.2.2Environmental Aspects 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. I 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 3 design have considered these factors in the final output. 5.7.2.3Important Road SafetyFactors In Kerala In Kerala the following key factors make the pedestrian/vehicle movement along the road U unsafe. * Rollingterrain, and Sharpbends | High densityof population, * Narrowcorridor widths. 3 . Lack of provisionof 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 for drivers especially due to roadside vegetation' and poor enforcement of legislation against encroachers I . Private property -compound walls and thick growth of trees etc

I3 Elangovan1999 IIn Munnar,the tea gardensprovide excellent visibility over long distancesbecause of the very low height of the plants.

LBII/Sheladia/CES/ICT 5.25 KeralaState TransportPToject SectoralEnvironmental Assessment-August 2001

* Poor drainage. a Storage of construction materials and rubbish on the road sides

v Lack of level differences between the carriageway and "footpaths" * Unauthorised structures, posters and advertisement along the road sides - encroachment * 'Human factor - information and attitudes - lack of enforcement of basic rules of the Road Traffic Act . Trees, utilities, electric and telephone posts etc. Use of advertisement boards and unauthorised signs often encouraged by the authorities responsible for road safety. * ~~~~~~~~~~~EXHIBIT5.37 MOTOR VEHICLE ACCIDENTS BY TIME OF DAY DURING 1997-98

NO. DISTRICT DAYLIGHT DARKNESS KNOWN TOTAL

I Thiruvananthapuram 2323 1252 It 3586 Kollam 1375 1517 11 2903 3 Pathanamthitta 952 388 13 1353 4 Alappuzha 2112 764 1 2877

| 5 Kottayam 1967 511 2578 6 Idukki 686 192 - 878 7 Emakulam 3810 1782 86 5678 8 Thrissur 1904 1153 56 3113 9 Palakkad 1559 613 2172 10 Malappuram 1916 422 2 2340 11 Kozhikode 2410 727 2 3139 12 Waynad 439 139 - 578 13 Kannur 1681 106 1787 14 Kasargode 676 162 - 383 Total 23,810 9,826 182 33,820 Percent 70.4 29.1 0.5 100.0 (Source:Direclor Gcneral of Police)

EXHIBIT 5.38 ______PROPORTION OF ACCIDENTS BY VEHICLE TYPES

Type of vehicle Total Total accidents Percent Percent accidents Percent No of vehicles Per vear Vehicles of Total per type trips accidents per Pe ye 1,000 Per year Per type per vear Pertyicles

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 VelhiclesDepartmentfor rvehicle statistics, Director-General of Policefor accident statistics and the Project traffic census for percent trips.)

14 Includesjeeps

LBllIShedadia/CES,1CT 5.26 KeralaState TranspoTtProiect SectoralEnvironmental Assessment-August 2001

The Exhibit 5.39 shows some factors influencing road safety in the three Physiographic regions.The ribbondevelopment is a common phenomenonin Kerala. Pedestrianmovement is high along the roads except in the high ranges where the forests and plantationareas are devoid of continuoushabitation. In other States, pedestrianmovements are limited to towns and villages/settlements.In these States non built-upareas are sparselypopulated with long tracts of agriculturalareas. The mechanicalplacing of road surfaces with limitedgeometric improvementsto the alignments are is likely to increase accident rates unless a more disciplineduse of the roads is introducedand enforced. EXHIBIT5.39 PHYSIOGRAPHICFACTORS INFLUENCING ROAD SAFETY IN THE COASTALBELT, * MIDLANDAND HIGHLAND SL PARAMETERS COASTAL BELT MID LAND HIGHLAND

I Terrain, Plane area Rolling Hilly 2 Density of population, Very high population High population Relatively FEW 3 Sharp bends, High Very high Hair pin bends 4 Narrow coridor 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 Noe m 8 Tree growth Not very thick Thick Considerable 9 Density of road network High Very high Low ;O Speed of vehicles High High High 11 Accident rates High High Not so high 12 Occurrence of curves and gradients Moderate High Very high 13 Monsoon rainfall Moderate High High 14 Road junctions Very high Very high Few 14 Public Trees Few More Forests Source: Consultanit analysis These factors demand great attention in upgrading the road network with road safety as one of the primary concerns. This may be achieved within the limits of the existing project and also by introducing a better appreciation by PWD Engineers the police Authorities and many other responsible organisations. 5.7.2.4 Comprehensive And Integrated Road Safety Action Plan for KSTP Key elements of the study are: * Appointment of a road safety specialist to act as advisor to the State Policy Committee and assist in the implementationof the policies with the many interested parties. * Road safety audit for the road design (refer Box 5.4) * Preparation of a highway code for Kerala based on the IRC document with necessary modernization and translation into the vernacular 1 * Preparation of a road safety plan with the input from concerned 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 LBII/Sheladia/CES/ICT 5.27 I Kerala State Transport Project Sectoral Environmental Assessment-August 2001

Box 5.4 Summary 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 World Bank and PCC. There is no Road Safety Audit Manual for India or Kerala but Road Safety Audit is described in the Mfanualfor 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 1 and Phase 2 of the Kerala State Transport Project. The road safety audit has brought out clearly the dangerous road safety . The recommendationsinclude 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 recommendationsto 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 a part of the road safety audit.

5.8 CULTURAL RESOURCES

5.8.1 Archaeological and Cultural Sites and Festivals

| Kerala has a rich cultural history with a long-standingpresence 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 is I necessary to protect them. Given its varied and long cultural past, there is a distinct possibility of archaeologicalremains in the vicinity of some of the project roads although none was identified during the screening surveys. * 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 processions, some of which are long and impede traffic movement. Along the Right Of Way there are shrines, churches, temples and mosques in the immediate vicinity of the Right of Way and needing to be protected The Link Specific data shows the details of various Cultural features along the Right of Way. Project Specific Issues: The Project design philosophy and the nature of Kerala roads with I respect to the cultural aspects are important factors. The design finally adopted has avoided almost all cultural buildings but some wells or yards may be affected. It is understood that some small shrines may be relocated with local agreement.These are listed in the Exhibit 5.40. Refer to Link Specific environmentalanalysis given in AppendixA 4.2. Sabarimala Pilgrimage: During the SabarimalaPilgrimage season over 8 million pilgrims attend Sabarimala by various routes. Although many roads in Kerala are used to different degrees, the I Link 84 Punalur - Thodupuzha road (134 kmn)will be the most significant route for the Pilgrims. During the whole season, the estimated daily traffic at Pamba is 15,000 to 17,000 vehicles (MathrubhoomiDaily - 4 July 1999). I The traffic count along the Punalur -Thodupuzha- Muvattupuzhaduring 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 I 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 may also take this route.

LBII/Sheladia/CESlICT | ~~~~~~~~~~~~~~~~~~~~~~~~~~~528 I Kerala State Transport Project Sectoral Environmental Assessment-August 2001

EXHIBIT 5.40 CULTURAL PROPERTIES AFFECTED BY THE PROPOSED *______PHASE 1 ROAD IMPROVEMENTS LINK NO. LOCATION TYPE OF STRUCTURE A ______-AFFECTED l26 Thankamani Christian Shrine 28.57 Now dropped from Kattappana Christian Shrine 100 | ~~~~~~phaseI Kattappana Church 16.67 _I Kattappana ChristianShrine 20 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 Enathu Temple 3.33 Kulanada Christian Shrine 64.52 3 Kurambala Church 6.94 Peringanadu St. Mary's Church 3.91 * Church 20 72 Ayirooppara Church 4.38 Kazhakkootam Temple Trust Office 1.83 ______Koliyakode Sree Dharma Sastha Temple 4.81 70 Muvattupuzha Mosque 11.67 Muvattupuzha Arch of Church 20.59 Mulavoor Mosque 18.97 I Mulavoor Mosque 7.05 Mulavoor Mosque 36.36 Mulavoor Gate of Thrikalathur 3.67 6| Mulavoor Bhagavathy Temple Chelamattom Mosque 4.92 Chelamattom Hyundai of Mosque 100 Chelamattom Sree Narayana Shrine 3.8 Mattur Christian Shrine 44.23 Mattur Church 0.87 lYalckara C.S.I.Church 0.38 Mangara Mosque 7.25 50.1 Vaniyamkulam Temple 20 Temple Land 9.56 Vaniyamkulam Tree Shrine 70 Porkulam Christian Shrine 100 Agathyoor Christian Shrine 100 40 Agathyoor Christian Prayer Hall 13.33 Karikkadu Mosque 1.56 Kanippayoor Tree Shrine 90 5.9 GENERAL ECONOMICENVIRONMENT

5.9.1 Socio-economicConditions

The annual per capita net State domestic product in 1994-95 was Rs. 8,007 7as compared awith Rs. 8,403 for India as a whole'. 31.4 percent of the population are in the main or dImarginal work force including 47.6 percent of males and 15.8 percent of females. In 1991

7 Rounding error 8 Source - Ministry of Infornation & Broadcasting, Government of India, India 1999

1,1II/Sheladia/CES/ICT 5.29

l~~~~~~~~~~~~~~~~~~~~~~~~~~~~2 Kerala State TransportProject Sectoral EnvironmentalAssessment-Aueust 2001

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. Agriculture: The economy of the project influence area is largely agriculture oriented. The resource potential for the development of agriculture and its importance to the area economy varies from district to district. The importance of agriculture and allied activities 3 could be assessed in terms of the main work force by sector and sectoral contribution to district income. The resource potential, apart from the land-use pattern, depends on the size of holding, irrigation facilities, soil condition and farming technique. In Kerala, Palakkad is | the granary of the State, producing 34 percent of the States rice, 98 percent of cereals, 30 percent of pulses and 45 percent of sugar. The other major rice producing districts in the State are Ernakulam, Thrissur and Alappuzha. These account for over 33 percent of the rice I produced in the State. Apart from Palakkad the largest producers of pulses are Kollam, Ernakulam and Kannur districts. The productivity of rice at 2,291 kg/ha was the highest (in the State) in Palakkad, followed by 2,199 kg/ha in Wayanad and 2,165 kg/ha at Kottayam I with the State averageof 2,023 kg/ha. Sugar Production is mainly confined to Idukki and Palakkad districts. Kollam and Kasaragod districts are the major producers of fruits and vegetables and together contributed over 30 percent of the State production. Other large producers of fruit and vegetables are Thiruvananthapuram, Kottayam, Malappuram and Palakkad. | The major producers of non-food crops (in total) are Kannur, Wayanad, Kasaragod and Kozhikode. These jointly, account for about 72 percent of the total production in the State. Among these, rubber is grown in all districts, but Kottayam is the largest producer accounting l for 25 percent of the State production, followed by Emakulam, Pathanamthitta, Kollam and Idukki. Minerals; Kerala has large deposits of clay and beach placers (Ilmenite, Monozite, Rutile Garnet I and Sillimanite), which have earned the State an important position in the mineral map of India. The State is not well endowed with other mineral resources although. other mineral deposits of Clay (fire clay, ball clay, china clay and tile clay), Glass sand, Graphite, Bauxite, Iron ore and lime shell are found. Project Specific Significance:The project will in affording improved communicationshelp the mineral industry in Kerala. Livestock and Poultry; The Livestock and poultry population is widely dispersed in the State, with major concentrationsin rural areas. Palakkad has the largest. number of livestock and poultry amongst all districts, contributing about 11 percent to the State total. In cattle and buffalo population, the share of the Palakkad district in the State is 10.7 percent and 21.6 percent respectively. Malappuramhas the largest number of goats with over Il percent of the State total. The major concentration of sheep population is in Idukki, Waynad, Kannur and Malappuramdistricts. These together account for about 65 percent of the total sheep populationin the State. Pigs are mainly reared in Idukki and Kottayam districts and two districts account for over 57 percent of the pigs in the State. The cattle population has declined in most of the districts with the exception of Idukki, Palakkad, Malappuramand Kasargode. These districts had recorded low growth rates, varying from 3 percent to 0.5 percent per annum. The buffalo population has also declined in all districts of which, Kozhikode and Kannur are the worst * affected.

9 Source - Jagrani's"Kerala al a Glance 1998"

| LBII/Sheladia/CESilCT 5.30 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~5S Kerala State Transport Project Sectoral Environmental Assessment-August 260I

Fisheries | Marine Fisheries; Emakulam is the major centre of inland fishing. In 1996, Ernakulam had the highest landings totalling over 20,000 tonnes, accounting for over 40 percent of the total State production followed by Alappuzha with over 10,000 tonnes of inland fish production I and Kollamwith over 5,600 tonnes. The districts with low level of fish production recorded higher annual growth rates than the major production centres. Pathanamthitta, Palakkad and Malappuram with 1.3 percent, 4.6 percent and 1.0 percent shares in State production recorded 9.7 percent, 9.6 percent and 8.0 percent annual growth rates respectively. Ernakulam and Alappuzha with over 40 percent and 20 percent share of State production registered 4.6 percent and 4.8 percent growth rates annually. Industry * Registered Factories; Registered factories are widespread throughout Kerala districts. The number of factorie in 1997-98, however varied amongst districts from 1 percent to over 15 percent of the State total. Emrakulamrecorded the highest number 2,570 factories accounting for 15.6 percent of the State total. The other districts, following Emakulam, in ranking order, were Thrissur, Palakkad, Kannur, Kollam and Kozhikode. | The districts with a low level of factories were Waynad, Kasargod, Idukki and Pathanamthitta each with less than a three percent share in the States total. Of these, Wayanad was at the bottom with a one percent contribution. * Over the long-term, 1985-98 period, the average annual growth rate registered in the State was about 16 percent. Pathanamthitta, which had a low base (in number of units) in 1985, experienced the highest growth rate of about 24 percent per annum, maintaining a continuous increase in the number of units throughout this period. Similarly, Idukki and Wayanad with low bases in 1985 registered 20.6 percent and 19.6 percent annual growth rate respectively. 3 The growth rate in the number of SSI units in each district over different periods are presented in Exhibit 5.41 The districts recording 15 percent and above annual growth rates during this period, as * against the state average of 13.4 percent, are listed in Exhibit 5.42. EXHIBIT 5.41 GROWTH RATES IN THE DIFFERENT DISTRICTS AVERAGE ANNUAL AVERAGE ANNUAL DISTRICTS GROWTH RATE. (%) DISTRICTS GROWTH RATE. (%) 1985/1998 19985/1998 Pathanamthitta 23.8. Kasaragod 18.8 Idukki 20.6 Alappuzha 18.5 Wayanad 19.6 Palakkad 16.9 Thiruvananthapuram 18.9 Kottayam 16.5

Of these districts, Idukki, Wynad and Kasargode had low bases in 1985, 1990 and 1998 I respectively. In the Industrial Sector, SSI units are the largest source of employment in the State as well as in each district. In 1997-98, SSI units in Kollam provided employment for over 140,000 I workers accounting for about 15.5 percent of the total work force in SSI Units in the State. Emakulam, at the same time, provided employment for about 122,000 workers and in 3 Alappuzhaover 87,000workers were engagedin SSI units.

IBIhli/SheladiaCES/ICT I 5.31 KeralaState TranspoTtProject SectoralEnvironmental Assessment-August 2001 I EXHIBIT 5.42 DISTRICTS RECORDING HIGHER ANNUAL GROWTH RATE

DISTRICTS AVERAGE ANNUAL NUMBER OF UNITS AS % OF THE STATE TOTAL. DISTRICTS GROWTH 1998-95 ( %) 1990 1998

Idukki 19.9 2.50 2.82 Wayanad 19.5 1.18 1.73 Kozhikode 16.8 8.47 4.70 Alappuzha 15.9 7.90 9.20 Kasaragod 15.9 2.10 2.40 Palakkad 15.0 7.20 7.70 Medium and Large Sale Industries: At the end of March 1998, there were 474 medium and large-scale industries in the State. The distribution of these industries under each district is shown in Exhibit 5.43. Emakulam is the major centre of industrial activity with 145 units. In 1996-97, 75 companies gross investment totalled Rs. 8,333 million and provided employment to 13,268 people. Kasargode, Wynad, Pathanamthitta and Idukki districts have only a few industries each, I consequently, the size of investment and employment generated in these districts are at a relatively low level. The most common industries in Kerala are: * Vegetablesand foodstuffs * Fruit (Cannedfruit and Juice) | Beverages(Tea, Coffee) * Cocoa(Chocolates) * IndustrialCrops (rubber to tyre, vegetablefibres, vegetableoils, coconut oil etc) EXHIBIT5.43. DISTRICT ANALYSIS OF MEDIUM AND LARGE SCALE INDUSTR1ES IN KERALA AS 3 ON 31.03.1998 SECTOR 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 1 I 1 5 8 Idukki I I 9 I ] Emakulam 8 8 1 4 124 145 Thrissur 2 7 1 7 29 46 Palakkad 2 2 2 6 51 63 Malappuram 5 1 2 16 24 Wayanad 3 3 Kannur I 6 2 11 20 *Kasaragod I I 1 2 Total 19 61 15 29 350 474 (Source: Economic Review 1998, State Planning Board, Kerala) * MarineLife (Frozen,dried, pickledand cannedfish) * Forest products (wood, plywood, decorative veneers etc) 3 * Buildingmaterials and Kindreditems (China clay,lime stone, lime shell etc) * Non-metallicminerals (eg: Graphite)

Proceedingsof ResourcePotential of Kerala 1981

1L,Il/Sheladia/CES/lCT 5 32 Kerala State TransportProiect SectoralEnvironmental Assessment-August 2001

* Metallicminerals( eg; Iron,Aluminium, Gold) * Beachsands (Titanium,Silica sand etc) * Powerintensive industries (Caustic soda, Ferro silicon,Silicon etc) * Medicinalherbs (Phytochemicals, Vitamin C, Beta lonone) | * Internediate Products(Toilet soap, Tooth paste, Knittedgoods, Textiles, Nylon Filamentyarn, printing and writing paper, Ayurvedic preparations, Chemicals, paints and varnishes, Industriesbased on phenol industryFormaldehyde etc)

5.10 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 as against the all - India figure of 927. The Literacy rate of nearly 90 percent is the highest amongst Indian States and compares with a 52.2 percent average for the whole country. The other prominent social feature is the continuously inhabited settlements along the roadside throughout the State. The State is accessible by road, rail, sea and by air from the rest of the country.

5.10.1 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 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 for India and Kerala is shown in Exhibit 5.44. 3 The education facilities 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."' EXHIBIT5.44 TRENDS IN LITERACY- INDIA AND KERALA YEAR INDIA - Rate of Literacy KERALA- Rate of Literacy Percent 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

5.10.2 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 is 749 per sq. kin, with 73.61 percent of the living in villages. As a southern State of the country, the people here are of Dravidian stock and speak

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

| LnLBISheladia/CESCICT 533

l Kerala State Transport Proiect Sectoral Environmental Assessment-August 2001

Malayalam is a language of the Dravidian family of languages. However there are traces of 3 the Australoid features in many people of Kerala, indicative of their Australian aboriginal ongins at some prehistoric period. It must be noted, 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 of the census results. Exhibit 5.45 compares the population statistics of Kerala with those of India. Exhibit 5.46 presents the population data for Kerala, followed by the population distribution, including tribal populations, for all of the districts of the State. There is a small tnrbal population in Kerala, about one percent of its total and Wayanad district is known to house the number of tribal people.

EXHIBIT 5.45 POPULATIONSTATISTICS OF KERALACOMPARED TO INDIA (Population in millions) RURAL URBAN TOTAL TEN YEAR GROWTH RATE OF YEAR POPULATION POPULATION POPULATION POPULATION PERCENT Kerala India Kerala India Kerala 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 3466 109.114 21.347 548.16 +26.29 +24.80 1981 20.682 523.867 4771 159.463 25.453 683.33 +19.24 +24.66 Source: Census Report, 1991

EXHIBIT 5.46 KERALA:AREA, POPULATION,TRIBAL POPULATION AND DENSITYPER SQ KM BY DISTRICT-1991

SL.NNAM OFDISTICT AREA TRIBAL TOTAL DENSITY SL.N O NAME OF DISTRICT (SQ KM) POPULATION POPULATION PER SQ KM I Thiruvananthapuram 2,192 16.181 2.946,650 1,344 2 Kollam 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 Ernakulam 2,407 4,941 2,817,236 1.170 8 Thrissur 3,032 4,051 2,7373 11 903 9 Palakkad 4.480 35,465 2.382,235 532 10 Malappuram 3,550 10.555 3,096,230 872 II Kozhikode 2,344 5,407 2,619,941 1,117 12 Wynad 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

Sourcc - Jagran's "Kerala at a Glance 1998" The projectroads in relation to the density from the populationof 1981 Census of Kerala is shown in Exhibit5.47. The populationdensity is generally very low in the Highlandswhere forests,sanctuaries 3 and Plantation(Rubber, Tea, Coffee, Cardamometc), areas are dominant.The densityof populationis highestin the Lowlands.

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5.10.3 Agriculture

| 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 dominance of cash crops, such as, cashew nuts, tea, coffee, coconut, and rubber. Rice and tapioca are important food crops. The State is not self-sufficient in food production. Kerala is unique in its cropping pattern, being controlled by the limited availability of land, the social system, and the pattern of land holdings. This has led to an agricultural strategy for the optimum utilisation, by improved agricultural methods, growing multiple crops, intercrops, mixed crops and rotating crops and by integrating crop production with animal | husbandry and fisheries. The scenario is changing however with paddy cultivation being rendered non profitable by the shortage and cost of labour. House Garden: It is a common feature that the households form a continuous chain I throughout the lowlands and midlands of Kerala, Each house hold is made up of a house trees and herbs of food value including Mango and trees, Coconut, Areca nut and an 3 assortmentof otherperennial or seasonalfood crops. Paddy Fields Paddy fields in Kerala are treated as a sensitive land use. The Govemment 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 over many years, the last of which is the development of a Paddy Development Board in 2000. The objective of the Board is to improve the paddy production in the State. | The main controlling legislation is still the Land Utilisation Order of 1967. This states that no holder of any land who cultivates any land with any food crop for a continuous period of three years at any time after the commencement of this order shall not, 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 terms of a written * permission given by the Collector. This order further states that the land under cultivation of paddy should not be converted or attempts to be converted or utilised or attempted to bc utilised for fish culture permanently | (only seasonally). The reasons for conversion of Paddy field include

* * Non profitability (Labour intensive with associated high costs) a Labour shortage and | Population pressure for small residential plots due to proliferation of nuclear families. 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. Food security of the entire State will be adversely affected by the large-scale change of the paddy fields into non-agricultural purposes. Experts suggest that a certain level of food grain * production needs to be preserved at any cost to avoid major food security problems for the State in the future. A commission of Enquiry recently addressed the concept of food secun'ty 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).

LBI3ISheladia/CES/ICT 5.35 Kerala State TransportProject Sectoral Environmental Assessment-August 2001

The project roads have many paddy fields adjoining as indicated in the Environmental strip maps. Some land is kept idle for many years while others are already used for other Agricultural Crops. The project takes paddy field areas only at those places, which are regarded as essential on account of road safety. Project Specific Scenario:The householdsbordering the road networkare similar to those described above. The Environmental strip map (Appendix A 4.3) shows the observed characteristicsalong the availablecorridor.

510.4 TOURISM

With its moderate temperature, no winter season, and an abundance of greenery everywhere, the State may be 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. falls into the Arabian Sea. The palm lined beaches and the houseboats, which are converted rice boats, on the backwaters are major tourist attractions. Kerala is occasionally affected by flooding and water stagnation is a serious problem in the coastal area of Alappuzha and Emakulam districts. Malaria has been largely eradicated in the State and is a reportable disease. With excellent weather and natural beauty, tourism is projected to form an important part of the State's economy. The major tourist attractions in the State are the Kovalam beach seaside resort, the houseboats in the canals and backwaters, and wildlife sanctuaries at Thekkady, Parambikulum (Palakkad district), Sultan Bathery, Wayanad and Mananthavady. The Sabarimala temple of Lord Ayappan is a famous pilgrim-tourist center. The Bekkal fort at . Thrissur is the cultural centre of the State and the famous Kathakali centre, Kalamandalam, is a place of interest for art lovers. Tourist arrivals in Kerala during 1997 totalled approximately 5.1 million of which about 4.9 million were domestic and 0.2 million foreign. Kerala accounted for a 7.7 percent share of the total foreign tourist arrivals in India in 1997. The details of tourist arrivals in Kerala are presented in Exhibit 5.48. EXHIBIT5.48 DETAILS OF TOURIST ARRIVALS IN KERALA Year FOREIGN TOURISTS DOMESTIC

______India ('000) Kerala ('000) Percent share in India TOURIST ('000) 1990 1.329 66 5.0 866 1991 1,236 69 5.6 948 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 at a rate of 28.3 percent per annum. The growth rate of tourism in recent years has reduced to 13 percent for foreign tourists and 12.5 percent for domestic. The decline in tourism is a reflection on the general 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 tours are some of the major factors influencing the decline in foreign tourists.

LBl/Sheladia/CES/ICT 5.36 l Kerala State Transport Project Sectoral Environmental Assessment-August 2001

In view of the tourist potential, there is a need to develop the tourist policy in the State and sizeable investments are required to develop the tourist facilities. The State Department for Tourism Development invested over Rs. 568 million during the Eighth Five-Year Plan in the thrust area of infrastructure development. In addition, U Rs 76 million 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 recommending Kerala as holiday destination. | In view of the vast potential of this sector in terms of employment and income generation, budget 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; ii. Development of information systems; iii. Strengthening of marketing efforts; and iv. Assistance in public sector and other undertakings closely associated with tourism * development. Tourist map: A tourist map of the adjacent areas is shown as Exhibit 5.49 A and B. The tourist arrivals in Kochi are expected to rise in the coming years due to the development of I the new international Airport at Nedumbaserri. Rich wildlife reserves of the State will be a major attraction together with backwater tourism at Vembanad Kayal. The tourist arrivals in Thiruvananthapuram (about 250 km from Kochi) district are comparatively high being the i State Capital with easy access to Kovalam beach, beach etc. easy air connectivity, and proximity to Kanyakumanr.Kollam also receives large numbers of tourists for backwater tourism. In addition, there are South Indian architectural marvels like the Padmanabha Swami I Temple in Thiruvananthapuram. The Capital city abounds in temples, mosques and churches. Valley lagoons, and Ponmudi, hill station are other tourist centres in and around 3 Thiruvananthapuram. Project specific issues: Although tourism is projected to be an important part of the State Economy, the required infrastructure facilities are currently either lacking or inadequate. The | improvement of the priority roads and road safety would be a big boost towards tourism promotion. The Idukki - Puliyanmala road is particularly significant for tourism close to tourist areas. The (MC Road or SH-lwould be an excellent corridor for 3 north south tourist movements as it connects the centre to South Kerala. The project roads involved are Linkl- starting from Thiruvananthapuram to Link 2, Link 3, Link 4, Link 5 and Link 6 to Angamali is a continuous route. This road will connect the majority of the tourist 1 areas like Kanyakumari, Kovalam and Thiruvananthapuram in the south to Kuttanad, Alappuzha and Kochi areas in central Kerala.

5.10.5 Public Services

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 3 consciously investing in social development sectors like education, medical services and

IEBIIShcladiaTCES/ICT~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~5-37 Kerala State Transport Project Sectoral Environmental Assessment - August 2001 N

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(SOURCE:-Resource Aticis Of Ka ruila1984) EXHI IT 5.49-B PROJECT ROAD IN RELATION TO TOURIST CENTRES OF NORTH KERALA LBII/Sheladia/CES/ICT Kerala State Transport Project Sectoral EnvironmentalAssessment-August 2001 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.

5.10.6 Irrigation and Hydro Power Projects

As mentioned earlier the numerous rivers in the State form a significant source of hydroelectric 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. These provide an extensive resource for irrigation and many of the lagoons have been poldered for the cultivation of rice below the general water level. Until recently the State was limited to hydroelectric projects for Power generation. The total installed capacity of the State is 1401.55 M (Water Atlas, 1995).

All of the completed major and medium irrigation projects were intended originally to irrigate paddy alone, mainly to stabilise the second crop and possibly to raise the third. It is estimated that the 10 completed projects cater for 77,085 ha (net) or 150,000 ha (gross). Eleven major / medium projects have been partially commissioned. These projects cater for the irrigation needs of 78,670 ha (net) (State Planning Board, 1984)

Exhibit 5. 50 show the Irrigation projects and Command areas of the projects in relation to the projectroads.

5.11 LAND USE

Land use in the State in 1994-95 is shown in Exhibit-5.51.6 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 concluded 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 5.52.

5.11.1 Project Specific land use characteristics and Issues:

Land use in lowland: Coconut trees are present throughout the coastal belt. Occasionally there are paddy fields, backwaters, streams, canals and river mouths. Normally 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, Jackfruit trees, and Mango trees, Tamarind etc. The paddy fields are situated in the valley fill areas, which are fast decreasing in extent.

6 Source. Jagaran's "Kerala at a glance 1998"

LBII/SheladialCES/ICT I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~53 Kerala State Transport Project Sectoral Environmental Assessment - August 2001 5-l0 76-10 77-1D N

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EXHIBIT:.-5.50 PROJECTROADS IN RELA;TIONTO MAJOR/MEDIUMIRRIGATION PROJECTS ANDTHEIR COMMAND AREAS OF KERALA 7s-1 76Il0 77' ac LBI}/Sheladia/CESIICT Kerala State Transport Project Sectoral Environmental Assessment-Auieust 2001 l EXHIBIT-5.51 LAND USE LAND USE HECTARES PERCENT Forest 1,081,509 27.8 Land put to non-agricultural use 322,835 8.3 Barren and uncultivable land 48,434 1.2 Permanent pastures and other grazing land 1,455 0 Land under miscellaneous tree crops 32,385 0.8 Cultivable waste 82,441 2.1 Fallow other than current fallow 29,147 0.7 Current fallow 47,801 1.2 Net area sown 2,239,490 57.6 Totals 3,885,497 99.72 Areasown more than once 808,820 20.8 Land use in the 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, 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 the highlands In the highlands other plantations like rubber, tea, coffee, I cardamom, pepper, cashew etc are developed. Normally every household has a garden attached to it, 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. The paddy fields are the valley fill areas, which are fast decreasing in extent. In the highlands, paddy fields are few except in the Wayanad and Palakkad districts. The project roads are usually bordered by the land use characteristics mentioned above. 1 5.12 TRANSPORTNETWORK Transport Sector; 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 and promote regional development, the I 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 the development of a cost-effective transport system. Infrastructure interventions are in many cases more important than prices in achieving supply response. The road network in Kerala, as of maintained by different agencies totalled over 219,805 km in length. Of this, Panchayat roads were 181,251 km and accounted for 82.5 percent of the total road network in the State. These are low order gravel country roads (hardly 2 percent are black topped) providing links to rural settlements. National Highways and PWD maintained roads are the most important and accounted for 10.6 percent of the total road

LBII/SheladialCES/ICT

5.39 Kerala State Transport Project Sectoral Envirornmental Assessment - August 2001 \7610 7S-|o 0 7710 N

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EXHIBIT-5.52 PROJECTROADS IN RELATlONTO LANDUSE OF KERALA

7S-10 76-10 T7-)0 LBII/Sheladia/CES/ICT KeralaState TransponProject Sectora!Environmental Assessment-August 2001

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 roads in the State. * Roads under the State PWD include 4,169 km of State Highways, 6,887 km Major District Roads (MDR), 8,707 km of Other Roads and 2,494 km Village Roads, Of the total road network maintained by the State PWD (R&B) in 1997-98, 19,928 km (89.5 percent) were black topped, 10 kmncement concrete, and 315 km water bound macadam as shown in Exhibit 5.53. EXHIBIT5.53 ROADSUNDER STATE PWD (1998) (Figuresrounded off to full numbers)(kn )

STATE MAJOR OTHER VILLAGE ROAD TYPE HIGHWAYS DISTRICT DISTRICT ROAD TOTAL HIGHWAYS ~ROAD ROADS Cement Concrete 8 I - I 10 Black Topped 3,869 6,574 l 8,326 979 19,928 Water Bound Macadam 40 24 89 162 3153 Other 252 108 292 1,353 2,005 TOTAL 4,169 6,887 8,707 2,495 22,258 Source: Feasibility Report 2000 In 1956-57, black topped and water bound macadam roads were 2,132 km and 4,285 km in length respectively and other roads totalled 3,425 km. Since then a large number (and length) * of water bound macadam and other roads have been improved and blacktopped. Over 70 percent of the State highways are single lane with carriageway widths of 3.75 m with 1 m unpaved shoulders on either side. Hardly 30 percent of State highways are double lane with 7 m carriageway width. MDR, ODR and village roads are essentially single lane, but are not of uniform o 3.5 m width. The density of the total road network and PWD roads (including National Highways) in relation to area, population and motor vehicle numbers is shown in Exhibit 5.54. EXHIBIT5.54 DENSITYOF TOTALROAD NET WORKIN KERALA

IN RELATIONTO AREA TREGISTEREDNUMBEROF ROAD LENGTH POPULATION (KM/SQK1M)I VEHICLE FLEET (VEHICLE/KNI)1

Total road Length-219,805 km 7.55 5.65 6-13 3 | PWD road length(23,269 Km) 0.79 | 0.59 57.9 The total road length in the State has increased from 66,158 km in 1980 to 96,951 km in 1990 and to 219,805 km in 1998. The total registered road network has thus increased by 153,647 I km over this period (18 years). The PWD road network in the State has increased from 17,408 km in 1980 to 19,836 km in 1990 and further to 22,258 km in 1998. During the period 1980-98, 4,850 km road length was added to the PWD network, of this 2,428 km were I added during 1980-90 and 2,432 km during 1990-98. As a result the density of PWD roads per sq.km of area increased from 0.45 in 1980 to 0.59 in 1998. The Motor Vehicle Department is one of the major revenue earning departments of the State. The revenue collected by the Department in 1996-97 totalled Rs. 2,476 million and in 1997- 98 Rs. 3,016 million, showing a 22 percent increase over one year. ROAD TRANSPORT Fleet Size And Composition: The motor vehicle fleet registered with the State Transport Authority (STA), in Kerala totalled 1.5 million in 1998. Of this, 2 and 3 wheelers made up

LBII/Sheladia/CESIICT 540 l Kerala State TranspontProject Sectoral EnvironmentalAssessment-August 2001 l 64 percent, and cars 22 percent. The bus and goods truck fleets accounted for 3.7 percent and 9.3 percent respectively. An almost complete absence of Non Motorised Transport (NMT) in I Kerala is particularitynoticeable. A further detailed comparison of the fleet by functional groups based on the 1997 fleet size revealed that the personal modes, passenger vehicles (non-transport) dominated with about a 70 percent share (Feasibility Report 2000). Passenger transport vehicles (including autos, taxi cars and buses) accounted for over 19 percent, and goods vehicles, including 3 wheelers, | 9.7 percent. All other vehicle types accounted for 1.3 percent of the total fleet. Passenger Transport Vehicles Passenger transport vehicles in the State include autos (3 & 4) wheelers, cars / jeep cabs (taxis) and buses - contract carriages, stage carriages, and private I buses (including ornni and school buses). Of the passenger transport vehicle fleet, 3 & 4- wheeled autos formed a major group accounting for over 58 percent, tourist and other cabs represented 19 percent and jeeps 6.5 percent. For buses, contract carriers were 25 percent, I stage carriages 60 percent and private carriages about 15 percent. The contract carriage buses are small, with a carrying capacity varying from 12 to 30 passengers. Goods Vehicles "Three wheelers" (goods carriers) made up over 14 percent of the goods vehicles, light motor vehicles with 4 tonne and 6 tonne load capacities accounted for 48 percent (24 percent each). Medium and heavy vehicles accounted for 38 percent. Growth By Vehicle Type The total vehicle fleet in the State has recorded an excess of a 4- fold increase during the 1986-1998 period. The increase in the total fleet during this period was 354,458 to 1,508,038 with an average annual growth rate of 12.8 percent (excluding 2 wheelers where the growth rate was 10 percent per annum), while 2-wheelers and autos recorded over 17 percent annual growth rate. Growth rates for car, bus and goods vehicles were about 9 percent, 5.4 percent and 7.8 percent respectively. During the recent period, 1995-1998, bus and goods vehicle growth rates experienced a phenomenal increase of 17.7 percent and 11.5 percent per annum. This is regarded as a boom in the growth of the bus fleet in the State. (Average for two years 16 percent). Transport Operations Bus Services The passenger transport services in the State are provided bv hoth the public and private bus operators through "Stage" and "Contract" carriage operations. The scheduled route services on designated routes are provided by stage carriages and other non-scheduled services by contract carriage. In 1998, the bus fleet had a valid registration of 55,482 vehicles, comprising 21,572 stage carriages and 33,910 as contract carriages and Omni buses. Inter-Stateroutes with neighbouring States are operated under reciprocal agreements. In 1997, (March) Kerala STA had issued 441 (390 regular and 51 temporary) inter-state perinits to stage carriagesand 44 (34 regularand 10 temporary)to contractcarriages for operatingon inter-stateroutes. Stage carriages provide scheduled bus services on predetermined bus routes. These comprised intra-urban routes, upcountry routes, inter-city routes (all within the state) and inter-state routes of varying length. The fares charged on these routes are prescribed by the State Transport Authority. Over 61 percent of the bus fleet in the State is being operated by contract carriages. Contract carriages provide services to pre-booked passengers, individually or in groups, between given points on a contractual basis. These services are generally patronised by excursion parties, pilgrim groups and marriage parties. Tour operators patronise contract carriages on established routes. The number of contract carriage buses has increased appreciably over

LBII/Sheladia/CES/ICT 5.41 Kerala State TransportProject Sectoral Environmental Assessment-August 2001

1996-97, due to the Government policy of providing self-employment to educated young people in the transport sector. In one year 1997-98, the number of contract carriages increased from 18,661 to 33,910, resulting in on 82 percent increase in a single year. (i) KSRTC Operation: The scheduled bus services are provided by Kerala State Road 3 Transport Corporation (KSRTC), a State Government undertaking and a large number of private operators. KSRTC is managed by a Board of Directors, consisting of the Chairman, and 10 Members. One of the Board Members is the Managing Director. The financial requirements of the corporation were met from contributions by the State and Central Governments. The investment of State and Central Governments as equity was about Rs. 840 million and Rs. 232 million respectively. T the time the development funds for KSRTC are being made available mainly through Kerala Transport Development Finance Corporation in the form of loans. 3 KSRTC provided passenger transport Operations State- wide through its 29 Depots, 28 Sub- Depots and 12 operating centres throughout the State. In 1997-98, KSRTC had a fleet of 3,783 buses and provided scheduled operations on 4,136 routes involving a total route length I of 216,720 kin, with an average route distance of 52.4 km. In view of the size of the State and spatial distribution of population, bus routes in Kerala are comparatively short-haul. In 1997, over 67 percent of the routes were below 40 km in length, about 22 percent with route I length between 40 to 80 km and the remaining 11 percent with route length above 80 km. The sources of funds to meet the capital expenditure in 1997-98 are shown in Exhibit 5. 55. EXHIBIT5.55 KSRTC:SOURCES OF CAPITALEXPENDITURE IN 1997-98(Rs. In million)

CAPITAL CONTRIBUTION CAPITAL SOURCE / CAPITAL CONTRIBUTION DURING THE CONTRIBUTION (APRIL 1997) YEAR State Government (Equity) 780-0 60.0 840.0 Central Government (Equity) 232.0 - 232.0 Intemal resources & loans from financial 1,172 214.0 1,386.0 institutions and State Government Loan (Debenture Bond) 94.5 _ 94.5 (Source: KSRTC, Administrative Report, 1997-98) KSRTC bus fleet over the same period performed a gross operational distance of 362.2 million km and carried 1,003.3 million passenger journeys. The fleet registered 80.8 percent utilisation and the average daily performance, in terms of km-run, were reported at 331.3 km and bus occupancy averaged 46.5 passengers. The Corporation provides intra-city and inter- | city servicesboth in the State and on inter-stateroutes. The bus fleet of KSRTC has increased from 3,100 in 1987-88 to 3,708 in 1997-98. 608 buses were added to the fleet in the last 10 years. However, the number of buses on the road, over I the same period, has increased by only 450, showing that the average utilisation of the buses in the recent years has decreased. This must be due to an increasing number of over aged 3 buses in the fleet. The growth of KSRTC is constrained by its financial situation. The Government, with its present state of finances, is not in a position to make further investment and the undertaking is not in a position to create internal resources for its expansion. The annual loss incurred over the last three years has increased from Rs.166.6 million in 1995-96 to Rs. 280 million in 1996-97 and to Rs. 510 million in 1997-98.

I LBII/SheladiaICES/ICT 5.42 Kerala State TransportProject SectoralEnvironmental Assessment-August 2001

(ii) Private Bus operations: Private bus operators provided a fleet of 17,789 stage carriage buses, in 1996-97 operated on 1,771 city and 11,721 inter-city and upcountry routes. Most of the city routes, (about 90 percent), are short haul up to 40 km in length. Of the inter-city routes operated by private operators, 44 percent are short haul (up to 40 km), less than 44 percent are medium haul routes (40 to 80 km) and 12 percent are long haul routes (above 80 km). It is estimated that the private bus fleet operated over 5.4 million vehicle-km in 1996-97. Private bus operators had thus a slight advantage over KSRTC in its fleet utilisation with the 3 average daily performance at 85 percent and 350 km. The occupancy ratio was over 85 percent with the number of passengers averaging 47.2. The contract carriage bus fleet size in 1997 was over 12,000 (inclusive of 1155 school buses). Of these 60 percent were mini buses (with seating capacity below 20 persons) and 20 percent, medium size buses (with seating capacity above 20 persons). There has been a mushrooming in the growth of contract carriages in the State. This has I resulted in stiff competition amongst operators. It is concluded that the supply of services, in this category, is generally more than the demand. Consequently the vehicle utilisation is low at 80,000 km per year averaging to 230 km per day. The average occupancy for this group of vehicles was recorded as 20.3 passengers. Goods Transport: Goods transport vehicles in the State are mainly registered in the names of individual owners (over 90 percent). According to registration records of the Motor Vehicles Department, these are largely single vehicle owners. Almost all the newly registered vehicles are hypothecated as the vehicle purchases which have been financed by private/public | (institutional) financiers, usually for a period ranging from three to five years. The trucking operations in the State are almost entirely in the private sector. Individual truckers - single vehicle owner drivers - predominate, accounting for over 70 percent in LTV (Light Transport Vehicles) operations and 40 percent in inter city and inter state operations. In inter city and inter state transport operations, the vast majority of truckers, depend on the transport companies for obtaining business, acting as booking agencies and transport brokers (middleman) or transport contractors. Field enquiries revealed that on intcr-city operations over 40 percent of goods vehicles are associated with transport companies while the I remaining 60 percent operate through transport brokers or transport contractors. These transport companies maintain close liaison with shippers and truckers. The freight market in Kerala is divided into four distinct sectors; (a) intra-urban (essentially local haulage) (b) upcountry (essentially short haul intra-taluk) (c) inter-city (intra-state) and (d) inter-state operations. The vehicle and carrying capacity (by type) deployment lead and load in these market segments vary widely. Consequently the vehicle utilisation and freight rates differ. In intra-urban local haulage 3-wheelers with 0.5 tonne capacity are used for small loads. | These vehicles have replaced the (NMT) handcarts and bullock carts to a large extent. LMVs concentrate largely on upcountry short haul routes operating on intra-taluks routes, mainly from the plantation / farmhouses I forest areas to the nearest market place carrying local I produce, including rubber, bananas, , fish, etc as well as for carriage of building materials like bricks, sand and stone to construction sites. In addition LMVs also cater for inter-city operations on short to medium hauls carrying goods in small loads up to six tonnes. I The average utilisation of the vehicles has been estimated at about 220 km per day. Medium and heavy goods vehicles are operated largely on inter-city and inter-state routes. These vehicles operate with full truckloads as well as parcels. The average utilization of these vehicles has been reported to be about 400 km per day, for 300 days a year operation,

LBII/Sheladia/CES/lCT 3 5.43 Kerala State Transport Project Sectoral Environmental Assessment-August 2001

totalling 120,000 km per annum. The Number of National permits in force by March 1997 was 7,916 as opposed to 1,709 in March 1990.

Freight Rates: The freight market for transportation of general cargo goods (with the 3 exception of over dimensioned cargo like heavy machinery, large size girders, steel and specialized cargo like LPG, motor vehicles, etc.) is highly competitive. Freight rates for each O-D pair are determined by a number of factors, e.g. a. Market forces depending upon demand and supply of vehicles between given 0 and D stations; b. Type of road surface, road condition, terrain and topography; c. Route length; d. Availability of the return load and waiting time; e. Seasonal variation in movement pattern; | f. Time required for loading / unloading of goods; and g. En-route expenses Among these factors, the availability of a return load is most important in determining the freight rate direction-wise. The operators consider the total freight earning on the return trip and therefore a lot of variation appears in the freight rates in "Up" and "Down" direction as shown in Exhibit 5.56. w ~~~~~~~~~~~EXHIBIT5.56 FREIGHTRATE VARIATIONS [ STATION DISTANCE(KM) FREIGHTRATE (RS.) Per One wav Trip Cochin-Salem 350 2000 Salem-Cochin 350 4500 Cochin - Bangalore 600 3600 Bangalore- Cochin 600 6000 I It may be noted that empty haulage in goods transportation by road in the State on an average is 34 percent for LCVs and 28 percent for HCVs. Further the payload for loaded HCV is 7.6 tonnes, 3-axle rigid 11-6 tonnes and MAV 13.9 tonnes. HCVs on an average carry loads 25 percent below the permissible payload limit. This could be attributed to a number of factors including commodity, imposition of traffic, | terrain (gradient), road conditions, vehicle conditions and body type (half bodied trucks usually operate in south India) Interviews with the shippers and transporters show that the variation in freight rate because of * the seasonal factor is up to 30 percent of the basic freight rates. Further, the freight rates do not vary with commodity composition and the type of packaging except for the hazardous 3 group and over dimensionalcargo (ODC). I The charges for full truckloads are for nine tonnes payload generally quoted. Broadly the basic freight rates per tonne km are as follows I - LCV for local haulage-where empty haulage is considerable at Rs. 3 per tkm on hilly terrain and Rs. 2.50 per tkm on plain terrain.

_LBll/Shcladia/CES/ICT 5.44 3 KeralaState TransportProiect SectoralEnvironmental Assessment-August 2001

- HCV for local haulage Rs. 1.50 per tkm on plain terrain and Rs. 1.75 per tkm on I hilly terrain. - HCV for long hauls a minimum of Rs. 1.50 per tkm depending on the availability of a return load.

Inhibiting Factors: Further interviews have identified the following practical problems 3 expressed by operators in the field as shown in Exhibit 5.57

EXHIBIT 5.57

______CONSULTATION WITH TRANSPORT OPERATORS * SL. NO. PRACTICALPROBLEMS VOICED BY OPERATORSIN THE FIELD 1 The presence of the high volumesof 2 wheel vehiclesand the questionableresponsibility of someyounger riders especiallywith respectto the use of alcohol. * 2 The restrictionon loading/unloading labour wherebyonly local workers may performthese tasks (Union intervention) 3 Freightmovement is inhibitedby the apparentlack of a centraldistribution system. 4 The long monsoonperiods inhibit their performanceas does the restrictionson direct routing imposedby the backwaterlakes and other geographicfeatures of the State. 5 The presence of a large numberof vcry old and inefficientvehicles plying the road system. ______especially with respect to the KSRTC.

Railways: Kerala has a total railway route length of 1,050 km, comprising 933 km of Broad I Gauge (BG) and 117 km of Metres Gauge (MG). The total route length in the State is served by 13 BG railway sections and 4 MG sections. The railway operations on these sections are controlled by three divisions of Southern Railways, namely Thiruvananthapuram, Palakkad and . The metre gauge sections traversing the State are under the jurisdiction of Madurai Division. Podanur-Palakkad and Palakkad-Shomur sections in Palakkad Division and Shomur-Cochin Harbour Yard -Kollam and Kollam-Varkala sections in Thiruvananthapuram Division are double line; Kayamkulam to Thiruvananthapuram is now double lined while I other sections are single line. Until recently only the Podanur-Palakkad section was electrified. The Emakulam- Shornur line is now electrified and was formnally opened in July 2000. This new section will make the entire Kochi- route electrified. The traffic density in terms of net tonne-(nt) km per route km per day on these sections varies widely. Double line-electrified sections have higher traffic density than other sections. The highest traffic density around 22,000 nt-km per day was recorded on the double line section Podanur- I Palakkad-Shomur, followed by Shomur-Kochi harbour section of over 14,000 nt-km. The traffic intensity on single line sections varied from as low as 25 nt km on Trichur-Guruvayoor section to nearly 800 nt-km on the Shomur section. I The goods traffic by rail in Kerala during 1997-98 was about 8.4 million tonnes as against 7.8 million tonnes in 1996-97 as shown in Exhibit 5.58. EXHIBIT 5.58 RAILWAY COODS TRAFFIC IN KERALA (MILLION TONNES) Type 1996-97 1997-98 Annual Growth rate (%) | Originating 3.8 4.0 5.3 *1'erminating 4.0 4.4 10.0 Total 7.8 8.4 7.7

LBII/Sheladiii!CES/ICT 5.45 I .4 I3 lKera State TransportProject SectoralEnvironmental Assessment-Aunusl 2001

In 1998, the Thiruvananthapuram Division handled 47.8 million passengers and carried 3 nearly 4 million tonnes of goods traffic. In the commodity composition, petroleum products dominated with 69 percent, followed by fertilizers with 17 percent. Both commodities there fore accounted for 86 percent of the originating goods traffic (tonnes). I Petrol Oil and Lubricants (POL) Fertilizers and Coal traffic originated from Kochi. The average lead of POL has been 3 estimated at over 500 km, fertilizers 100 km and coal over 650 km to Mettor Dam. The bulk of goods traffic by rail involves inter-state movement. There is hardly any movement of intra-state cargo, except imported goods from Kochi port. Inland Water Transport; The State enjoys a vast network of inland waterways, which have been for transport from ancient times. The rapid development of land transport has resulted in negligence of development and maintenance of waterways and other infrastrucrure as well as the floating assets. The inland waterways are divided into the National Waterways and State Waterways. The I Inland Waterways Authority of India is responsible for development, maintenance and regulation of National Waterways for shipping and Navigation and also to advise the Central and State Governments on matters related to development of the sector. As for State I Waterways, the Government of Kerala is responsible for the development, maintenance and regulation of the waterways and water resources. These are discussed further in a separate report on the Inland Water Transport Pilot Project (Consultants,April 2000). At present, the main navigation route in Kerala is the West Coast Canal having a length of 558 km divided into nine sections as showns in Exhibit 5.59 I The State Water Transport Department and Kerala Shipping and Inland Navigation Corporation render transport services in the waterway areas of Alappuzha. Kollam, Kottayam, Kasargode and Kannur Districts. The State Water Transport Department renders I service in the movement of passenger traffic while Kerala Shipping and Inland Navigation Corporation, is mainly engaged in the business of transportation of cargo and passengers. I NAVIGATION EXHIBIT5.59 NAVIGATIONROUTE OF WESTCOAST CANAL SECTION LENGTHKM Thiruvananthapuram-Kollam 62 Alappuzha-Ponnani 80 Kollam-Alappuzha 75 Ponnani-Kedalam 61 I - - Alappuzha-Kochi 71 --Kedalam-Bedagra 72 Kochi-Alappuzha 33 Bedagra-Azhikal 47 Azhikal-Hosdurg 55

Air Transport; There are three airports (all international) in the State at present, at Thiruvananthapuram, Cochin and Kozhikode. In 1997-98, several airlines operated 18,437 flights from these airports of which 9,123 were domestic and 9,314 international. The total 3 number of passengers handled was over 2 million, consisting of 1.1 million international passengers (55 percent) and over 0.9 million domestic (45 percent). Details are shown in Exhibit 5.60.

LBIVSheladiaJCES/ICT >~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.46 KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

The major portion of air traffic is handled at Thiruvananthapuram as the airport accounts for over 52 percent of the total number of flights and over 56 percent of the total passenger traffic. The international traffic handled at the airport greatly exceeds the domestic traffic (nearly 2.8 times). EXHIBIT5.60 *______DETAILSOF AIR TRANSPORT (1997-98) Number of Flights ('000) Percentage Distribution 3 Mrpofl Domestic International Total Domestic International Total Thiruvananthapuram 2.8 6.8 9.6 30.8 73.1 52.2 Kochi 2.6 2.6 28.5 14.1 Kozhikode 3.7 2.5 6.2 40.7 26.9 33.7 Total 9.1 93 18.4 100.0 100.0 100.0 (1997-98) Airport Number of Passenger ('000) Percentage Distribution 3 Airport Domestic International Total Domestic International I Total Thiruvananthapuram 303 842 1,145 33.1 74.8 56.1 Kochi 400 400 43.7 19.6 Kozhikode 213 283 496 23.2 25.2 24.3 Total 916 1,125 2,041 100.0 100.0 100.0

I Kerala State Industrial Enterprises Ltd. (KSIE) is the agency handling cargo in all three airports in the State. The details of cargo handled in the three airports are furnished in 3 Exhibit 5.61 EXHIBIT5.61 THE DETAILSOF CARGOHANDLED IN THREEAIRPORTS 1 1995-96 1996-97 1997-98 Nameof Airport Export Import Export I Import Export Import Thiruvananthapuram 15,628 5,483 13,901 5,945 14,756 6,704 Cochin 341 484 425 384 384 304 Kozhikode Nil 641 Nil 748 Nil 1,148 Total 15,969 6,608 14,326 7,077 15,140 8,156 I The total cargo handled has increased from 22,577 tonnes in 1995-96 to 23,296 in 1997-98 5.13 Major Data Gaps And Limitations If any I All roads considered are generally small segments of 20 -40 krm 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. I

I LOll1SheladianCES!ICT 5.47 Kerala State TransportProject Sectoral Environmental Assessment- August 2001

6 ENVIRONMENTAL ISSUES, POTENTIAL IMPACTS I ANDMITIGATION Impacts are identified by environmental criteria following the same sequence and numbering I 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 this section under the respective headings. All typical Environmental issues of KSTP are also discussed I with the action required to minimise or nullify the effect. Section 6.10 Human Health and safety has been expanded to accommodate a more complete dimension of the road safety issue. The prioritised key issues are: * Land acquisition and R and R * Road safety . Bio-diversity * Soil erosion and sedimentation a Traffic Noise I * Quarry and borrow operation * Drainage * Religious/cultural Resources * Air quality * Land use (Conversion of paddy field) | * Water Resources . Submergence . Slope stability (Link 26,84) * Blasting (Link 26) * Coastal Zone Prevailing environmental influences, which are mostly road safety issues and not project- I induced impactsin the road sector are: 7 2 * Lack Of Parking Spaces For Auto Rickshaws - And Jeeps I * Lack Of SufficientSpace For Bus Stops and (Bus Lay-Bys) * Dumping And Storing Of Road Construction Materials * Unplanned, Illegal Digging on Roadsides * 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 I * Income GeneratingActivities Like StoneCrushing on ROW * Trees/ForestlVegetation/Wildlife * Utilities * Effects Of MonsoonOn Accidents * Numerous Road Intersections - lack of priority lining and signing * Over taking Of Vehicles- lack of driver discipline I * DisposalOf Solid Wastes/MunicipalWastes In Market Areas * Temporary Fish, Vegetable Market and Automobile workshops a Lack of Speed Limits In Urban Areas

'2 Three wheelers of2X2 size with a seatinig capacity of three

I LBII/ Sheladia/CES/ICT 6.i l Kerala State Transport Project Sectoral Environmental Assessment- August 2001

I Pedestrian safety | * River sand mining All these issues are discussed in the Section 6.10 Human health and safety. Compared to other parts of India the near absence of non-motorised traffic in Kerala is particularly I noticeable. Most of the potential KSTP negative impacts were found to be relatively short term, provided 3 attention is given to resettlement and rehabilitation. The land acquisition, resettlement, compensation and other potential social impacts are dealt with in the projects Resettlement Action Plan (RAP). Both Potential impacts and the mitigating actions related to them to avoid or compensate for adverse impacts are presented. Within such discussions it is useful to note that responsibility for environmental protection rests with all parties- including the local Non Govemmental I Organisations (NGOs) and individuals. If ecologically sustainable development is to occur, it is imperative that all individuals and responsible parties recognise their roles and opportunities. PWD has an overall obligation to meet GOI policy. The Contractor's * requirements will be specified in the contract documents. The World Bank, MOEF and Pollution Control Board (PCB) have obligations under their enabling legislation. The PWD and the Consultants also have opportunities and obligations, which have been I identified and carried out in the preparation of the SEA. It is in this context that all formal responsibilities for addressing the required mitigation actions are indicated in the Environmental Management Action Plan (EMAP) in Chapter 10. Environmental concerns * and mitigating actions have been an important consideration in the design process. The KSTP therefore includes contract provisions to establish the scope of, and conditions under which work is to proceed with an adequate environmental budget to accommodate the implementation of environmentally sound activities. The project will use: - 0 MOST specification for Road and bridge works (1998) - ASHTO specification for relevant cases * FIDIC general conditions of contract for construction contract purposes I * IRC special publications on various aspects (eg: Road safety code, Land scaping etc) * Project specific conditions for environmentally sound construction methods 6.1 NATURAL ENVIRONMENT (METEOROLOGY/CLIMATIC CHANGES) Impacts: Meteorological conditions of the area are presented under this heading as described in similar World Bank projects. Other aspects of the natural environment are presented under I the subsequent headings. No significant impact to area climatic conditions or micro-climatic conditions is anticipated as a result of the proposed KSTP Implementation. 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 below. 3 Mitigation: No mitigation actions are required 6.2 PHYSICAL SETTING

6.2.1 Phvsiography and Drainage Physiographv Impacts. Physiographic impacts could occur due to: | * Altered Road Embankments. The KSTP road improvements will require alteration of existing embankments and an expansion of the ROW. A small strip of land may be

LB113Sheladia /'CES/ICT 3 6.2 KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

added on either side of the existing roadway for considerable lengths. In many instances the additional land added would be raised especially in the paddy field and * other low lying agricultural areas and significant embankments will be constructed. Such changes will be more evident in paddy field areas and along new alignments (Realignments and bypass). In flooding areas for example in the Kuttanad region rising of embankment is not at all possible to an acceptable level as the sub grade is very weak. The replacement of sub grade in the Kuttanad area will cost heavily for the government. The main activities that will be undertaken in the KSTP are; 1. Raising of paddy field areas 2. Cuttings through hilly areas I 3. Raisingand realignmentsand bypass sections 4. Flooding areas like Kuttanad (E.g.: Link 73 Alappuzha- Changanaserry) I KSTP Embankment Protection works These are provided for the adequate stability to the slope by preventing erosion and collapse. In the final design, the embankment side slopes are | provided as follows; * Upto one metre height, the fill slope is V: H =1:1 3 Above one metre height,the fill slope is V: H=1:2 if the height of the embankment height is more, then the length of the side slopes are also need to be higher which requires more land and also creates unsightly scars. To minimise these scars, designs has incorporated retaining walls and gabions. Retaining walls are provided up to 3m height and gabions are provided for heights more than 3m. The chainage wise specific locations are provided in stand alone Environmental Management Plans. I} * Erosion Potential. Potential erosion impacts are discussed in Item 6.2.4, * Borrow Pit Excavations. The Potential impacts of borrow pits, including their 5 potential topographicimpacts, are discussedin Item 6.2.6. Potential Drainage Impacts The proposed KSTP improvements to drainage structures will facilitate the passage of higher flows and reduce scouring and bank erosion in the vicinity of I the road, thus 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. Cross drainage provisions will be upgraded where necessary to accommodate the 25- I year floods in the case of culverts. In addition to the existing culverts, new culverts will be constructed wherever necessary. A number of improvement measures are proposed for bridges. The increased mnoff 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 3 upgrading due to reduced erosion from improved roadside berms and embankment slopes stabilised or protected by rip-rap or other materials including planting to prevent soil erosion. New road construction has been stated as causing floodwater retention and water logging of adjacent soils. Common practice may have been to raise the road formation level in flood prone areas without installing culverts or other cross drainage structures which would allow flood waters to settle or pass over. This practice aggravates local flooding conditions both by I prolonging the flood period and by raising the flood level on the upstream side of the roads. This aspect has been addressed in the KSTP project designs. Potential Water Resources Impacts Potential wetland impacts are discussed as part of Water Resources, Section 6.3.

I LBIIISheladia !CESI[CT 6.3 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. KeralaState TransportProject SectoralEnvironmental Assessment- August 21 I

Mitigation actions required: Due to heavy precipitation during monsoon periods the cross drainage structures provided for the existing roads in Kerala are naturally high, usually two or three per Kilometre. In addition to the existing, a number of additional structures will be provided in new alignment areas (realignments and bypasses). Existing structures in poor condition or of inadequate size will be reconstructed. The widening of the structures may be on one side or on both sides depending upon the road alignment.

6.2.2 Geology/Seismology Geological Impacts. Substantial quantities of crushed rock and sand will be required for concrete and the macadam-based pavements. As mentioned earlier in the Baseline Conditions, * commercial quarries are found in most of the districts of Kerala. These are likely to be the source of rock aggregates. Additional information with regard to quarries is provided in, Item 6.2.5. Most of the rivers in Kerala provide high quality sand required for construction. Construction works on the project road may increase the rate at which they are consumed.

The river sand mining issue is a major environmental issue in Kerala (see Box 5.2 Chapter 5). The sand mining is banned in many river systems this year and in other rivers it is allowed in a 'controlled' manner. The control is being carried out by -Imposing mining time frame and license fees, -Limiting to only certain hours of the day time (Government office hours) and also I -Imposing a total ban on the entry of trucks to the riverbed In spite of all theses restrictions illegal mining activities are being carried out in many riverbeds in a clandestine atmosphere at much reduced scale. Seismic Impacts. The Project construction activities are anticipated to have no impact on the area's seismic conditions. Designs of all structures consider the area's seismic characteristics. I Mitigation actions required: The project in general not to depend 'river sand 'for any of the construction activities. The quarry dust will be available in sufficient qtuantitvand quality (refer Geotechnical report prepared by the Consultants-April 2001). Alternative sources of I mineral "fines from crushes" are actually the by-product in the crushers. The crushers will be able to produce crushed material of different grades and size to meet all construction requirements. This will be available to the Contractors as necessary. The quantity surveys revealed that sufficient quantities would be available for construction activities. If the available quantity of quarry dust is not sufficient the Contractor will have to generate additional quantities for the project work. The Geotechnical report has now incorporated the quarry dust requirements for the Project. 6.2.3 Soils I Impacts: The impacts on soils will be confined to the existing ROW, the immediate areas and the sites of borrow pits and cut sections. No significant loss of prime soils or other adverse impacts arc anticipated. Areas requiring soil stabilisation have been identified during the surveys and have been taken into account in the design. The creation of new habitats for insects acting as disease vectors needs to be avoided. The cut sections are usually the areas of erosion in Kerala. The development activities along many hill slopes have modified the slope stability conditions (The Hindu, 16 September 1999). This has sometimes led to landslides and other slope failures when combined with the rigorous rainfall in the highland and midland regions.

LBIFSheladia ICES/ICT 6.4 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. KeralaState Transport Project SectoralEnvironmental Assessment- August 2001

All formations of soil and soft rock are expected to be rippable by conventional ripping equipment, but hard, unweathered formations requiring drilling and blasting may be encountered at deep cuts. The cut slopes along the existing roads are commonly sloping at approximately V: H = 4:1. These slopes are generally stable. For the Idukki -Puliyanmala phase buffer road, as per the final design, blasting is likely to be required along the cut sections on minor scale to attain the planned road width of 8m (7+0.5+0.5). The material removed will be used for filling, with an intention of balancing the I cut and fill sections. For any additional materials the Contractor may need to resort to borrow pits. The perrnanent loss of fertile agricultural soils in the paddy field areas will be one of the impacts during the construction stage especially for realignments, bypasses, opening borrow pits, and also for widening of the existing road. Mitigation action required: Adequate Geotechnical precaution should be taken during the design construction and operational period to take care of the slope stability to avoid landslides, and other slope failures. The same slopes of existing roads are recommended for I new cut slopes. A recent cut section by PWD is shown in Plate 6.1. However a careful inspection must be carried out during construction to locate possible failure zones, loose blocks, percolating water etc and to assess whether any alternative provisions are required to ensure stable conditions (Refer Consultants Geotechnical And, Material And Pavement Study Report). The topsoil needs to be removed and collected separately to avoid loss of fertile soil layer in the paddy field and other areas occurring along realignments, bypasses, widening areas and also in the newly identified borrow pit locations. The collected topsoil can be brought back to the top portion of embankment sides as provided in the contractual requirements in the Environmental Management plan. The Project had dropped the earlier considered and designed Perumbavoor bypass of Link 6 I from further follow up due to the potential threat to the paddy field areas besides other social impacts. The project will take paddy filed areas only if it cannot be avoided due to the local widening situations. I Similarly retaining walls are also proposed in those erosion prone areas (Link 26). This will also helps to reduce land take. The 'stone pitching' is proposed in all the approach roads of bridges. There will be reduced erosion from improved roadside berms and embankment slopes stabilised or protected by rip-rap or other material including planting to prevent soil erosion (refer Environmental Management Action Plan). I 6.2.4 Existing and Potential Erosion Potential Impacts: As noted in the description of existing conditions, riverbanks as well as the riverbeds are suffering from erosion. A riverbed is shown in Plate 6.2. The erosion- susceptible areas present environmental issues, not induced by the project constuction * activities. Other than the proposed realignments, 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 rip rapping, fibre mats, sodding, and/or replanting. General 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. The longitudinal drains are accommodated through out the project roads.

I LBILUSheladia XCES/ICT 6.5 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. Kerala State Transpoit Proiect Scotoml Enmironmcntal Assessment-ALtgust 2001

AW ~~Plate Plate 6.1 6.2

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Plate Plate

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Plate Plate - 6.7 6.8

i - Plate Plate ~~~~ ~~~~~ ~~6.9 6.10

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LBtIISheladiaICFSIICT Kerala State Transrt Proi e Secto2alEnvironmmta1 Assessment-Aupust 2001

!_l~~~~~~~~lt IP_at

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Plate Plate

Plate Plate

Plate Plate 6.14 6.15

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LBRISheladia/CES.'ICI Kerala State Transport Project Sectoral EnvironmentalAssessment- August 2001

Mitigation: Although not cost effective, retaining walls may be constructed in areas of paddy fields where the expected erosion rates would be high. The retaining walls are primarily to reduce the land take. Retaining walls and other appropriate structures will be constructed in the approach roads to all new bridges also.

6.2.5 Quarries and Crushers

Impacts; Many commercial quarries are found in almost all district of Kerala. The specific sources used for road making materials will depend upon the location of the link being upgraded. Rock materials will probably be obtained from commercial suppliers and hauled by road to the project road being upgraded as needed. Contractors may, however, selected to I use other supply options provided they arc cost effective and provide rock meeting the 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 5.2.6. No significant adverse impacts due to the use of these quarries are anticipated. Impact on Source of Sand: Refer Section 6.2.2 | Mitigation: Quarrying shall be carried out at approved and licensed quarries. If licensed quarries are not suitable contractors should select other supply options provided they are produced in an environmentally sound manner (Refer EMAP). The State Pollution Control I Board introduced new regulations No PCB/TI/17/80 dated 30/4/1998 on crushers to mitigate or minimise adverse impacts. Although the owners of crushers did not accept these regulations the contractor may need to check with the Pollution Control Board for the latest developments, as these regulations are subject to change. Quarry operations are outside the purview of the project proponent. It is, nonetheless, appropriate to give consideration to the environmental implications in the selection of quarry sources since poorly run operations create dust problems, contribute to noise pollution, often 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 are to be used for material sources. If licensed quarries arc not available the Contractors will be responsible for setting up dedicated crusher plants at approved sites. I Impact Mitigation for Sand source: Refer Section 6.2.2 6.2.6 Borrow Pits

Embankments and other requirements for fill will necessitate the use of borrow pits and may cause drainage and visual problems as well as presenting a potential for increased vector I activity (e.g., mosquitoes or water contamination). When water-filled, they also attract livestock to the roadway thereby slowing traffic flow and creating safety hazards. Borrow pits have been identified within a few Kilometres along both sides of the road. In most of the I cases the distance from the road to the borrow pit locations is expected to be 5-10 km. The dense network of roads will facilitate the material transport. The specific locations of borrow pits identified for potential development of the Project roads are provided by 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 are * followed. Mitigation: Borrow areas will be located outside the ROWs and restoration of the pits will follow the completion of works in compliance with the new Indian Roads Congress (IRC) specifications. Although locations of the borrow areas are negotiated between the Contractor and landowners, contractual arrangements for opening and use of material borrow pits for the

* LBII/ Sheladia/CESIICT 6.6 _I. KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

KSTP are required to adhere to the local laws. The opening of the borrow pits in the paddy field areas shall be strictly avoided except in the case of development for some community facilities such as creation of a new pond if required for the people. The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner is to be 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 re-vegetating the pits to the satisfaction of the Engineer. Additional borrow pits will not be opened without the restoration of those areas no longer in use.

6.3 WATER RESOURCES

6.3.1 Surface Water and Water Quality

Impacts: The construction will require an estimated 320 m3 of water per km. This will be completely met from surface water resources such as rivers, streams, canals, lakes and ponds. No adverse impacts upon surface water or water quality are anticipated. The proposed KSTP improvements to the drainage structures will facilitate the passage of greater flows 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 riprap or other material including planting to prevent soil erosion. Mitigation: The KSTP road upgrading will reduce erosion from the roadway and result in minor improvements in water quality (i.e. reduced silt loads). As a terrain of very high precipitation care has been taken in the design stage to provide side drainage in villages and towns. Improvements in side drainage will result in significant improvements in human health conditions in virtually every conimunity along the alignment by reducing human contact with pollutants and other 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 is not possible slope protection is required to be installed until embankment surfaces are stabilised. Care has been taken in the 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 roads. Co-ordination with local land use planning authorities are recommended to ensure that any future developments along the existing ROW in the vicinity of all sensitive areas are well planned. Provisions have been incorporated in the bid documents and the cost included in BOQ to ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. Based on the rainfall and drainage characteristics it can be explained that the Project roads that are East -West or near East west (Eg ldukki - Puliyanmala) orientation are more stable that those in the North -South or Near North south plan (SH-1). In other words it is possible to explain that the CD requirements for the latter are to be considerably higher than for the formner.This aspect was specifically raised at the scoping workshop (Chapter 9.0) and also during official level discussions.

3LBII/Sheladia /CES/ICT 6.7 Kerala State Transport Project Sectoral Environmental Assessment- Aueust 2001

6.3.2 Groundwater

Impacts: Since groundwater is the main source of drinking water no significant impacts to groundwater resources are anticipated as a result of the proposed actions in the Corridor. The | accidental chemical spills on the roads especially hazardous substances may require special mitigation measures. The Environrmental _Management Action Plan (EMAP) explains the handling of such accidental spills. The PWD Environmental Officer (EO) will be responsible for this work. Accidental spills reach groundwater sources very quickly because of the monsoon and the land gradient. No ground water will be required for any construction activities other than a very small quantity of drinking water at the construction and labour camps. A number of Wells and Water taps of Public supplies are located along the project roads. Wells will be replaced if located within the corridor 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. Many hand pumps (mostly bore wells and occasionally tube wells) are located along the available corridors. Mitigation: Other than drinking water needs of the construction camps no impacts upon groundwater resources or aquifer conditions are anticipated as a result of the proposed actions in the corridor. The affected wells/hand pumps and PWS within the proposed construction zones have been identified in the Environmental Strip Plan. There will be no net loss of water access points. In I 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 l clean water. All private wells and hand pumps will be provided as specified by the Resettlement Action Plan (RAP). In the Project corridor almost all public wells and hand pumps will have to be removed because of improvement in the available corridor width. All public water sources will be replaced as a part of Environmental Management Plan (EMP). This is included in the project Bill of Quantities (BOQ). The additional wells if required as a result of the rehabilitation, that are not included in the RAP will also be included as Environmental Costs. The Environmental Officer will be responsible for the implementation of this work.

6.3.3 Cross Drainage Structures

Impacts: Existing cross drainage structures will be widened/replaced as an integral part of the KSTP Project road upgrading. A number of new culverts are proposed as necessary, especially along realignments. Mitigation: Cross drainage structures will be replaced in accordance with the standards of the Indian Road Congress (IRC) pursuant to surveys carried out as per IRC SP35-1990.

6.4 AIR QUALITY

The base line section discussed the worst-case scenario of Air Pollution in Kerala i.e., the Pollution levels at Kochi, Thiruvananthapuram, Kottayam and Kozhikode. These are the most populated and industrialised urban pockets of the State. Compared to this worst case, the Air pollution during the operational stage would improve due to better road surfaces and alignments. However the project air quality mitigation strategy should take care of the high population density of Kerala and it is in many' cases difficult to locate sites for hot mix plants etc during construction. In such cases the siting should be at places of least population and

LB311,Sheladia iCES/T 6.8 3 KeralaState Transport Project SectoralEnvironmental Assessment- August 2001

the'people should be informed about the construction activities. This is very important, | especially during family functions (Marriages, festivals etc), which could be seriously affected and lead to antagonism in the local population. Air, water and noise pollution level monitoring is an integral part of the Project. The State I Pollution Control Board has taken up the work, which was completed in November 2000. The monitoring work of KSPCB at SH- 1-NH link at Kazhakuttam with the mobile equipment is shown in Plate 6.3. This produced an opportunity to establish benchmarks. Air quality issues are addressed in two phases: the construction phase and operational phases. Potential impacts and mitigation actions related to them (if any) are identified in each phase I as provided in sections 6.4.1 and 6.4.2. 6.4.1 Construction Phase 3 Impacts: The potential air quality impacts during the construction can be anticipated due to fugitive dust during the non-monsoon season around the construction activities and related facilities such as crushers and hot-mix plants. * Hot-mix plants will require careful siting particularly in relation to sensitive receptor areas (e.g., schools and hospitals). The extent of potential impacts during the construction period will vary according to the types of emission controls imposed, requirements to cover trucks transporting fill material, the types of pollution control devices used, and the degree of supervision exercised over the project. 1 6.4.2 Operational Phase 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. I The net air quality impacts during the operational phase of the KSTP Project are expected to be beneficial when measured against a base case that takes vehicle growth and related factors into account. Improvements in road surface condition and traffic capacity will alleviate local N 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 I inmprovements. No significant diversion of traffic from other roadways (except in the case Link 72) other than incidental local traffic is anticipated. In the case of Link 72 the traffic is expected to increase considerably. With improved vehicle performance on a better, and wider, road surface, the air pollution should be reduced. Paving and provision of adequate side drainage in rural areas will significantly reduce human exposure to air pollution, both | from vehicular emissions and roadside dust. No significant changes are anticipated in current emission characteristics due to fuel combustion (sulphur content of diesel fuel, lead, etc.) levels of engine maintenance, average I vehicle age, etc. Such changes as might occur are likely to have a beneficial impact. Grade changes within the Project Corridor are not significant and would have no adverse impact on vehicular emissions. Traffic composition (i.e., the types of vehicles in the traffic flow) will be ffI unaffected by the proposed improvements. The average speed of traffic can be expected to increase, thereby lessening air quality impacts. The majority of vehicles operate most

LBII/Shetadia /CES/ICT 6.9 Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

efficiently at constant cruising speeds rather than the "stop-and-go" patterns that are now occurring. Mitigation: The Box 6.1 provides a detailed account of Kerala Specific Air quality and 5 Recent Trends in Roads and Vehicles in India. Air quality issues are addressed in two phases: the construction phase and operational phases. Construction Phase: Ideally asphalt and hot-mix plants are required to be located at least I 500 metres (150m in the case of Kerala) from the nearest sensitive receptor (e.g., school, hospital). Operators are required to install emission controls. Blasting (if any) will be carried out using small charges, and dust generating items will be conveyed under cover. 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, which will be checked at regular intervals to ensure that they are effective. The best available pollution control technologies are required. i 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 I 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 J Particulate Matter-PM1O (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 perfornance due to improved vehicles will further reduce the over all air quality impact. The improved cars with less 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. In order to avoid large-scale dust generation, the Contractor should use lorry-mounted I vacuum cleaners to clean the road surface as against the manual labour using brooms. Operational Phase; As noted in the foregoing discussion of potential impacts, the net air quality impacts during the operational phase of the Project is 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 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, and wider, 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, both vehicular emissions and roadside dust.

LBlt/ Sheladia/CES/IC I 6.10 Kerala State Transport Project Sectoral Environmental Assessment- Aueust 2001

6.5 NOISE

Impacts: The project noise quality mitigation strategy should be cogniscant of the high population density of Kerala and it is in many cases difficult to locate places for Hot mix plants, WMM Plant etc. In such cases the siting should be at places of least population and the people should be informed about the construction activities. This is very important, as the family functions (Marriages, festivals etc) could be seriously affected leading to "conflicts" with the local population. It is unlikely that the present intolerable level of noise caused by the indiscriminate use of motor horns will be excluded by any construction activity. Potential noise impacts can be assessed in two phases: the construction phase and operational phases as provided in sections 6.5.1 and 6.5.2.

6.5.1 Construction-Related Noise Temporary impacts in the immediate vicinity of the KSTP Project Corridor will occur due to construction activities. The magnitude of impact will depend EXHIBIT6.1 upon the specific types of equipment TYPICALNOISE LEVELS to be used, the construction methods ASSOCIATEDWITH HIGHWAY employed and the scheduling of the CONSTRUCTION work. General conclusions can be ACIVITY NOISE LEVELS based on the types of construction work anticipated, the likely Grading & Clearing 84 equipment required and their Excavation 89 associated range of noise levels. The l construction activities will include Foundations 8S the scarifying of the existing road Erection 79 grading of the site and the Finisliilg 84 construction of structures and insng8 facilities.Exhibit 6.1, Typical Noise Notes:Measured as L, assuming70 dBA facilities. Exhibit 6.1, Typical Noise Ambient Noise Level. Levels Associated with Highway Construction, demonstrates the Source: U.S. Environmental Protection Azencv. 1971. relative noise levels of some road making operations. Exhibit 6.2, Typical Noise Levels of Principal Construction Equipment, provide representative noise levels associated with some construction activities. The discussion of impacts will be required to identify the extent to which noise resulting from the Project is anticipated to affect surrounding land users. The discussion should be clearly related to the presence of sensitive receptors (Schools, Hospitals, Courts etc) as discussed in Section 5.5. 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 dissipates quickly with distance. Potential construction related noise levels of 85-90 dBA at 50 feet (15 Metres) from the source would be reduced to less than 62 dBA 2,000 feet (610 metres) from the source. Excavation noise levels, for example, assuming bulldozer, loader and dump truck activity only, would yield a Leq of approximately 85 dBA at 50 feet. These noise levels would decrease by about three or four dBA with every doubling of distance and would be reduced to approximately 67 dBA at 800 feet (244 metres).

_LB1liSheladia iCESilCT 6.11 | Kerala State Transport Project Sectoral Environmental Assessment- August 2001

EXHIBIT 6-2 TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT (Noise Level in dBA at 50 Feet)

CLEARING STRUCTURE Bulldozer 80 CONSTRUCTION Front end loader 72-84 Crane 75-77 Jack hammer 81-98 Weldinggenerator 71-82 Crane with ball 75-87 Concretemixer 74-88 Concretepump 81-84 I EXCAVATION& EARTH Concretevibrator 76 MOVING Air compressor 74-87 Bulldozer 80 Pneumatictools 81-98 * Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cementand dump trucks 83-94 Dump truck 83-94 Front end loadcr 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 GRADINGAND COMPACTING LANDSCAPINGAND CGrader 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

In the highlands especially in the crystalline hard rock areas the noise associated with blasting may affect the wildlife in the sanctuaries and adjoining areas. This is the case of ldukki - Puliyanmala (now dropped from phase 1). Latest design (April 2001) i avoided blasting requirement by dropping all realignment proposals. Some minor blasting could be required along this section for the required widening to be effective. Mitigation actions: The discussion indicates the extent to which confining construction I activities to social working hours will mitigate noise impacts during the construction phase. Employing noise controlled construction equipment (Internationally standard equipments and machineries) as explained by the Environmental Management Action Plan (EMAP) will also X help to reduce the construction noise level. Measures to mitigate noise impacts during the construction phase may include the following provisions: | Source Controls, i.e., requirements that all exhaust systems will be maintained in good working order; properly designed engine enclosures and intake silencers will be employed; regular equipment maintenance will be undertaken. 0 Site Controls, i.e., requirements that stationary equipment will be placed as far away from sensitive receptors (i.e., stone crushers, mixers, etc.); disposal sites and haul routes will be selected to minimise noise impacts; and shielding mechanisms will be employed wherever possible. * Time and Activitv 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. * Incorporate social considerations and methods of handling any complaints should be | specified.

LBII/ Sheladia /CES,ICT 6.12 l

KeralaState TransporlProject SectoralEnvironmental Assessment- August 2001

Impact of blasting of rocks on the wildlife: There could be serious impact on wildlife. This effect was further confirrned from the Wild life warden and also from the Principal Chief Conservator of Forests (Ref: Appendix A 8.2 Official Level Consultation). In the latest design for Link 26 Idukki Puliyanmala Project road the I blasting requirement has been reduced to a minimum by avoiding all realignments from further consideration.

| 6.5.2 Operational Noise

Potential Sources. Potential sources of road noise during the operational phase of the 3 Project road 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 I 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 pavement contributes 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 quick braking and acceleration. Indiscriminate use of motor homs greatly exceeds any nuisance created by " "road noise". * Driver Behaviour. The drivers in Kerala in general contribute to road noise by the * abuse of vehicle horns, the playing of loud music, shouting and causing tyres to squeal as a result of sudden breaking or acceleration. Driver education should aim at the use of horns for potential emergencies only (Road safety Action Plan is part of the KSTP). * Construction and Maintenance. Road surface maintenance generally requires the use of heavy machinery, although these activities may be intermittent and localised, they contribute large amounts of sustained noise to the areas in which they occur. 3j Potential Impacts. Potential impacts to the following could occur: • Human Welfare. Although it may not be recognised, chronic exposure to noise can affect human welfare in varying degrees, both physiologically and psychologically. I Chronic noise exposure can be a source of annoyance, creating communication problems, leading to elevated stress levels, and associated behavioural and health effects. It can cause auditory fatigue, temporary and pernanent lessening of hearing I ability, sleep disorders and contribute to childhood learning problems. It is likely that improved road conditions will result in less congestion and together with improved education lead to a greatly reduced use of vehicle horns. This is regarded as the single most disturbing cause of noise nuisance. * Vibration. The vibration induced by the resonance of traffic noise can have a detrimental effect on structures and can be a particular concern in the case of cultural heritage sites or lightly constructed buildings not designedto withstand such vibrations. Mitigation: | Strict procedures for issuing and controlling driving licenses * Noise Pollution legislationshould be properly enforced . Road signboards indicatingno horn zones near Courts, Hospitals and Schools. I * Green noise barrier (Many rows of trees with small leaves planted like a wall) * Solid noise barrier ( A stone wall of eight feet height)

LBII' Sheladia/CES/CT I 6.13 KeralaState Transport Project Sectoral Environmental Assessment-August 2001

The Project has the provision for Noise barriers (design drawings will be provided to the contractor) near Schools, Courts and Hospitals. The Appendix -A 6.1 is the design and other details of the Noise barrier and other typical designs for environmental enhancement considered in the Project.

6.6 FLORA, FAUNA AND ECOSYSTEMS

6.6.1 Flora

Impacts: No rare, threatened or endangered plant species or habitats are known to be within the available corridor of the project roads. Plant species within the ROW are either introduced species or ubiquitous native varieties. The trees within the private properties are protected by the individuals by solid boundary walls (Plate 6.4), fencing etc. The Plate 6.4 shows the typical narrow wall on both sides protecting the private property commonly seen all over Kerala. The construction activities will impact upon vegetation adjacent to the existing highway. Biodiversity issues: There would not be any biodiversity problem as the private landowners usually plant the same useful plants, trees (Coconut, Mango, and other fruit bearing trees) Plantain etc and herbs (refer section 5.9.3 paragraph-3 on house gardens), which they lose during the road improvement. These plants will usually be replanted (Compensatory planting) elsewhere in the remaining property itself or where ever they resettle as this is an integral part of the social life. The project roads that are located close to ecologically sensitive areas have been further studied in detail to evolve simple and cost effective mitigation measures. These roads are: The roads in Phase 2 are * Punalur-Thodupuzha * Kasargode-Kanhangad * Pilathara -Pappinissery * Idukki - Puliyanmala (phase 2 buffer) The Idukki-Puliyanmala (refer Box 5.3 of Chapter 5.0) and Punalur- Thodupuzha roads are sensitive due to the proximity to sanctuary and forest reserves while the two other roads in Phase 2 are sensitive due to its location in the CRZ area. While formulating the species selection for replanting, the compensatory replanting will address the biodiversity factor. The compensatory tree planting will be mostly along the abandoned sections of the realignments or in the available Puramboke land. The implementation of the Kerala State Transport Project provides for substantial realignments resulting in the formation of many small 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 human intervention. Because of this it is referred to as 'OXBOW LAND' to show that this is an inevitable result of road improvement projects in Kerala. An 'oxbow land' formed after PWD realignment along Link-I Taikkod-Kottarakkara is seen in Plate 6.5. In this Plate, the car parking is at the entry point to the oxbow land. A typical case of tree planting and parking space is shown in Exhibit 6.3. The length of these OXBOW LANDS varies from fifty metres to a few Kilometres. The width is variable from 10 to 50 m. The Appendix A.6. 1 is the typical design drawings.

I LLBII/Sheladia /CES/IC I 6.14 TREE

DESIGN PROTOTYPE BY CONSULTANTS (KERALA STATE HIGHWAYS PROJECT) - 0 (NOTE:- WIOUTr ACCESS CONMOL)

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Lii III t SECTION X-X

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PL ANTING / -SHRUB PLANTING SHRUB PLANTING PLANTING AREA | A;G|AREA 00r PAR NG EXHIBIT 6.3: RURAL "OXBOW LAND" AS COMMUNITY SPACE Kerala State Transport Proiect Sectoral Environmental Assessment- August 2001

Mitigation: * The public trees within the available corridor of impact will be replaced at a ratio of 1:2 along the 'OXBOW LANDS' (For every tree removed two trees will be planted). Since the available corridors are too narrow, the planting of new trees will be along the abandoned sections of the realignments and other puramboke land. The species mostly indigenous, recommended for replanting are described in section 6.6.5. The abandoned sections of the realigned roads may revert to local government. * The private tree owners will be suitably compensated according the Resettlement Action Plan. In addition to this project will plant twice the number of plants that will be removed from the private properties as a compensation strategy. Details with regard to potential public trees along the highways are provided in Item 6.6.5. In Kerala, the cost of the property is always valued together with Trees and other vegetation exist at the time of evaluation hence there will not be any separate provision to compensate private trees. * The project tree planting strategy has considered private trees also for compensatory I tree planting. 6.6.2 Fauna

No rare, threatened or endangered wildlife species or habitats for such species are known to be within the immediate potentially impacted area except in the case of three phase 2 roads, 3 which are located close to ecologically sensitive areas. This assessment has been made with due consideration given to potential direct impacts to i wildlife under the following headings: * Habitat Loss. Improvements within the KSTP Project Corridors will occur within the existing ROW or previously disturbed areas with no loss of habitat. Realignments are located only in areas previously disturbed by agriculture or other uses. Borrow pits and quarries used for the purpose of the improvements will be restricted to licensed areas. Except for the ecologically sensitive project road the reserved forest patches 3 within the COI are located away from the existing corridor. The Improvement considerations already proposed for the ecologically sensitive project roads will be subject to the MOEF clearance when all mitigating actions will be addressed. 3 * Aquatic Habitat Damage. Road development may have serious and far-reaching impacts on aquatic ecosystems. Erosion can lead to downstream silting, thus ruining spawning grounds for fish. Construction at crossings can change the current affecting I some species. In this instance, the fact that the road already exists and crosses monsoon fed perennial streams should not introduce any new situation of impact to the project area. The phase 2 buffer project road Idukki - Puliyanmala in particular is * located close to the Idukki reservoir, part of the Idukki Sanctuary. The various construction activities including the blasting required along this corridor could lead I to downstream silting in the Idukki reservoir, which is part of the Sanctuary. * Forest reserves: (Refer 6.6.3) Consideration has also been given to potential indirect wildlife impacts under the I following headings: * Accessibility. Penetration of previously inaccessible areas and upgrading of existing roads generally facilitates an increase in the number of people having access and is accompanied by an increase in the likelihood of adverse impacts. In this instance, the

LBII/Sheladia /CES/ICT 6.15 | Kerala State Transport Project Sectoral Environmental Assessment- August 2001

road already exists and although movement along it will be improved, the proposed I upgrading will not result in any significant increase in accessibility. * Ecological Dis-equilibrium. The importation of new plant and animal species along 3 a ROW can upset the dynamic balance in the ecosystem. Native species face competition for resources from new arrivals. Predator-prey relationships can be altered, often to the detriment of the native species. In this instance, the fact that the 3 road already exists minimises any potential for creating any ecological imbalance. * Contamination. The increased presence of motor vehicles introduces a potential for contamination of the soil, air and water adjacent to the road. In this instance, the road already exists and no significant increase in the number of motor vehicles is anticipated as a result of the proposed Project. 1 6.6.3 Reserved Forests in the study area Impacts: The small forest reserves within the COI of many corridors have no wildlife of particular significance. These forest reserves are mostly of small (of the order of 1-2 sq.km area) plantations of cashew, rubber, eucalyptus etc. Since most of the these small patches are mono-crop plantations this will not lead to any biodiversity issues even if it is within the area | of land acquisition for road improvement. If ecologically sensitive areas were located within the seven-kilometre impact zone there could be some impact. These aspects have been investigated during the project preparation and need approvals from the State and Central Government (Refer section 6.6.1 for the ecologically sensitive roads). 3 Mitigation: The natural forests and sanctuaries in the respective project roads will be subjected to detailed investigation within the vicinity and will be subjected to detailed Environmental Impact Assessment (EIA) studies. For Phase 1, this study is more or less l completed. In the case of Link 26 Idukki -Puliyanmala (phase 2 buffer) as a mitigation measure, the project has dropped all realignments and the designed Kattappana bypass option is being reviewed. There will not be any blasting except some small-scale un avoidable requirements. The project will not affect any forestland and hence no forest application and clearance is required. Further all concerned officials including the Chief Wildlife Warden of the State and the wild life warden of the Sanctuary were consulted. Recently joint site verification exercise was also completed by the PWD and the Forest Department (refcr Chapter on Consultation). | 6.6.4 Social Forestry and Plantations

Impacts: No impacts upon social forestry are anticipated. The trees planted within the project I roads are very old and are not planted under social forestry schemes. The land take from plantation areas will lead to the removal of many trees. This would not result in any major impact. The trees and the land to be acquired will be subject to compensation in accordance I with the RAP. Mitigation: None required 3 6.6.5 Tree Plantation in the ROW Impacts: The issue of tree removal is one of particular importance to any road project. Trees 3 provide shade for travellers in an otherwise hot and humid country and planting has an 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 Forest

LBII/ Sheladia /CES!ICT 6.16 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Department indicated that the trees along this road are naturally grown trees and the State | PWD usually numbers them. The State Forest Department must approve their removal and they must be replaced by planting at least twice the number removed. Any use of Forest Reserve areas requires Forestry Department and Central Government clearance and will be I subject to compensation according to GOI policy. The project improvements will require the removal of an average 1-2 trees per kilometre | located within the available corridor. Mitigation: The Species that are found to be good in absorbing dust and other suspended particles from the atmosphere are devadaru, peepal, kanikonna, teak, gulmohar, mango, tamarind and banyan tree (Mathrubhoomi, 28 May 2000). These plants also absorb poisonous metals like Lead, Cadmium, Arsenic and Aluminium from the Air (Refer Exhibit 6.4 and 6.5).

EXHIBIT 6.4 THE COMMON AVENUE TREESTITO BE PLANTED WITHIN THE PURAMBOKELAND AND 'OXBOW LANDS' SL NO MAINSPECIES SCIENTIFICNAME I I Arayal or the Peepul Ficus religosa 2 Plavu or Jackfruit tree A-Integrifolia 3 Anjili or Ayani Artocarpus hirsuta I _____4 Naval or Jamun Svzigium Jambolana 5 Peral or Almaram F.bengalensis 6 Pulirnaram or Tamarind Tamarindus indica 7 Chilanthi or Puvarasu Thespesia populina I ____8 Vaka Albizzea lebeck 9 Maruthu Lagerstroemia indica 10 OrakkanmThungi Maram or The Rair tree Enterolobium saman 11 Veppu AZadarichta indica (Source:Gazetteer of India,, and Kerala, 1975)

6.6.6 Private owned trees

Impacts: Throughout the road length there are trees in private ownership. Any widening will lead to the removal of a few trees. In the Highlands there are continuous tea and coffee plantations. Plate 6.6 shows a typical section bordered by tea plantations on both sides.

Mitigation: Those trees, which are required to be removed for the purpose of this project, I will be subject to compensation where applicable. The Projects tree planting strategy encourages the people immediately adjacent to the road to plant high canopy trees like mango, tamarind, jack fruit etc. (Appendix A 6.2- Landscaping, tree planting, environmental * enhancement plan. Moreover the lost trees usually. are very useful plants, trees and herbs. The rehabilitated or affected people will immediately replant these trees, as they are an * integral part of their life. In addition to the compensation, private trees will be planted at a rate of 2 to 1. 3 6.7 CULTURAL RESOURCES Impacts: Potential impacts to cultural heritage sites include: I Damage caused by road construction, related works such as quarries and borrow pits, and unregulated access to cultural heritage sites. Provisions to avoid such damage are 3 incorporated in the Project contract documents.

Tt Gazetteers of India, Kerala Kottayam district 1975

I LBII/ Sheladia/CESIICT 6 17 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Positive impacts could occur on the amenity value arising from improved access to and signing of sites recognised for their cultural value. The Phase 1 road improvement will impact 38 cultural properties as listed in Chapter 5, Exhibit 5.38. Only seven shrines will be completely affected (100 %) and need to be I relocated as per the Cultural property rehabilitation plan. The structures that will be affected include Hindu 12, Christian 17 and Muslim 9 Cultural Properties. Most of these are Hyundai 3 (money collection boxes of cultural properties of all religions.)

EXHIBIT 6.5 SHRUBS TO BE PLANTED WITHIN THE PJRAMBOKE LAND AND 'OXBOW LANDS'

SL NO SCIENTIFIC NAME OF SHRUBS I Aervajavanica 2 Aerva pseudotomentosa 3 Cassia auriculata 4 1 Clerodendron phloemoides 5 |Crotolariaburhia 6 Capparis aphylla 7 | Calotropis procera 8 Calligonum polvgonoides 9 Euphoria bivula 10 Grewia tenex 11 Indigifera argentina 12 Laptadenia pyrotechniea I Mitigation: AlternatIv 13 /Zizehusspp. Mitigation: Alterative alignments and bypasses were fully considered as a means of avoiding adverse environmental impacts to cultural facilities. A Cultural Property Rehabilitation Policy has been developed exclusively for the Kerala State Transport Project I to address all cultural property related issues including those affected by the proposed road improvements. The policy has set guidelines to resolve the various issues arising out of the religious properties. Environmental Strip mapping has facilitated avoidance of direct impacts upon most cultural resources. 6.8 GENERAL ECONOMIC ENVIRONMENT * 6.8.1 Impacts on Communities and Their Economic Activities Impacts: This section focuses on the potentially affected communities as economic and I 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 Subsection 6.9.1 (Land Acquisition and Resettlement) and the subsections which U follow. Potential impacts to be considered under the heading of Communities and their Economic Activities include: Split Communities. Altemative routes for local movements and/or road crossing and * access restrictions sometimes result in longer joumeys, 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 State Highway lessens any potential for significant additional impacts of this type. Minor realignments have avoided impacts of this type as far as possible.

_LBIIShcladia iCES/ICT 6.18 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

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. The impacts to the individual businesses are discussed as part of the Project Resettlement Action Plan. Such businesses are likely to relocate in the X same community and impacts to communities, per se, are likely to be slight. The improved facilities for pedestrians are likely to result in considerable benefits to the public road users and businesses alike. * * Impacts on Realigned (bypassed) Communities. Road realignments to bypass problem areas such as those incorporated in the KSTP will have the positive benefit of reducing the immediate impact of the traffic on the community and local commercial activities I, should flourish as a result. The KSTP project roads are very winding and accident-prone. On the negative side, however, some communities may suffer a loss of business from the diversion of traffic. Migration to the new route may occur, potentially changing land use pattems. Impacts of this nature as a result of the Project road improvements are unlikely. Voluntary relocation and development along revised routes should be carefully | controlled. * Impacts on Current Modes of Transport. Experience with other road projects indicates that measures which impede road crossings, control bus stops, restrict parking of I informal public transport vehicles may reduce the attractiveness of current transport modes. No impacts of this type are anticipated in this instance. The KSTP on the other hand proposes bus lay-bys and parking areas off the main carriageway built into the design when ever possible so that this will not impede the free flow of traffic. v Impacts on Tourism and Pilgrimage Locations. The Project road can be expected to have a predominantly positive impact on the tourism potential of the areas served by the proposed roadways. The project road improvements are likely to enhance accessibility to tourist features as well as improving road safety; hence it has a very a positive impact. I * 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 I 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 likely in the KSTP especially along new alignments like bypasses, realignments and Link Roads (Link 72). Mitigation: Potential community impacts related to economic growth are closely related to land acquisition, aesthetic and landscape considerations, noise, air quality, etc. Other than the mitigation noted in these areas, no further actions are warranted.

6.8.2 Employment Patterns I Impacts: No significant changes to area employment pattems are anticipated. The project road improvements will, however, increase the economic efficiency and attractiveness for investment in the areas. It will be possible to move goods to market and finished products more economically and enhance the employment potential in the area. The short-term contract activities should provide some local employment opportunities and improved maintenance services on the capital investment should also create long-term employment for routine maintenance contractors. The lengths person 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.

I LBI1/Sheladia TESACT 6.19 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Mitigation: Potential community impacts related to employment patterns and opportunities | are closely related to impacts related to land acquisition, aesthetic and landscape considerations, noise, air quality, etc. Other than the mitigation noted in these areas, no further actions are warranted.

6.8.3 Industrial Scenario Impacts: Project road improvements will enhance the likelihood of attaining the industrial I development goals for the area. The high density of population usually conflicts with industrial growth as the latter causes air, water and noise pollution. Some of such active community conflicts include * Mavoor Gwalior Rayons at Kozhikode (Air and Water Pollution), * Titanium Products Limited (Water pollution) and very recently in I * Adur town in - recently an industry producing bone meal (Air pollution) was burnt to ashes by the local population after prolonged conflicts with the industry. * Bio-fertiliser factory at Vilappilshala in Thiruvanathapuram District (Air and Water pollution) Labour problems and the pollution are the main factors impeding Industrial development in Kerala. Mitigation: Potential community impacts related to industrial scenarios are closely I associated with impacts 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. 6.9 GENERAL SOCIAL ENVIRONMENT 6.9.1 Land Acquisition and Resettlement IImpacts:A Resettlement Action Plan (RAP) has been prepared and based on definitive surveys of the area documents the potential impacts due to land acquisition and resettlement. The RAP is incorporated herein by reference. As a part of the detailed design, the Resettlement Action Plan (RAP) has been prepared. The details of social impacts, issues and mitigation plan are provided in chapter 7. Mitigation: The Resettlement Action Plan (RAP) and the Social Impact Assessment and planning have avoided all negative impacts to the extent possible for the selected road design. The final design decision has avoided all major social impacts. Actions to mitigate potentially adverse impacts to realignment / bypassed communities due to the fact that the abandoned ROW may revert to Local Government shall be undertaken as specified by the Environmental Management Plan, Chapter 10.0. A number of environmental designs have been prepared for these sections for development; Cost for the improvement is also prepared and included in the Bill of Quantities (BOQ). There must not be any access problems due to the management of realigned sections.

6.9.2 Indigenous Peoples

Impacts: No indigenous people have been identified in the project corridor.

Mitigation: Mitigation related to land acquisition and resettlement will be undertaken as I specified by the Resettlement Action Plan (RAP) and the Environmental Management Plan, Chapter 10.0.

LBII/ Sheladia /CESYICT 6.20 Kerala State Transport Proiect Sectoral Environmental Assessment- Aueust 2001

6.10 HUMAN HEALTH AND SAFETY

Impacts: No significant negative human health impacts are anticipated due to: • Increased Potential for Transmission of diseases. It is recognised that the I transmission of diseases along previously undeveloped corridors has been identified as a major unplanned environmental consequence of road developments in Africa and elsewhere. In this instance, the proposed improvements will occur within an existing I 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 and the water supply and wastewater disposal associated with them during the construction period. This will ensure that the potential for adverse impacts are avoided. Appropriate provisions have been incorporated in the contract documents as outlined in Chapter 10.0. * Air Pollution. Increased air pollution during the construction stage will occur but I will be avoided as far as possible by the provisions incorporated in the bid documents and described in detail in Chapter 10.0. Qualitative assessments of the operational phase suggest that projected ambient air pollution with the proposed road improvements is likely to be less than a base case that takes population and economic growth into account. There are two areas of potential air quality "black spots". The Mavoor and Vazhakkad region of is an established black spot due I to the emissions from Grasim industries at Mavoor (The Hindu Survey of The Environment, 1999) and the Industrial belts of Kochi are also frequently in the news. * Noise Levels. Assessments also suggest that projected ambient noise levels with the proposed road improvements are likely to be less than the "no action" alternative due to reduced traffic congestion. The urban and semi-urban pockets of the entire corridor are already noise impacted. The project noise monitoring was carried out in the typical sensitive areas. This is to establish certain bench marks. Improvements to the roadway and traffic flow will help to alleviate the situation. Road Safety Impacts: The safety considerations may include the increased risk of road accidents and the severity of such accidents 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 Environmental Strip Maps and the link specific environmental sheets. These assist the incorporation of appropriate safety features into the project. A number of accident black spots65 are also identified in the Environmental strip I plan (Link 70, Link 1 and Link 6). A number of realignment and bypass candidates have been included in the project. This will avoid the highly congested town areas and straightens acute curves. The prevailing environmental issues, which are also road safety issues are discussed below: The State Governrnent recently introduced the Kerala Highway Protection Act, 1999 that is largely aimed at the protection of the ROW from encroachment etc. The following aspects basically the keeping of as much space as possible for pedestrians and traffic by design and, which do not require large investments.

6.5 NATPAC, 1999

IBIl/ Sheladlia /CESICT 6.21 l U Kerala State Transport Project Sectoral Environmental Assessment- August 2001

7 2 Lack Of Parking Spaces For Auto Rickshaws - And Jeeps In small towns and cities separate well-defined disciplined parking spaces for auto nrckshaw, jeeps, and lorries are not available of the highway (Plate 6.7 and 6.8). This creates a conflicting situation with through traffic, local traffic and pedestrians, which result in congestion and accidents. In the SH-I Project road those areas are clearly marked on the Strip Plan. Mitigation Action required: There should be space provided for parking off the roads without interfering with the smooth Auto-flow of traffic. In Kerala, almost in all rural areas the populace is heavily dependant on rickshaws and jeep services. The Highway Authority I 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. In spite of this the project has provided I parkingareas in most congestedareas. Lack Of Sufficient Space For Bus Stops and (Bus Lay-Bys) | The prevailing road conditions and location of Bus stops are affecting the smooth flow of traffic (Plate 6.9), often traffic congestion is due to a bus setting down or taking up passengers and drivers choose not to pull off the main traffic stream due to the difficulty of m re-entry. Mitigation Action required: 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 I numbers of school children are safe. The Pedestrians using the bus stops should be safe from both approaches. In this project there is an inbuilt (included in the design) provision for Bus stops as shown in Exhibit 6.6. 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. Dumping And Storing Of Road Construction Materials Road corridors are often used to dump road construction materials prior to resurfacing (Plate 6.10 and 11), a very dangerous practice seen all over Kerala. This practice will cease as machine surfacing is introduced throughout the State. Engineers must be far more vigorous in protecting the rights of the road users. Unplanned, Illegal Digging on Roadsides These are regular occurrences in Kerala. The entire State population suffers from these activities (Plate 6.12), which are often perpetrated by the Statutory Utilities as well as I Municipal Authorities. Electricity cable rolls, pipefittings and rubbish dumping are the main problems causing obstruction. |Mitigation Action required: The State PWD is responsible for the Right of Way (ROW) of all main roads in Kerala. Any activity by any other department, on the road Right of Way shall be seen as illegal unless carried out with the permission of 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 managing any road network with police participation. | This should start from the very early stage of any project proposal e.g. an internationally funded water supply project which requires considerable digging for laying of pipes all information on such projects shall be collected with care and cooperation of all departments

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

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TYPICALLAYOUT OF PARTIALBUS BAY IN URBANAREA l

Kerala State Transport Project Sectoral Environmental Assessment- August 2001

concerned. This type of planning and implementation can save a considerable amount of money, save a number of people from accidents, and reduce inconvenience to the public. Vehicle Overloading Vehicle overloading (Plate 6.13) 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 this problem. Not only is driver freedom of movement reduced but also of course the reduced braking capacity and man over ability of the vehicle contributes to the likelihood of an accident. When such accidents occur they are usually more serious due to the sheer number of people involved. Partly covered/unevenly 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 death traps for pedestrians (The Indian Express 19/10/99). There are open drains, partly covered drains, and unevenly covered drains (Plate 6.14 and 6.15). All of these are very dangerous for pedestrians. Unwary pedestrians falling into open ditches, inflicting serious injuries to their limbs is a common occurrence in the city (Press). Mitigation Action required: A formal disciplined system of drainage improvement needs to be developed to permanently cover the drains so that these drains will become safe footpaths at least in all urban and semi urban areas. The Highway Authority needs to fund the operation and improve Engineer awareness. Inadequate Embankment Height In Flooding Areas Being an area of high rainfall, some roads become partly flooded during the monsoon season sometimes for hours (Plate 6.16). This can cause accidents and traffic delays. Mitigation Action required: The Highway Authority should have some signing programme to warn of flood sections of all roads in their respective divisions. In all flood prone sections the road should be raised to the extent that such flooding shall not affect the smooth flow of traffic during monsoon seasons. Borrow pits opened for this purpose must be controlled with proper licensing/ approvals/ agreements etc. Encroachments Of Various Types The legal Right of Way of almost all roads is not available to the road users. It is observed that there is considerable encroachment along the road corridors. Mitigation Action required: The recently introduced Highway Protection Act 1999 is a positive step in this direction. 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 provision for pedestrians due to various factors cannot afford to accommodate encroachers. 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. Mitigation Action required: Parking of vehicles on both sides (Plate 6.17) should not be allowed at any given 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 the

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Kerala State TransportProject Sectoral EnvironmentalAssessment- August 2001

parking area could be only on the west side from 08.30 hrs to 21.30 Hrs. The new building shall not be allowed close to the road corridor. The licensing of the new building should maker sure adequate parking facilities especially in Urban and Semi urban areas. 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 wildlife. In non-forest areas also wildlife 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 issue in Kerala (Exhibit 6.7 and Plate 6.18). 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. Unlike other states, Kerala has a very high 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 I 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). Mitigation Action required: For road safety purposes, it is necessary to remove some trees along the corridor width to assist the free flow of traffic and improve safety and visibility. Road frontagers must also be required to trim overhanging growth to prevent the obstruction of roads and footpaths. EXIBIT6.7 GOVERNMENTWARNING ON SENSITIVE LAND USE

THIRUVANTHAPURAM, SEPT18, 2000. The Government today clarified that the use of paddy fields for other purposes was an offence under the land Utilisation order of 1967. There was provision for taking legal action against the landowner if he filled the paddy fields or left it fallow. Stringer action would be taken against farmers and the agricultural officers concerned if the former filled paddy field without prior permission. The Government also had the authority to auction paddy fields without prior permission. The government also had the authority to auction paddy fields left fallow to those interested in cultivating paddy there. The government has asked the Agricultural officers to find out the Survey number, area and name of the Owner of fields left fallow from the village officers and pass the information on to the Principal Agricultural l Officer.

Source: The Hindiu, 19 September 2000 3 Utilities The narrow corridors accommodate utilities such as electricity posts, telephone line and telephone cables, water pipes etc. As described Illegal/negligent digging of roadsides is very common in Kerala. "Illegal" applies to those cases, which did not have permission from the lIA 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 condition 5 or observe safe practice during the conduct of the work. This kind of irresponsible digging leads to accidents and loss of life because of non-compliance with sensible safety precautions. l

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| Kerala State Transpon Promject Sectoral Environmental Assessment- August 2001

Mitigation Action required: 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 3 the cost of reinstatement or installation of safety aids from the perpetrators. Effects Of Monsoon On Accidents Accidents are also caused due to Monsoon Precipitation. Reportedly the incidence of I accidents is much higher during the monsoon season. The following problems have been reported 1. Skidding of vehicles I 2. Speeding Of Vehicles just before a downpour to reach destination more quickly 3. Risk taking pedestrians just before a heavy rainfall. 4. Landslides 5. Mud fall And Rock Fall from the hills 6. Erosion 7. Collapse Of Structures and trees Mitigation Action required Engineering designs with suitable signing and pedestrian facilities can assist in avoiding many dangers. | Numerous Road Intersections: The high density of the road network creates numerous road intersections. It is a common practice for drivers to enter onto a main road at high speed without any regard for any other road users causing accidents or great danger to pedestrians I and others. Mitigation Action required: 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. 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 modern road design standards is not appropriate without major I reforms to introduce responsible traffic management and driver behaviour. Mitigation Action required: 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. Disposal Of Solid Wastes/Nlunicipal Wastes In Market Areas The dumping of solid waste on the roadsides meant for pedestrians, and slow moving vehicles is a common occurrence 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. I Mitigation Action required: The State Government should encourage the local Municipal Authorities to acquire additional separate land for solid waste disposal and adopt a revised system of collection and disposal. In the short-term liaison with the HA to control the placing of skips to more appropriate sites would be beneficial. Temporary Fish, Vegetable Market and Automobile workshops | It is commonly seen in Kerala to have Fish and vegetable markets actually on the ROW (Vehicles and pedestrian). Automobile workshops often encroach onto the ROW inhibiting the free flow of traffic and pedestrians. (The Hindu, March 13, 2000)

LBI1/ Sheladia /CES/ICT 6 25 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Mitigation Action required: This cannot be allowed to continue for safety reasons. The Local Authorities should provide 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. Speed Limits In Urban Areas Although there are declared speed limits in most of the urban areas these are rarely observed by drivers or enforced by police. Mitigation Action required: The project carried out a Road safety Audit for the Phase I and Phase 2 Design. A Road safety Action Plan has been prepared. A summary of the recommendations is given in the Box 5.4 of Chapter 5. Strict control and enforcement of speed limits in urban areas. Speed limits of 40 km/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 Court action. The use of speed bumps in restricted areas may be considered. Pedestrian safety: Highway safety must be considered as a paramount concern. All through Kerala, pedestrian safety is ignored resulting in high accident rates involving pedestrians. School children are common victims of accidents 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 various aspects of safe driving. Driving licences should only be issued after passing a more demanding test and (including simple eyesight test taken from drivers with a poor record by the Courts. The capital investment anticipated 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. 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. Road Safety During Construction: This is a requirement during construction. The Contractor should maintain the traffic flow by providing diversions and all other standard signage. This aspect was also covered in the Road safety Studies carried out. The road safety manual prepared for MOST by the Traffic Research Laboratory is also a guiding reference for Construction safety requirements. 6.11 LANDUSE Impacts: Potential land use impacts are discussed under three sub-headings: Construction- Related Land Use Impacts, Regional Land Use Patterns, and Impacts to land use Parks and Sanctuaries. The loss of paddy fields areas has been considered as a very sensitive issue. Mitigation: Mitigation actions related to land use impacts are discussed under three sub- headings: Construction-Related Land Use Impacts, Regional Land Use Patterns, and Impacts to Parks and Sanctuaries. 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 such as: a Unauthorised tree felling to obtain fuel even when alternative fuel is made available, b Poaching of animals and birds of the locality in spite of prohibition,

LBII/ Sheladia /CES/ICT 6.26 l

Kerala State Transport Project Sectoral Environmental Assessmcnt- August 2001

I Poor sanitation arrangements and improper methods used for disposal of solid wastes and effluent, * Indigenous people invasion by migrant construction labour-force, due to lack of familiarity and discipline in a new environment. X * Transmission of communicable diseases to the local people by the construction workers due to inappropriate discipline and health monitoring facilities, and

I Mitigation: Construction contracts for the project activities 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.

6.11.2 Potential Impacts upon Regional Land Use Patterns The total land take for the Phase I KSTP project roads is estimated to be 59.08 (as on June 2001) Ha including the bypassed and realigned section. These estimates include both public and private lands. The total land requirement for bypasses alone has been estimated as 8.37 Ha. The Perumbavoor bypass considered earlier have been dropped from further consideration in July 200.

Although localised land use changes will occur, no significant changes to the existing I regional land use pattems are expected as a result of upgrading the existing highway. The localised changes are likely to be significant in the vicinity of the bypasses. The details for the following bypasses are available.

Kattapana bypass: The corresponding Link No. 26 has dropped from phase 1. Length 4.426 km, land required for bypass is 9.94 Ha. Due to the potential impacts a new alignment (Partially) is being considered for the bypass after a recent visit to the Kattappana town in June 2001(Ref: Consultation). I Perumbavoor bypass: This bypass has been dropped from further consideration due to the potential enviromnental and social impacts after a field visit and Consultation. Length 4.6 km, Total land required is 6.855 Ha, Paddy field 2.705 ha, Built up area 1.575 Ha), other Agricultural area 0.930 Ha, Water bodies 0.085 ha, open area 0.525 Ha, Jungle area 0.570 Ha. I The land required for Phase- 2 bypasses is to be determined after detailed surveys of longer- term location works. I Local market activities along the roadway may also be displaced. The majority of the land is devoted to urban/commercial activities and agricultural production. These land use impacts, however, are localised and are unlikely to change the regional land use patterns.

The highway upgrading will facilitate better economic conditions for local residents who are able to transport their goods and produce to and from markets more efficiently 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 3 industrial zones, strip developments or other commercial endeavours that might result in substantial changes in the demography of the region.

3LBIU/Sheladia /CESIICT 6.27 Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

Mitigation: 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 pattems are warranted. 1 6.11.3 Impacts to Parks and Sanctuaries The Project roads may require the transfer of forestland only in the case of XI* Punalur -Thodupuzha Project road of Phase 2 The Project road Idukki-Puliyanmala included in Phase 1 is located close to the Idukki sanctuary. The recently held joint site verification with Forest officials had confirmed that no forestland would be required during the road widening and improvement. The effect of rock blasting and associated noise and air pollution on the Fauna is minimum due to the changed 3 design considerations. Mitigation: Mitigation actions related to this issue are required for the construction and operation of the project. The mitigation actions will be studied further during the detailed investigations for the preparation of the Environmental Impact Assessment. The processes have been completed for the Phase 1. This will be taken up for Phase 2 very shortly. 1 6.12 TRANSPORT NETWORKS The primary impact of the KSTP will be to improve the performnanceof the transport sector and greatly improve the flow of traffic, goods, and people. The project is also expected to benefit the economic growth of Kerala substantially by way of Tourism, Industries etc. No significant adverse impacts to the area's transport systems are anticipated. The Economic Internal Rate of Return (EIRR) is the basis by which the High priority roads were selected for implementation. A 13% Internal Rate of Return is the lowest selected rate. I The Net Present Value (NPV) incorporates the total benefits discounted to the base Year. The minimum NPV/ cost ratio considered for the selection criteria is 1. Economic internal rate of return (EIRR) is a criterion used for economic evaluation of projects such as the KSTP and is I 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 calculations depend on estimated costs net of taxes, duties and royalties. The economic benefits that are normally considered in evaluating EIRR are:

* Savings in vehicle operating costs; I X Time savings for passengers and goods; and * Savings in road maintenance cost. | The EIRR depends on various factors including:

a Traffic volumes; * Road geometry * Roughness values that indicate the state of the road surface * Presence or lack of shoulders that can carry traffic; and * Side friction and percentage of slow traffic. Anticipated improvements in these variables after upgrading of the highway are used in the calculation of the economic benefits.

LBIIISheladia /CES/ICT 6.28 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

6.12.1 Phase I -Design Alternative Efforts and Project Specific Mitigation

The mitigation efforts that have been incorporated into the designs focused around minimising the need for resettlement and implementing safety measures. Safety issues have I been addressed in all urban and rural areas. Accident-prone areas are identified as part of engineering design and wherever feasible all possible corrective measures like realignments, culverts, bridges, signing, bus lay-bys etc. were selected as appropriate. As part of the detailed engineering studies 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 footpaths as well as being recommended for the imposition of speed limits.

6.12.2 Sectoral Environmental Issues and Impacts

Based on the analysis of the proposed KSTP action, its impacts and the mitigation that may be required to minimise or nullify the effects have been discussed in detail in the baseline and the Impact chapter. However a proper tool is required to summarise the various aspects of the above analysis. With this objective in mind all environmental aspects and issues have been critically examined to arrive at the 'Sensitive and Critical Sectoral Environmental issues'. Many environmental aspects were dropped for the reasons mentioned as follows: With 600 Km road length as the 'Universe' each environmental factor is considered for selection of 'Sensitive and Critical Sectoral Environmental issues'. If the impact characteristics are uniform for all priority roads irrespective of positive or negative impact then that particular environmental factor is not considered for evaluation. For example, road I sector development in general boosts the State tourism and the development of State tourism cannot be carried out by the improvement of a particular road. The Environmental aspects like Erosion, Temperature, Rainfall, Wind, Humidity, Geology, I Earthquakes, Soils, Water resources (groundwater and surface water), Water quality, Flooding, Air quality, Noise, Archacology and Cultural Resources and Festivals, Agriculture (except paddy fields), Minerals, Industries, Education, Tourism, Public services, Irrigation and Transport have been critically examined and found more or less similar Sectoral characteristics and hence were dropped from the Sectoral Environmental Impact Assessment Matrix. If necessary a detailed study of these issues will be undertaken during the Comprehensive Environmental Impact Assessment. The various environmental aspects considered and their weightings are given in Exhibit 6.8. The assigned weightings are 0,1,2 and 3 with Zero being no impact and 3 being highest impact. The Sectoral Environmental Impact Matrix developed is shown in Exhibit 6.9. 3 6.12.3 Verification of Results obtained The matrix presents a visual reference for the possible impacts due to the proposed improvements. The matrix presents the least impact for Link 73 Alappuzha- Changanaserry- This is not in the CRZ zone, no bypasses and no realignments and PAPs and PDPs are few. | The maximum Impact is presented by Link 26 Idukki - Puliyanmala- close to Sanctuary and Other reserved forests and a bypass considered. In April 200 l, all the realignments for link 26 were dropped from further consideration because of the draft Environmental Assessment. There will not be any forestland take hence no forest clearance application will be filed.

L.BII!Sheladia ,CES/ICT 6.29 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

6.13 SECONDARY INDUCED IMlPACTS AND CUMULATIVE IMPACTS OF * THE KERALA STATE TRANSPORT PROJECT

6.13 .1 Current scenario

Transport development plays a crucial role in improving the States' economic performance and to enhance the living standards of its population. The growing tourism and industrial I sectors in particular generate substantial demand for an improved road capacity. The present poor condition of the road network drains the economy considerably by way of

| a high rate of accidents and a 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. Statutory clearance requirement and importance of the road corridor were the prime basis for classifying as the roads in to phase 1 and phase 2. 6.13.2 Overall Project Impacts Positive impacts

1. The Project as a whole with the inbuilt road safety component will benefit the tourism potential of the State because of the increased road safety and reduced accident rates and better accessibility to tourist centres. 2. The people of the State in general will benefit because of the reduced accident rates, and better and safer accessibility to schools, hospitals and other institutions 3. The industrial development especially development of the non-polluting industrial units will benefit the State. The experience showed that the polluting industries will not be a good fit for the highly populated State. 4. The above positive factors will have strong positive impacts on the economy of the State. 5. The improvement in the roads will benefit Sabarimala pilgrims with reduced accident rates and better accessibility. EXHIBIT 6.8 ENVIRONMENTAL ASPECTS CONSIDERED AND THEIR WEIGHTINGS I SL. SENSITIVE & CRITICAL WEIGHTINGS NO. ENVIRONMENTAL ISSUES CRITERIA WEIGHTINGS Ecologically Sanctuaries,Tiger Reserves 3 sensitivezone ReservedForests 2 2 CoastalRegulation Zones CRZ1, CRZ3 3 ____ ~~~~~~~~CRZ2 2 l 3 Social Impacts Numberof PAPs (PhaseI roads)- 100/kmand above 3 50/kmto 100/km 2 50/kmand less I Numberof PDPs(Phase I roads)- 2/km and above 3 1/kmto 2/km 2 ______1/kmand less I

LOllI Sheladia /CESIICT Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

Number of PAPs/PDPs (Phase II roads) Midland/midland & high land 2 Other cases I Along existing corridor (Phase I roads) 0.5 Ha/km and above 2 4 Land Acquisition Less than 0.5 Ha/kml I Along existing corridor (Phase ll roads) I Realignments* 2 Bypasses 3 High land 3 5 Physiographic location Low land 2 More than one region 2 I Paddy field Mid land 3 Low land 2 U High land 1 6 Land use More than one region 2 Water body Low land 3 Mid land & Low land 2 Other cases I

* It is assumed ihat all Phase-Il roads will have realignments. Negative impacts 1. There would be minor irreversiblie negative impacts on the forest and wildlife resources of the State because of the improved accessibility for the poachers and smugglers and others including newly migrated settlers particularly from the midlands and the low land areas. Better accessibility however also applies to those charged with the protection of the forest and natural habitats. 2. There could be a short-term increase in road traffic accidents due to the improvements in the alignment and road surfaces mainly because of behavioural factors of drivers and road uses. Road safety is one of the most important issues considered in the project. The proper enforcement of traffic regulations and the implementation of the Road safety Action Plan should reduce this impact on the project roads and hopefully have an actLal beneficial effect on all roads in the State.

I

U L/BlltSheladia /CES/ICT 6.31 Envroermensl A-SmSIOCeAugust 2001 KerMa1~S-tIc _at,rI,Seoa

EXHIBIT 6.9 SECTORAL ENVIRONMENTAL IMIPACTASSESSMENT MATRIX NU[MBERS RELATE TO FAcTO0RSOF WEIIIITING AS LDETAILEFDIN 6.8 Sensitiveand Critical Environmsentallssuts odUe. EcolOgicoiiyStnsitive Zones (10 April 1991 Zn oilIpcsLn cnsio lyigahcLcto adAt.sto hsnrpi oainLn s Links PhaseI Lengtlh Rcesesmendc NIOEF Nolitlcotios) CoastalZn oilliat Loswland Mid land Lowsland, or 2 (kns) d Treatmsent - . .Alonig Md"g Tir AlS PPLo 1d Higt Mighloand & Paddy WVnter Reserved e l'APS PD' ling Realigmusents Dvases loan an Mid Mind & Sanct-are, Tit factor factor passes land Forests Reooevc Corridor ~~~~~~~~~lanedland HIgIsland

2 2 0 0 0 1 0 0 I 3 1 16 1.0 i 46.3 lOin 0 2 0 0 0 0 2 2

2 0 0 0 1 0 0 0 3 i 10 2.0 1 21.2 ?mt 0 0 0 0 0 0 I I i I 2 3 0 2 0 0 0 0 2 2 14 3.0 1 231 lm n 0 0 0 0 0 I I 1 2 3 0 2 0 0 0 0 2 2 14 4 0 2 47.0 lGm 0 0 0 0 0- 0 I 1 2 0 (1 0 i 0 0 0 3 i 14 430 7 n 0 2 0 I) 0 0 2 2 I 5.0 2 0 1 0 0 3 I 15 0 2 1) 0 0 0 2 2 I 0 3 0 6.0 I 34.1 (Gm 1)321 I I 20 26.0 1 31.3 223000I 2 3 (I0 I (1 0 0 3 I IS5 40.0 2 33.0 ]Om 0 0 (I 0 0 0 2 2 i I 2 0 (10 0 2 00 2 I 14 5(1.1 2 45~( 7 m 0 2 0 0 0 0 2 2 1 2 0 0 2 0 0 0 0 2 2 ( 4 6800 2 21.0 7 m 0 0 0 0 0 3 I ( 2 0 0 0 I 0 i( 0 3 I IS5 69.1 2 24.0 (Gm 00 0 3 0 0 2 2 I 2 0 0 1)0 2 0 0 2 I (5 70.0 I 18.4 l m 0 2 0 0 (I 2 3 I 1 2 0 2 110 0 0 0 2 I 12 72.0 2 (4.0 7mn 2 0 0 0 0 I I 0 0 2 0 0 0 0 0 2 3 10 73.0 1 22.0 m00 0 0 0 0 I I I I 2 0 (1 0 0 0 2 2 I (2 74.0 1 55.0 7 rni 0 0 0 0 1) 2 0 I I 2 0 0 i0 0 3 (1I I 12 84.0T 2 1341[ 7m ( 2 (1 1 1 C 1 l

Kerala State Transport Project Sectoral Environmental Assessment - Aueust 2001

7 SOCIAL IMPACTS, ISSUES AND MITIGATION

7.1 SOCIAL IMPACT OBJECTIVE OF THE PROJECT The Government of Kerala has approved R and R Principles and Policy frame work in August 2000. This document has been prepared in accordance with the Government of Kerala and World Bank Principles and policies on R and R. The project has prepared a Resettlement Action Plan for phase I to effect land acquisition and also to address social impacts and issues. The social impact objective of the project is to ensure the improvement of the former living standards, income earning capacities and production levels of the project affected persons, or at least to help maintain their previous standards of living, as well as to reduce the high road accident rates in the State. The chapter is written based on the RAP prepared for phase I roads. The same trend and pattern is expected for phase 2 also. 7.2. THE SOCIAL IMPACT SURVEY FINDINGS The RAP records that 13,487 individuals are project-affected persons (PAPs), of which 7,130 are project-affected families (PAFs), 1,070 are project displaced persons (PDPs) and 799 are project-displaced families (PDFs). The encroachers and squatters are an insignificant minority, holding respectively 26 and 39 small properties among the total affected properties of 3816. Tenants occupy 857 (22%) of the affected properties. The Exhibit 7.1 shows the link-wise number of project-affected population. EXHIBIT 7.1 PHASE I - AFFECTED PROJECT ROADS POPULATION LINKS LINK NAME POPULATION MALE FEMALE I l Taikkod- Kottarakara 3408 2572 836 2 Kottarakara- Adur 587 427 160 3 Adur - Chengannur 455 347 108 ______6 Muvattupuzha - Angamali 3703 2606 1097 40 Thrissur- Kuttipuram 1408 971 437 50.1 Palakkad - Shornur 857 587 270 70 Muvattupuzha - Thodupuzha 1314 762 552 72 SH-1 - NH-47 Link 1129 687 442 73 Changanassery- Alappuzha 626 398 228 Total 13487 9357 4130 The residential structures surveyed accounted for 38% of the total number of structures. In addition, family details were not taken when only a boundary wall of a property was proposed to be taken. There are 1093 affected walls or 41% of the total residential and commercial structures of 2970. 7.3. EFFORTS FOR MINIMISING NEGATIVE SOCIAL IMPACTS 7.3.1. DESIGNCONSIDERATIONS The project area on each Link was divided into three broad categories for the assessment of land take, which has implications upon costs and budgeting: 0 Congested market areas with dense placement of structures, including legal title holders of land plots and structures, and legal' or illegal squatters;

Squatting is by definition illegal, but "legal" squatters are those who are authorized by the civic authorities, such as the municipality or the panchayath, to set up small businesses on small structures, usually measuring 4 square metres and

LBll\Sheladaia\CES\1CT 7-1 l KeralaState TransportProject SectoraiEnvironmental Assessment - August2001

* Built up residential areas along the road where there is a requirement for acquisition of land from existing walls and parts of the compound and/or structures; * Roadside agricultural/plantation land.

According to the three broad categories mentioned above, a joint decision among the engineering, environmental and social impact teams was taken to avoid land take from religious structures, such as, churches, mosques, temples, graves, sacred groves, etc., congested market areas (which would save both displacement and livelihoods as well as excessive costs), and avoid splitting agricultural fields as far as possible. The proposed realignment sections pass through virgin agricultural or plantation lands, which the PWD needs to purchase from the owners. Depending on the topography of a given area, even for a road black top width of 7 metres, the average total required width for every 100 metres length could vary from a minimum of 15 metres to a maximum of 30 metres. In such cases, the efforts mentioned in guidelines do not apply. The extent to which impacts have been minimised in project design is illustrated in the Exhibit 7.2. As this Exhibit illustrates, adopting a 30m-road width parameter would have created a major R and R problem, considering the number of affected persons, buildings to be cdemolishedand the magnitude of land take involved. A corridor width varying between 12m and 15m has moderately affected the R and R aspects of the project. In this way, the project has made a maximum effort to minimisc negative social impacts. As a result of integrating social issues in project preparation, displacement and the need to resettle and/or rehabilitate affected households and persons has been considerably reduced. The widening has been strictly limited to the existing corridor width and where this has not been possible and compound walls and/or buildings have been affected, considerations were made on the number of affected compound walls and/or buildings on either side of the road in a given area. The side having the less number of affected properties was chosen for the widening side as a measure of minimising impacts. This information is evident in the strip maps and the road design maps. Design of footpaths over drains also helped minimise the negative social impact with regard to both land take and road safety. 7.4. RESULTS OF MINIMISING NEGATIVE IMPACTS As a result of rmainstreamingparticipation of beneficiaries and potentially affected persons and a socially responsive design process, the project incorporates measures that significantly avoid, reduce, or otherwise mitigate many adverse social impacts associated with highways improvements. Exhibit 7.3 and 7.4 respectively show the number of project affected and displaced families and the results of minimising negative social impacts. Exhibit 7.4 indicates that after integrating the social concerns there has been a considerable reduction in the negative social impacts. The impact on the total population has been reduced by approximately 50%. The number of project displaced persons has been reduced by approximately 75%. The impact on the buildings has been considerably reduced by approximately 66% and 74% for residential and commercial, respectively. Agricultural land is not included in this comparison because the agricultural land was required and included as a result of the final engineering design.

raised on a platfonn, on public lands for a license fee. Locally called butnk, these are usually wooden stntctures with tin roof.

LB3\Sheladaia\CES \ICT 7-2 3 KeralaState TransportProject SectoralEnvironmental Assessment - August2001

EXHIBIT 7.2 EFFECTS OF MINIMISING NEGATIVE SOCIAL IMPACTS THROUGH DESIGN MODIFICATIONS LINK 30M 15M 12M IOM NO ROAD LINKS CORRIDOR CORRIDOR CORRIDOR CORRIDOR WIDTH WIDTH WIDTH WIDTH I Number of affected PAPs 6571 2329 1405 0 -Number of buildings to be demolished 896 552 333 0 Volume of land take (ha) 78.94 10.59 6.36 1.10 2 Number of affected PAPs 1354 646 187 0 Number of buildings to be demolished 767 153 44 0 I Volumeof land take (ha) 32.38 4.00 1.78 0 3 Number of affected PAPs 1502 709 0 0 Number of buildings to be demolished 1190 367 0 0

_____ Volume of land take (ha) 35.73 4.24 1.34 0 6 Number of affected PAPs 5865 863 351 0 Number of buildings to be demolished 1608 205 83 0 l____ Volume of land take (ha) 52.49 3.63 1.35 0 40 Number of affected PAPs 2105 1350 219 0 Number of buildings to be demolished 499 52 52 0 Volume of land take (ha) 51.62 4.93 3.64 2.54 * 50 Numberof affectedPAPs 3551 925 0 0 Number of buildings to be demolished 842 0 0 0 Volume of land take (ha) 64.42 2.51 0.70 0 I 70 Numberof affectedPAPs 1955 1402 0 0 Number of buildings to be demolished 1364 513 0 0 Volume of land take (ha) 30.70 2.56 0.75 0 _ 72 Numberof affectedPAPs 2300 1150 38 0 | ~~~~~~~Numberof buildingsto be demolished 217 27 9 0 Volume of land take (ha) 24.99 4.62 4.28 2.38 73 Number of affected PAPs 1291 705 0 0 -Number of buildings to be demolished 71 0 0 0 Volume of land take (ha) 36.04 3.36 2.98 1.81

EXHIBIT 7.3 PROJECT AFFECTED AND DISPLACED FAMILIES LINK AGRICULT OTHER TOTAL U LINK LINKNAME RESIDENTIALCOMMERCIAL URAL PAF No. PAF PDF PAF PDF PAF PDF PAF PDF I Taikkod - Kottarakara 436 34 1521 290 175 18 110 2242 342 2 Kottarakara - Adur 170 22 140 57 39 2 19 368 81 3 Adur - Chengannur 155 8 112 19 5 0 22 294 27 6 Muvattupuzha - Angamali 556 6 813 53 13 0 33 1415 59 40 Thissur - Kuttipuram 389 6 351 29 16 0 29 785 35 50.1 Palakkad - Shomur 188 1 259 25 7 0 24 478 26 70 \Iuvattupuzha - Thodupuzha 261 34 211 68 163 2 15 650 104 72 SH-I - NH-47 Link Road 375 30 265 74 134 10 34 808 114 73 Changanassery- Alappuzha 31 0 48 11 4 0 6 89 11 Total 2561 141 3720 626 556 32 292 7129 799

Notes: 1. "Commercial" includes both commercial and residential-cum-commercial; 2. "Other" includes families that did not fall within the three main classifications. 7.4.1. IMPACT TO COMPOUND WALLS | Data obtained through the field surveys indicate that of the 3003 residential and commercial affected properties, 1068 or 36% comprise properties where only the compound wall or the

LB11\Shetadaia\CES IJCT 7-3 3 Kerala State Transport Project Sectoral Environmental Assessment - August 2001

compound wall and part of the compound have been affected. The number of affected I compound walls along the project road links is shown in Exhibit 7.5. EXHIBIT 7.4 MINIMISING NEGATIVE SOCIAL IMPACT NROAD NO OF PAP NO OF PDP NO. OF AFFECTED BUILDINGS

ILINKS . . RESIDENTIAL COMMERCIAL ** BEFORE* AFrER# BEFORE* AFTER# BEFORE* AFTER# BEFORE* AFTER# Link I 6571 3408 1146 383 601 254 1452 504 Link 2 1354 587 156 76 432 124 277 73 Link 3 1502 455 185 25 667 138 654 68 Link 6 5865 3703 1116 67 817 287 1001 322 Link 40 2105 1408 299 36 436 221 499 132 Link 50.1 3551 857 573 87 253 103 842 123 Link 70 1955 1314 270 181 392 118 467 98 Link72 2300 1129 436 201 437 247 322 151 Link 73 1291 626 144 14 452 16 317 24 Total 26494 13487 4325 1070 1 4487 1508 5831 1495 * Beforeintegrating social aspects # Afterintegrating social aspects ** Residential-cum-conmnercial structures are included in the commercial structure category

EXHIBIT 7.5 AFFECTED COMPOUND WALLS I TOTAL NUMBEROF NO. OF AFFECTED LINK NO AFFECTED RES. AND PROPERTIES WITH PERCENTAGE COMM. PROPERTIES COMPOUND WALLS Link 1 758 121 16 Link 2 197 78 40 Link 3 206 117 57 Link 6 609 224 1 37 Link 40 353 133 38 Link 50.1 226 101 45 Link 70 216 76 35 Link 72 398 191 48 Link 73 40 27 67 Total 3003 1068 36% 3 7.4.2. MINIMISING RESETTLEMENT All the roadside land beyond the right of way or the available corridor width is under private ownership. Exceptions occur when some land is under the Revenue Department, known as I the Puramboku land. This necessitates affecting the large number of landowners for the improvement of the roads. Fortunately, the number of project displaced families is much smaller compared to those which are affected, approximately 12%. Therefore, the less intensity of the resettlement activity in the project.

Another area of relief is that encroaching and/or squatting on public land is not common on the project roads, although almost all the links have been identified as having a small number of encroached and squatting properties. Otherwise, the non-titleholders are usually tenants, both residential and commercial. The RAP adequately addresses the issues of rehabilitating the non-title holders according to the Project's R and R Principles and Policy.

LB11\Sheladaia\CES ICT 7-4 l 3 Kerala State Transport Project Sectoral Environmental Assessment - August 2001

7.5.LAND ACQUISITION AND ASSETS AFFECTED 7.5.1. EXTENTOF LANDTO BE ACQUIRED The extent of land to be acquired by the project is an indicator of impact on the social I environment. In the urbanized environment of Kerala, on the other hand, the affected properties are mostly pucca buildings (permanent structures) although, in terms of the magnitude of land take, the agricultural land dominates. Unlike the affected people I elsewhere who are mostly agriculturalists or otherwise poor people, in Kerala the affected people are middle class and educated. | In Kerala a total of 3816 properties are affected by various degrees by the Phase I roads of the project, which include 1508 residential properties, 1493 commercial and mixed properties, 420 agricultural plots, 63 Government properties and 332 not belonging to any of these categories as provided in Exhibit 7.6. The project needs a total of 99.05 ha (including the existing roads area) of land for the improvement works for approximately 257 km of Phase I roads. Of this, 35.15 ha (35%) are required for approximately 20 km of realignment sections, and 63.90 ha (65%) are required for the regular road improvement works. The social impact surveys have established that the total additional area of land required is 42.29 ha, of which private land is 41.15 ha Therefore, it is assumed that the remainder of the total required land (57.9 ha) constitute Government land (PWD land and Revenue Department land). The only government properties that were identified during the surveys were buildings that were fully or partially affected on land totalling an area of 1.14 ha. 7.5.2. ASSETSAFFECTED The Exhibit 7.6 shows the number and percentages of affected properties by their use. I Of the total 3816 affected properties, both the residential structures and commercial units comprise 39% each. Some of these structures, even if affected by 25% of their total area, would be severely damaged and the persons running them would be dispossessed, at least temporarily, of their livelihoods. Similarly, residential structures without a compound area, even if affected by 25% of their total area, would be severely damaged and the PAPs would | be displaced. Based on field data, Exhibit 7.6 summarises the number of displaced properties, families and displaced area. The Resettlement Action Plan, provides details of the affected persons and * properties. The details of properties include information on total property area, affected compound area or agricultural plot area, percentage of affected compound/plot area, total structure area within the total compound area, affected structure area and percentage of the affected structure area. Based on the tables in the Resettlement Action Plan, it is estimated that on average, 12.86% I of the total compound areas of private properties have been affected. In the case of commercial structures, 19.47% of the total compound areas have been affected and for agricultural plots, approximately 25% of the total areas have been affected. Individually, the I properties have been affected ranging from less than 1% of their total areas to 100%. It is suggested that at the time of the project implementation, many of the properties losing very small percentages of their area could be saved by excluding them from the, project with a slight but acceptable compromise of design standards, e.g., footpath width.

LBIt\Shcladaia\CES \ICT 7-5 U CKeralaState Transport Project Sectoral Environmental Assessment - August 2001

EXHIBIT 7.6 |___ NUMBER OF ASSETS AFFECTED

LINK TOTAL mix 0OTTH AGRI NO. PRO RES. % COMM % MIX OFFICE/ % ER 9 PLOT % PERTY ED AND

1 \ 994 254 25.55% 487 48_99% 16 1.61%_ 5 1.51% 75 7.55% 147 14.79% 2 263 124 47.15% 69 26.24% 3 1.140/o 4 1.52% 28 10.65% 35 13.31% 3 257 138 53.70%, 66 25.68% 2 0.78%, 5 1.95% 41 15.95% 5 1.95% 6 677 287 44.94% 292 40.52% 30 4.60% 5 0.92% 50 7.37% 13 1.66% 40 403 221 54.84% 123 30.52% 9 2.23% 12 2.98% 25 6.20% 13 3.23% l 50.1 272 103 37.87% 105 38.60% 18 6.62% 3 1.10% 36 13.24% 7 2.57% 70 324 118 36.42% 87 26.85% 11 3.40% 14 4.32% 22 6.79% 72 22.22% 72 564 247 43.79% 117 20.74% 34 6.03% 3 0.53% 39 6.91% 124 21.99% 73 62 16 25.81% 20 32.26% 4 6.45% 2 3.23% 16 25.81% 4 6.45% Total 3816 1508 39% 1366 36% 127 3% 63 2% 332 9% 420 11% 1 7.5.3. THE EXTENTOF LAND TAKE Private land will be acquired and/or Government land will be transferred for specific | purposes, such as widening the road, bus stops and lay bys, improvement of junctions, tree planting, bypass, etc. The major extent of land will be acquired for road widening and realignments. Roadside amenities like footpaths, bus stops and auto-rickshaw stands, 3 suggested by the people during the social impact surveys have been incorporated in the engineering design and the required area for these amenities has been built into the total area required for the road widening. Based on the social impact surveys, the Exhibit 7.7 shows 3 the extent of land take from all categoriesof properties. Government land includes roadside revenue land and Government buildings. No forestland has been identified as affected by the project. The category "other" includes properties that do not fall within the strictly defined categories, such as a religious property, hospital, school, vacant land, etc. Link 1 shows huge land take for its 21 realignment sections, totalling * approximately 6 km. 7.5.4. LOSS OF "OTHER" PRIVATE AFFECTED PROPERTIES 3 Along with the frontage of their properties, many PAPs will also be losing other properties on their frontages due to the project. These include trees, wells, water tanks, private ponds, etc. The Exhibit No. 7.8 lists these properties link-wise. The wells affected by the project, as listed in Exhibit 7.8, have been accounted for compensation, as also trees and other assets, such as water tanks. The ponds have been considered as regular land areas for compensation. 7.5.5. LOSS OF COMMON PROPERTY RESOURCES Ribbon development along the roads is a part of the habitation pattern in Kerala; hence, the loss of most common, common property resources (CPR) are the roadside wells, hand pumps, water taps, large trees, and bus stops/shelters owned by the municipalities and the I panchayaths and public institutions like schools and hospitals, which may be replaced by the project authorities or civic authorities. The EMP discusses these CPRs and their replacement costs have been included in the general project BOQ. Link-wise losses of these items are shown in Exhibit 7.9.

LB]i\Sheladaia\CES \ICT 7-6 3 Kerala State Transpor Project Sectoral Environmental Assessment - August 2001

EXHIBIT 7.7 THEEXTENT OF LANDTAKE

LINK RESIDEN- COMMERCIAL AGRICUL- "OTHER" GOVT. TOTAL AREA TIAIL TURAL_AREA () HA 1 51,060.00 20,751.25 71,043.50 13,922.50 6,431.00 163,208.25 16.32 2 11,742.50 3,883.50 12,251.00 3,877.00 267.00 32,021.00 3.20 3 8,336.25 2,036.25 680.50 2,531.00 225.00 13,809.00 1.38 _ I _ ,_ _ ,__ _, 7,642.00 5,143.00 2,588.00 1,698.00 344.00 17,415.00 1.74 40 11,945.00 2,570.75 4,171.00 1,700.00 2,311.00 22,697.75 2.27 3 1 50.1 3,940.00 2,324.00 275.00 1,375.50 125.00 8,039.50 0.80 70 15,644.25 7,742.00 46,488.00 7,429.00 1,518.00 78,821.25 7.88 72 30,121.50 6,844.93 43,053.00 5,402.00 107.50 85,528.93 8.55 3 1 73 433.00 345.00 185.00 373.00 58.00 1,394.00 0.14 Total m2 140,864.10 51,640.68 180,735 38,308 11,386.5 422,934.68 42.29 Total ha 14.09 5.16 18.07 3.83 1.14 42.29

EXHIBIT 7.8 OTHERPROPERTIES AFFECTED LINK WATER "OTHER" _LNO. TREES WELLS POND TANK

1 119 17 3 21 2 25 4l 1 6

3 7 1 -- 3 6 1 8 - 3 40 23 2 4 28 50.1 i 18 1 - 2 31 70 l 11 8 1 4 1 72 87 21 - 1 33

Total 293 62 1 18 123

** The category "Other" includes car sheds, cowsheds, shops adjacent to the main building, etc.

* Every attempt has been made to save the roadside hospital, school and other educational institution buildings. If they are affected, it is only their compound wall and part of the compound that will be required for the project authorities. The Kerala roadside is full of religious properties, especially those of the Christian and Islamic faiths. The roadside places of worship are strictly not CPR because they are owned by their respective registered Society or Trust, although these are open to the public. Despite attempts made to save the roadside religious properties, 36 of these have been affected in the form of losing their compound walls and/or part of the compound. The acquisition of these properties and their compensation have been treated as that for any other private property, but the mitigating aspects of their loss have been separately dealt according to EMP and RAP cultural properly rehabilitation policy.

7.5.6 RESETTLEMENT SITES 3 The PAPs were specifically consulted regarding their preference for relocation during the surveys, should the need arise. 3 The majority of those PAPs who preferred land and structure compensation indicated their option for relocation in the vicinity of their existing location. People in this categoly include vulnerable groups, especially widows and other women-headed households. Although the

LB]I\Sheladaia\CESuCT 7-7 l 3 Kerala State Transport Project Sectoral Environmental Assessment - August 2001

project's R and R Policy document has proposed plots for houses/shops at the new | resettlement sites, this is a rather difficult proposition in the context of Kerala. Nevertheless, the strip mapping exercise identified apparently vacant plots of land at several places and attempts would be made to acquire these plots to relocate at least some of the displaced households. EXHIBIT 7.9:

_____ LOSS OF COMMON PROPERTY RESOURCES LINK NO HOSPITALS SCHOOLS WELLS WATER HAND BUS ______~~TAPS PUMPS STOPS 1 4 11 3 14 5 9 2 4 5 2 2 1 13 3 3 10 0 1 0 8 6 5 6 1 0 4 9 40 7 11 5 24 3 21 50.1 12 20 1 42 1 17 70 1 5 2 17 0 _ 4 72 1 5 21 5 3 X 9 73 6 1 0 38 0 27 Total 47 76 38 143 22 £ 142 U 7.5.7. DISPLACED PROPERTIES The Resettlement Action Plan, lists in detail the profile of the project displaced families and I the area lost, grouped according to residential structures, commercial structures, and agricultural land. The total displaced area of 5.43 ha is summarised in the Exhibit 7.10, which is also the area required to resettle the people. The R and R Principles and Policy Framework of the project proposes moving people as a group and establishing a resettlement site or a shopping complex, if 25 or more displaced 3 families or shop owners in a cluster so wish. A local saying is reiterated that every habitable place has been inhabited and every cultivable land has been cultivated in Kerala. The social impact survey identified vacant plots of land in * some of the road links, totalling an approximate area of 6.24 ha. Approximate, because the width of a plot was often based on estimates. The link-wise detailed information with chainage and left/right location from the road centreline is presented in Resettlement Action Plan. The summary of such land availability is shown in the Exhibit 7.11.

On this identified land, ideally, all the displaced families should be able to be resettled, including the rehabilitation of agricultural land. IHowever, the relative small size of the available apparently vacant land may not be acceptable to the displaced families. Moreover, the owners of the vacant plots have to be willing to sell off their land for resettling the I affected people. The project will make an effort to this end.

7.5.8. ELIGIBLE FAMILIES FOR RESETTLEMENT I Based on the detailed information contained in the tables of the Resettlement Action Plan, and applying exclusion criteria for squatters, encroachers, tenants and all other non-title holders as outlined in the R and R Policy document of the KSTP, the phase I project has * prepared tables for families eligible for resettlement. These are contained in the Resettlement Action Plan, Eligible Families for Commercial Plots. The list of eligible agricultural families and the lost area are derived from the Agricultural Project Displaced Families, appended in the Resettlement Action Plan, who are all landowners. All this information is summarised in the Exhibit 7.12. l LBII'\She]adaia\CE5UICT 7-8 Kerala State Transport Project Sectoral Environmental Assessment - Aueust 2001

EXHIBIT 7.10 3 ___ PROJECT DISPLACED AREA (HA) LINK LINK NAME RESIDENTIAL COMMERCIAL AGRICULTURAL TOTAL NO. ______3 1 Taikkod - Kottarakara ! 0.56 1.11 0.92 2.59 2 Kottarakara-Adur 0.18 0.13 0.17 0.48 3 Adur - Chengannur 0.03 0.08 0 0.11 3 | 6 Muvattupuzha- Angamali 0 0.04 0 0.05 40 Thissur- Kuttipuram 0.05 0.09 0 0.14 50.1 Palakkad - Shornur 0 0.04 0 0.04 70 Muvattupuzha - Thodupuzha 0.34 0.28 0.20 0.82 72 SH-I - NH-47 Link Road 0.28 0.20 0.70 1.19 73 Changanassery - Alappuzha 0 0 0 0.01 Total 1.44 1.97 1.99 5.43

EXHIBIT 7.11 3 SUMMARYOF AVAILABLEVACANT LAND LlNK NO. AREA SQ. M. Ha 1 7,590 0.76 2 1,750 0.18 3 4,800 0.48 3 6 10,040 1.00 70 18,250 1.83 73 19,900 1.99 3 Total 62,330 6.24 The eligible tenants for resettlement have been accounted for in the budget, according to their profile as contained in the Resettlement Action Plan.

EXHIBIT 7.12

- ELIGIBLE FAMILIES FOR RESETTLEMENT LINK NO. RESIDENTIAL COMMERCIAL AGRICULTURAL TOTAL 2 2 No. Area m2 No. Area m No. |Area m No. Area m 1 16 5461.00 64 4488.00 18 9208.00 98 19157.0 2 8 1542.00 23 1157.00 2 1717.00 33 4416.0 3 4 294.50 7 93.50 0 0 11 388.0 6 2 30.00 8 119.50 0 0 10 149.50 40 3 243.00 6 783.00 0 0 9 1026.0 50.1 6 1415.00 4 174.00 0 0 10 1589.0 70 18 4028.00 15 3362.25 2 2025.00 35 9415.25 72 21 4651.00 14 845.00 10 7082.00 45 12578.0 73 2 55.00 0 0 0 0 2 55.0 Total 80 17719.5 141 11022.25 32 20032 253 48773.75 3 Total Area in Ha 1.77 1.10 2.0 4.87

LBI]\Sheladaja\CES \ICT 7-9 3 KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

8. ANALYSIS OF ALTERNATIVES

Environmental considerations were an integral part of the analysis of Alternatives throughout the project. Many project roads, which are, located close to the Ecologically sensitive regions I were avoided from further considerations. These include the project roads Kumili to Poopara, Kuttiyadi to Kellur, to Pallipuram etc. The originally proposed Link 60 Narukara to Sate border for example because of the I I km forest section passing through the Nilgiri biosphere reserve has been dropped due to environmental social and economic considerations. This section passes through I I km of reserved forest area (also part of the first biosphere reserve of India) in the Nilambur region of North Kerala.

8.1 INTEGRATION OF ENVIRONMENTAL CONSIDERATIONS IN THE ANALYSIS OF ALTER1NATIVES

The potential environmental impacts of KSTP project roads are comparable with one another in the respective Physiography division's viz., Lowland, Midland and Highland. For example all project roads located in the midland have similar kinds of impacts. In the lowland, the social impacts and the coastal regions included in the CRZ regulations are the sensitive environmental areas. In the midland social impacts are the main concerns while in the highlands ecological considerations are also very important. The analysis of alternatives has been prepared in accordance with the requirements of the World Bank and GOI guidelines.

8.2 "WITH" AND "WITHOUT" SCENARIOS (NO ACTION ALTERNATIVE)

In the case of the project roads comprising KSTP, consideration of 'No Action ' must be cognisant of the fact that

1. The capacity of the Project roads, as well as that of other roads is insufficient to cater for the volume of traffic. 3 2. Traffic flow is impaired by severe conflicts between local, and through traffic, mixed with pedestrian movements and by continuous ribbon development and inadequate and/or inappropriate roadside facilities along the narrow corridors. 3. These 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 and exacerbate an already critical situation.

The "No Action" Alternative would amount to a failure to initiate highway improvements, thereby impeding economic development. The no action would result in no improvements beyond limited routine maintenance and rehabilitation of roads without any 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 service, no removal of impediments to pedestrians or construction of facilities for pedestrians and othcr slow moving traffic.

This would leave the state highway system in its current appalling condition and in the long term be a serious impediment to the development of the State economy and thus to the I improvement of conditions for the poorest section of the population.

-LBII/Sheladia/CES/ICT KeralaState Transort Project SectoralEnvironmental Assessment-August 2001

3 The "with" scenario, on the other hand, has been determined to be 1. 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. 2. 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 determninedthat the "No Action" Alternative is not a reasonable or prudent course of action. This alternative "do nothing" is not acceptable and has already been rejected by the State U Govemment as demonstrated by the implementation of the SOS and the current work. The Chapter 2.0 Project descriptions and the road safety aspects outlined in the baseline section emphasis that the 'No Action Alternative' is not a sensible possibility under present circumstances.

8.3. 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 I 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 terms of actual construction works including the cost of land acquisition. Discussions, I debates and workshops were also 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 also with Public Participation at various stages involving experts from related fields I individually and sometimes collectively. These deliberations were also held in the field on the project roads for easier understanding among the specialists involved. 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 in particular * Highly built up areas with ribbon development on both sides of the roads * Higher number of Project Affected Persons (PAPs) per unit length of road compared I with other States. * For smaller widening very few Project Displaced Persons and the severity of environmental and social impact increases with increased width. I * For developing to full standard highway a very large number of projects displaced people compared to PAPs. (Number of PAPs increases with increased scope of widening up to the full IRC standard) * * 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. I * Decision to widen on any one side was difficult except in the case of curve improvements. One side widening was generally selected on the grounds of least cost | and inconvenience to the frontagers.

LBIII*Sheladia/CESllCT 8.2 LBII/'Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment-August 2001

I The present rate of accidents, road indiscipline, vehicular speed against present road condition and road safety, particularly pedestrian safety was matters of serious concern and influenced every decision that was taken. * Compared to the interior areas the land close to the road is very expensive and a resistance of PAPS to land acquisition was anticipated Site observations quickly revealed the need for much greater attention to road safety and the provision of footpaths 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 I 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.

8.4 ENGINEERING ALTERNATIVES CONSIDERED The term "altematives considered" in this context refers to reasonable and potentially viable alternatives considered in the development of the Project road section 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 envirojnmental;resettlement and rehabilitation issues prompted the early identification of appropriate actions. Such actions I included, for example, shifts in alignments/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 severa1 short realignments to reduce local impacts. Such adjustments were J 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, etc. The alternatives found to warrant documented consideration in the process are as follows. U 8.4.1 Alignment and Widening Alternatives The term alternative alignment refers to a relocation of the ROW. A bypass /realignment has I been planned as a part of the KSTP. Relatively minor shifts of the ROW to one side or the other (or both) in the same area and incorporating the existing ROW are, however, a significant detail in the context of the Project and such shifts have avoided adverse impacts in I many instances. Three types of widening alternatives have been devised. Two of the three alternatives have been employed in various sections along the ROW. The third alternative has been dropped in order to reduce the effective land take for road improvement. The two sets of alternative cross sections provide a "menu" from which the cross-section most appropriate to a particular circumstance can be and has been employcd. (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 I newly improved road may not adhere totally to any design standard as such, but will improve upon the service provided by the existing routes. In urban areas improvements of the roadway

*BIIXShSladia/CES/l(>T 8.3 LB11/Sheladia/CES/ICT l

KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

slightly to either side of the centreline of the ROW, is dictated by circumstance and minimises environmental and social impacts. Other Engineering Alternatives considered avoiding major social impacts there are shifting of centre line to right side, left side and concentric widening (i.e. towards both sides) because of the urban character of the "rural areas". Opting to widen to either the right or left of the 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 consequences. Road cross-section Alternatives: The Project employed a menu of four cross sections (refer Chapter 3) specifically tailored to the conditions along the individual segments of the highway. Resolution of environmental and social considerations within the design and selection of the various cross sections was an essential element of "mainstreaming" the environmental concerns within the design process. Alternative I * Improve to a 7.0 m wide pavement with 1.5m sealed shoulders In particular the adverse impact on the realigned community resulting from Alternative 1 canl be addressed by appropriate mitigation to assist environmental mitigation measures. Alternative 2 * Alternative 2 is to improve to a 7.0 m main carriageway with two 1.5m wide auxiliary lanes and sealed shoulders and The potential impacts on the physical and social impacts of the environment are judged to be higher in Alternative 2 This combined with the fact that Alternative 2 usually yielded a higher EIRR and NPV and is thus rated more economically viable, as well as the preferred altemative from a capacity and safety perspective, has often led to the selection of Alternative 2. The provision of kerbs and footpaths must be sympathetic also to creating bus lay bys 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. The absence of a design standard will not generally inhibit speeds below 50 Km/fHr as is demonstrated by the present road alignment. It must be remembered that with smooth machine placed pavements and even slightly improved alignments drivers will tend to drive faster; this makes need of driver education and the imposition of speed limits even more important. Alternative 3 * 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 for 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.

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KeralaState TransportProject SectoralEnvironmental Assessment-August 2001

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 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 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 would be a need for considerable areas of land acquisition with 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 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.

8.4.2 Bypass Alternatives Considered In The Project

The selection of bypasses was mainly due to the congestion and consequent demand from the local population and institutions (e.g local Municipality) to ease the difficult traffic in the urban areas. There are six bypasses (Exhibit 8.1) for urban! semi urban areas in order to avoid potential social impacts, 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. Details of consultations carried out for bypasses are provided in Chapter 9.0. The PWD understood the extensive location work required to prepare a string of four by passes along the SHI link number 4. It requires the obtaining of good up to do date mapping and extensive research. There is no satisfactory quick solution. The PWD did not favour the "local" bypass sections identified by their local Engineers as postulated in the feasibility study. Design of the four by pass routes of the SH I has been deferred in favour of seeking a longer-term permanent solution. Phase 1 Bypass alternatives Perumbavoor Bypass For Perumbavoor bypass the original alignment proposed was changed due to public pressure. The local people suggested two alternative alignments. All alignments proposed have serious social and environmental impacts (Public Consultations). A further field evaluation of the final designed bypass alignment in July 2001, led to the dropping of this bypass from further consideration. During this visit, the existing alignment was closely examined and found suitable with much less social and environmental consequences. The road width is sufficient for improvement considering the road safety action plan and the Road safety audit of the project. Nilambur bypass The road itself was dropped from further consideration due to the anticipated high level of social impacts.

8.5 LBI1/ Sheladia/CES/ICT Kerala State Transport Project Sectoral Environmental Assessment-August 2001

Kattappana bypass (of link 26 - phase 2 buffer) The Kattappana bypass proposed by PWI) is much longer than the existing route as also has serious social and environmental problems. The local people further suggested an alternative shorter alignment. This is being surveyed. 3 The improvement of the road through town in this location is rather difficult if not impossible. EXHIBIT8.1 BYPASSALTERNATIVES CONSIDERED

SL. LINK PHASE 1 URBAN/SEMI STATUSOF THE (KM) I NO No OR URBANAREA BYPASSAS ON To(1 yp) |NO NO PHASE2 OR TOWN JULY 2001 Town Bypass I ~~~~~~~~~~~~~~~~~~~routeroute 4 2 Kottayam Under consideration 7 8 2 4 2 Changanaserry Under consideration 4.5 4.2 3 4 2 Thiruvalla Under consideration 2.03 2.1 4 6 1 Perumbavoor Droppedfrom further 4.5 consideration 7 3/4 2 Chengannur Under consideration 2.4 3.0 8 60 1 Nilambur The project road itself 4.05 5.96 ______dropped 2 A shorter alignment 9 26 (buffer) Kattapana altemative is being - 4.42

______- ______- ______stud ied ______Phase 2 bypass alternatives Thiruvalla bypass Except in a section of 200m, the local people are willing to provide their I land free of cost for bypass construction. But the avoidance of 200m social impacts is a most difficult situation as the buildings are pucca new superior buildings. The local resistance will be very high. A church will also be affected. The situation is being evaluated by detailed ground surveys.

8.4.3 Realignment Alternative Considered The winding roads in Kerala require considerable straightening to improve the road safety and also design speed. The realignments avoid considerable social impacts but some of these realignments pass through paddy fields (Refer Exhibit 6.8 Government waming on use of paddy fields: The Hindu, September 18, 2000), which are sensitive in Kerala owing to the fast decreasing nature of the land use. Cost wise Paddy fields are the least expensive to acquire and | hence preferableby the State PWD. 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 these are for the public use I and also there would not be any serious social impacts. Some of the roads with many bends have one realignment per kilometre (Link 70 Muvattupuzha- Thodupuzha has a maximum of 19 realignments in 18.4 Kilometre length). There are also project roads in which no realignmentsare considered. Eg. Link 6, Muvattupuzha- Angamaly and Link 73 Alappuzha- Changanaserry. | Although realignments are an important requirement of improvement of the meandering roads of Kerala the project from Muvattupuzha-Angamaly road does not requtireany realignment. The proposed bypass proposal for the Perumbavoor town area is also dropped from further I consideration. In the case of Alappuzha -Changanaserry, the project road is located in the Kuttanad (Coastal plains). This road is straight and no realignments and bypasses are actually required.

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Kerala State Transpon Project Sectoral Environmental Assessment-August 2001

8.4.4 Junction Alternatives

The standard IRC layout for junctions of major routes provides for long visibility splays and large turning radii. Where land areas and present road geometry allows, this solution has been sought 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 demolition of major areas of the centre. The alternative to the IRC design was the use of * Sequence-controlled traffic signals or * The use of mini roundabouts. 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 at the approaches. Designs rely on driver discipline and experimental layouts are used to enable modifications 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 priority lining are an essential part of the layout.

8.4.5 Pavement Alternatives

The project has considered using rubberized bitumen initially in one or two sections on an experimental basis. If the results are promising the project has plan to use it widely in the rest of the project implementation. The natural rubber is available plenty in Kerala. The technology is available with the Cochin refineries and the Rubber Research Institute of India at Kottayam. Although rubberized bitumen is slightly expensive it give more life to the pavement.

8.4.6 Co-relation with Engineering Studies

Co-relation of engineering studies and the analysis underlying the Environmental Assessment was continuous throughout the design process. There were many filed visits jointly carried out by the engineers, environmentalist and the project sociologist to take design decisions which were finally accepted as the phase 1 design. The social issues were always dominant in the decisions because of the high level of the ribbon developments. l I

8.7 LBIII Sheladia'CES/ICT Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

9 PUBLIC PARTICIPATIONAND CONSULTATIONS

9.1 PROCEDURES FOLLOWED

This section of the SEA is provided to document the consultations undertaken to facilitate assessment of the project. The PWD is engaged in consultation at PIU level, and at local level (E.g.: Kattapana and 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 has been prepared (Appendix- A9.1) by the consultants and circulated to the PWD, These NGO's were later considered for Scoping workshops and will be considered for all future consultation and NGO participation in Social and Environmental aspects.

9.1,1 Consultations in General

Since the inception of the Highways 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 environrnental 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 were people from all walks of life, farmers, labourers, teachers, politicians, shopkeepers, encroaches, squatter's etc who participated. In addition, the detailed socio-economic survey to prepare the Resettlement Action Plan (RAP) was also carried out. This is submitted as a 1 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 sensitivities and other concerns in affected districts I that should be considered in project design and planning; * Review potential impacts of the project identified in social and environmental assessments to date; measures taken to avoid, reduce or mitigate adverse impacts and minimise displacement; and potential provisions of the projects Environmental Management Action plan and Resettlement Action Plan 1 * Explain principles and procedures proposed for land acquisition, resettlement and relocation, should these be necessary; and the compensation and assistance that will be provided to Project-Affected Persons, house holds and groups who may loose land or assets or suffer other losses;

9.l | ~~~~LBII!SheladiaICE5/ICTr Kerala State TransportProject Sectoral Environmental Assessment- August 2001

I Increasecooperation among local governmentand districtofficials in projectplanning I and implementation; * Introducehouse to house surveys,asset verificationetc | * Assurethat local level inputs are consideredin project preparation. At the genericlevel, stakeholders voiced concernwith: * * Potentialmaintenance inadequacies; * Insufficientparticipation; l * Lack of transparency; * Insensitivityto social and environmentaldimensions; * Non-adherenceto environmentalrequirements and regulations; * Lack of coordinationamong GovernmentAgencies; and | a Potentialresettlement and rehabilitationfailures * Roads Safetyissues a 9.2 OFFICIALLEVEL CONSULTATIONS 3 The official level consultations started with the Kerala State Transport Project (KSTP) environmentalinvestigations at the beginning of the project. These consultationswhere considered for the EnvironmentalScreening Study carried out together with the Feasibility 3 Study reported in April 2000. The details of the key participants,venue, subjects discussed and other aspectsare tabulated and presentedin the AppendixA 9.2 As tabulated, these consultations have considered the latest requirements of various X GovernmentAgencies for clearing the project from environmentaland forestry interests at District, State and National level. The clearances required are basically from the Forest Department and EnvironmentalAgencies. Depending upon the magnitude of impact, the requirementsvary. During the Environmentalscreening, the magnitudeof these requirements was established.Accordingly further Environmental Assessment has been streamlined. After submissionof the FeasibilityReport a number of consultationswere carried out with the State PollutionControl Board, the Forest Department,Archaeological Department etc. The outcome of these consultationshas been considered in the preparation of various submissionsand for the preparationsof this SectoralEnvironmental Assessment Report. A joint site verificationof the extent of involvementof forestlandalong the Link 26 [dukki- PuliyanmalaProject of Phase 1 project road was carried out on 20 June 2001 with the i officials of the forest department.As per the designof April 2001, DivisionalForest Officer (DFO) indicatedthat no forestlandis involved for widening of the Project road. This is also * recordedin the Appendixon officiallevel consultation. 9.3 REGIONALSCOPING WORKSHOPS

| The details of Environmentaland social scoping workshops are given in the Exhibit 9.1. There were three workshops instead of one at State level to maximise the participation,at Thiruvananthapuram,Kochi and Kozhikode. All concernedparties were formallyinvited for all project level meetings. The total invitees were 80, 60 and 60 for Thiruvananthapuram,

9.2 LB[1/ Slheladia/CESIlCT l Kerala State TransportProject Sectoral Environmental Assessment- August 2001

Kochi and Kozhikode (Total 200). The Plate 9.1 and 9.2 shows the scoping workshop session at Kochi. 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 X be addressed in project preparation and provided information about the project enabling informed 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 3 The project authorities explained that at present highways are neglected and there is ample scope if it is properly developed. The minutes of meeting of all three scoping workshops are presented in Appendix A 8.3. I EXHIBIT9.1 ENVIRONMENTAL AND SOCIAL SCOPING WORKSHOPS

SL| SCOPING NUMBER OF NO WORKSHOP DATE DISTRICTS COVERED PEOPLE NO WORKSHOP PARTICIPATED I Thiruvanathapura !8/01/00 Thiruvanathapuram,Kollam, 57 UI lm Alappuzha,Pathanamthitta 2 Kochi 25/01/00 Emakulam,Kottayam Thrissur, 47 ______Palakkad and Idukki ______I Malappuram,Kozhikode, 3 Kozhikode 2/02/00 Kannur,Kasarakode and 51 ______Wayanad 155

The objective of the workshops was to gather observations and concerns from the public, NGOs, and experts for the scoping of the environmental and social aspects of the project. Apart from the organizers, the various NGOs and officials who attended the workshop are included in the minutes as appended. Appendix A 9.3

9.3.1 Scoping Workshop At Thiruvananthapuram I Main Issues; 1. Water loggingon roads (flooding sections)recurs during the monsoonsdue to inappropriate 3 design for the soil conditionsand poor drainage. 2. Strictlaws and regulationsshould facilitate land acquisition. 3. 3. Importanceof heritagetourism and the need for creatinga culturalawareness in Kerala. Main Concerns; 1. There is a land degradationproblem 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. l

9.3 LBII/ Sheladia TCESICT Kerala State Transport Project Sectoral Environmental Assessment- August 2001

PLATE9.1 REGIONALSCOPING SESSION

L SC4TEHJt'WS!Q!

KIJC'#ICS o%M j GOJNMENTWOF t'#MRDRANK FN.M) BEGWNAL%(XbPNGWORK SlU RGiEGA AT t I wwww t

PLATE 9-2 SCOPING SESSION PARTICIPANTS

LB11 Sheladia CESKII Kerala State Transport Project Sectoral Environmental Assessment- August 2001

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. And Recommendations Are: 1. The road alignments and widths in Kerala are unscientific, which may be improved with the I use of satellite(Remote sensing) 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, 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 I being followed. 5. The biological aspects of the 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. 6. The importance of the NGO involvement in this project that the mitigation measures for vanous 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 programme, undertaking awareness classes for the pedestrians, and creating road management committees at the Panchayat level.

9.3.2 Scoping Workshop At Ernakulam

Apart from the organizers, the various NGOs and officials who attended the workshop are included in the minutes as appended. Appendix A 9.2. Main Issues 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 decreasing trend of forest coverage in the year 1900 -70% forested area, 1950 - 50% forested area. 2000 - 25% forested area. Main Concerns I Large percentage of accidents is taking place in rural areas. I 2 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. And Recommendations Are: I The principles of island biology should be taken into account as Kerala can be I 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 MOEF clearance in case these are included for further investigations.

9.5 L-BIIISheladia ,CES/ICT Kerala State Transport Project Sectoral EnviTonmental Assessment- August 2001

9.3.3 Scoping Workshop At Kozhikode

Main Issues 1. The Telecom and Kerala Water Authority works are affecting the road traffic. Space X is required out side 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. In Kerala there is very little budget for road improvements. The facility of roads is 1 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 Main Concerns | 1. Overloading of vehicles is a serious concern as this causes accidents and damage to the road as well. Hence he explained the need for controlling these aspects. 2. The past history of the road development should be evaluated. Ribbon development is I 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 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. * And 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. 2. Suggestions for putting Utility 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. 3. There should be better facilities for road crossings. 4. There should be economic assistance from the concerned departments and the present I 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. I 7. Access roads are the main problem for PWD Roads. These should be included in the project. |8 There is an urgent need for controlling of visual pollution effectively. 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.

9I6 I LBII' Sheladia /CES/ICT I l

Kerala State TransportProiect SectoralEnvironmental Assessment- August 2001

10. In the case of provision of water supply pipes along the roadsides, the department I 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. I 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 shouldbe someway out for the storm water drains. 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. 16. Social and environmental impact should be considered seriously. 17. The roads arc 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 conceens were considered in the EA process without any U- change in the original TOR with all issues and public concerns positively considered for the design as well as Environmental Assessment.

* 9.4 PROJECT SPECIFIC CONSULTATIONS

A number of project specific consultations were carried out along the road alignment. The summary of consultation with local informed people and issues raised by them is shown in Exhibit 9.2. The Social Impact survey team carried out a number of other project specific consultations. Few consultations with (1) Individuals and (2) Groups is fully documented and presented in the Exhibit 9.3. This Appendix presents the details of the group, subjects discussed, suggestions and the action taken. EXHIBIT9.2 PROJECT SPECIFIC CONSULTATIONS CONCERNS RAISED

Link Road People Road Road Road Drainage Protection Acciden I Link Peoshuldnotprolem,RoopadyRoad ts and l # Code Inter- congested- should be be water ofpadds road viewed footpath widened biene loggin slopes signing necessary widened logging slope needed

I SH-I 8 2 5 4 2 SH- 1 3 1 311

3 SH-l1 4 ______3__ 4 SH-1 5 l 1 5 SH-1 6 4 1 | ~~~~~6SH-1 4 4 122 15 NSH-1 4 2 4 2 4 26 NSH-4 I 1

I9.9 LBI1ISheladia !CES/ICT l 3 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

EXHIBIT 9.2 (CONTINUED) * PROJECT SPECIFIC CONSULTATIONS CONCERNS RAISED

Link Road People Road Road Road Drainage Protection Acciden Code Inter- congested- shou'lldbe should not problems, of paddy roand l # Code I~~~~~~~~inewedfootpath shouded besol o water fields/ sirgnaing *necessary widened logging slope needed

28 SH-19 8 1 1 4 35 CE-28 5 13 14 2

36 SH-16 8 7 1

l _ SH-30_40 13 1 6 1 3 4

41 SH-39 4 1 3

45 CT- 71_ . _ i 47 SH-23 I 1 * ~~~~~~49NP-314 3 1 2 50 NP-301 7 2 3 4

56 NM_ I1 2 12 * 59 SH-3 4 1 2 3 3 60 SH-28 8 4 2 7 1 7 63 NO-10 5 2 1 5 2 2

67 NK-2 5 1 3 _ 5 _ I 4 l 68 NK-3 6 1 6 2 3 69 NSH- 18 4 3 1 4 - ~~~~~~70SH-8 6 5 3 1 l 4 72 Link road 2 2 1 1 73 SH-1 1 8 2 3 1 2 2 l 74 SH-31 10 7 7 4 7 84 SH-8 14 12 14 12 6 14 Totals 419 95 198 25 122 13 182

3 Percentages 22.6 47.2 5.9 29.1 3.1 43.4 Notes: I Road congested, footpath necessary includes the need for cycle path and parking area. 2. Accidents, road signing needed includes other parametcrs like road bumps, curve straightcning, and poor sight e distance. 3. Road should not be widened includes considerations like people will lose jobs, poor people with small living area will be dislocated, etc. e 9.5 FUTURE CONSULTATIONS

The public participation and consultations were a continuous process through out the project preparation. This will continue through out the project implementation planning and construction period of the project. The project will hold at least three follow on consultations at Thiruvanathapuram, Kottayam and Thrissur. These consultations are to disclose the project * concepts including the environmental and social considerations in the Project. In addition to this there will be a number of follow up project specific consultations also. The Pollution Control Board will organize a public hearing in as part of the MOEF I environmental clearance procedure in phase 2. During construction period also the public Consultations are essential to understand and minimize the hardships and problems faced by | the local people with regard to access etc. I

9.I LBII/ Sheladia TCESICT KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

EXHIBIT 9.3 | CONSULTATIONS WITH PERSONS/GROUPS, SUBJECTS DISCUSSED AND ACTION TAKEN ON SOCIAL IMPACT ISSUES (Representative Sample) 3 1. Individuals Subject/Suggestion Action Taken Prof. P.S. Ramachandran * Principal, Sree Sankara College, Kalady, Emakulam District Reference: Link 6, SH-1 Chainage: 233.900 I Increase the 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 adequate lanes are justified by projected traffic size and facility. usage. 3 Plant trees like teak, mango, etc. by the sides of the roads to prevent 2 Bus lay bys have been planned. soil erosion. 3 Has been addressed in the 4 Build a circle at the International Airport junction. Environmental Impact Assessment 5 Insist on rubbensed tarring. Report.. 6 Provide signal posts at every junction. 7 Provide provision for crossing of cables and pipelines at periodic 4 Has been addressed in the final design. distances in order to prevent cutting of road in future. 5 Not yet a proven practice in India but is 8 Provide permranient anrangerments for laying of cables, pipelines, etc. being investigated. by the side of the road to prevent periodic cutting of the roadsides. 6 Not recommended but a system of * 9At least 2m each on both sidcs of the tarring area of the road should priorities is being designed for each be kept free of anything. major junction. 10 Avoid height difference between soil area and tarring area at two 7 Has been incorporated in designs. sides of the road. 8 Has been incorporated in designs. 11 Use reflectors to show the demarcation lines.

9 Not practical due to land scarcity. 10 Agreed good highway practice and has * been incorporated in designs. 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 Please save the area. The industry gives jobs to 30 persons residing in The design engineers and the PIU engineers the premises. The industry was set up with a huge investment, including jointly inspected the site and altered the bank loans, yet to be paid back. There is no suitable area nearby to alignment to save the industry. relocate. Mr. Jose Chacko, Delta Ply Woods Eranjode P.O. Perumbavoor Perumbavoor Bypass, Link 6 - Now dropped. The proposed bypass divides the industry compound into two and the The design engineers and the PIU engineers J plywood drying area is affected. The industry engages over 100 jointly inspected the site and altered the employees all of whom will be rendered jobless. A huge investment, Rs. alignment to save the industry. 20 million, was made to set up the industry. Mr. Varghese, Assistant Engineer v P.V.I. (CADA) Section 111/111 Pattal, Perumbavoor Perumbavoor Bypass, Link 6 - Now dropped The proposed bypass crosses the canal. Which Department (PWD or The Project Authorities need to decide which I Irrigation) will undertake the execution of works? (The existing narrow Government Department will execute the road is the canal patrol road, discharge 1.095 cusec, bed width 0.90 m, works. There are still scopes for change in trapezoidal canal. this proposed bypass. Mr. Rajan Varghese, Principal Marthoma Women's College Perumbavoor I Perumbavoor Bypass, Link 6 - Now dropped. The proposed design of the bypass touches the main building constructed 2 The design engineers and the PIU at a cost of Rs. 5 million. A bypass close to a women's college invites engineers jointly inspected the site and anti-social elements. The college authorities plan to construct a ladies' altered the alignment to save the college 9.9 LBIJ/Sheladia /CESItCT Kerala State Transport Project Sectoral Environmental Assessment- August 2001

I l ~~~~~~~~~~Subject/Suggestion Action Takenl hostel also on the top floor of the main building which will be facing the building. 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. Perumbavoor Bypass, Link 6 The Vattakattupadi-Pattal road can be widened and the alignment could The design engineers and the PIU engineers be made through the back side of a temple and away from the college and jointly inspected the site and altered the school. alignment to save the temple, school and the *______college. Mrs. Mriamma, Deputy Tehsildar, Muvattupuzha, District Ernakulam Reference: Link 6, SH- I Chainage: 207.200 Land survey maps. Land survey maps of the area last prepared in 1918. Attempt to procure them abandoned. Mr. Sivaraman - ~~~WardMember, Ward No. 7 Rayamangalam, Emakulam District Reference: Link 6, SH-1 The local Ward officials have strictly instructed the residents to build Does not require actions on the part of the * new structures 3 m beyond the edge of the existihg road. PluL Mrs. Eliamma Paulose Mahuvannur Panchayath Ward No. 9, Kazhur-Mannur Ernakulam District Reference:Link 6, SH-1. Discussion regarding the various levels ot compensation. The social impact survcyors clarified the vanous compensation levels, as contained in the R&R policy framework. Mr. Saithu Kunju Opp. Payipra Panchayath Office Puthusseri, Pezhakkapally Emrakulam District Reference: Link 6, SH-1 He was concemed about the demolition of his compound wall. The survey personnel explained to him that I land take would be determinied by the final road design and the acceptance of the design by the project authorities. They also *______explained to him the compensation levels. I Mr. Francis George, MP Idukki Constituency Kalampathurparampil *VII421, Vazhappilly, Emakulam 3 Discussion regarding the anticipated speed of the implementation of the No action required. project. Mrs. Radhamani Amma Executive Magistrate and Tahsildar I Reference: Link 36. SH-16 Discussed the availability of land resurvey maps of the area, which she To be used for the verification of the data by mentioned was available. the PIU. Smt. Ambika, Village Assistant Rayamangalam Village Office Emakulam District Discussed the availability of land resurvey report, which is apparently To be used by the PIU for the verification of I available with the Taluk Surveyor. the survey data. Mr. M.V. Benny Ward No. II, Koovapady Panchayath Chelarnattom Village, EmakUlam Availabilityof land for rehabilitation. It is said that hind is available near Information utilised in the RAP. the left side of the Thannipuzha bridge, towards Perumbavoor.

9.10 * LB1I1Sheladia /CES/ICT l 3 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

Subject/Suggestion ActionTaken Mr. Raveendran, Deputy Tahsildar Aluva, Ernakulam 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 Emakulam I Suggests BTR number and Field Survey Maps should be consulted and Suggestion well taken. compared before field investigation for identifying encroachment. Mrs. Laiba Sebastian, President Kizhumudu Panchayath, Ernakulam * Reference: Link 35, CE-28 Suggested that 4 acres of govermnent land is available for resettlement of Information utilised in the RAP. people in Ward No. 3. Mr. Nazeer, Assistant Engineer (Roads), PWD, Aluva, Emakulam Reference: Link 35, CE-28 Encroachment and PWD land identification: it takes four months to No action needed. venfy encroachments on 20 km of roads. Mr. Mohammad Ali, Secretary Vazhakculam Grama Panchayath * ~~~~EmalculamDistrict Reference: Link 35, CE-28 Identification of encroached land Informnation utilised in the RAP. Mr. T.P. Hassan, Chairman Perumbavoor Municipality Emakulam District Reference: Link 35, CE-28 I. Unauthorised building extensions (charthu) on public lands from 1. The matter has been referred to the PWD. Puthenkurisu Junction to Muvattupuzha Junction should be * demolished. 2. There are a number of encroachments betwveen Sanpo Hospital 2. The matter has been referred to the PWD Junction and Govemment Hospital Junction. and incorporated in the final design of the 3. Bus bays should be developed. roads. 3. Already part of the design parameter. Mrs. Leela Mani Amma Assistant Head Mistress Kuttamassery Govt. High School Reference: Link 35, CE-28 Chainage: 3.640 I. A hump with signing is required in front of each school gate at 1. Design engineers have taken note of this. I Chowara and Kizhumadu. 2. Road signing for speed limits and presenec 2. There are 80 blind students in the school. Traffic control required for of traffic personnel recommended. their safe passage. 3. A matter for the civic authorities to reduce 3 3. Sand loaded trucks are seriously damaging the road top, the number of licenses for this activityv 2. Groups

Subject/Suggestion Action Taken 1. Affected Residential Clusters at a proposed realignment site on Link ]: Taikkod - Kottarakara, Chainage 40.900 to 41.220 Left side. Persons attended= 14 Date: 3d' August, 2000 Focus group discussion with residents ot0 a proposed realignment site. 1. Surveyors informed them of the extent of Queries included: affected properties and 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 Nilaniel 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.

I LBII! Sheladia /CESIICT l 3 Kerala State TransportProiect SectoralEnvironmental Assessment- August 2001

SubjectlSuggestion Action Taken 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 Govemment 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 I 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 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 - Pulivanmala - Now this link has been dropped for further consideration * Chainage 40.900 to 41.220 Persons attended= 26 Date: 22nd August. 2000 Focus group discussion with residents and agricultural landholders on a I. It was found that the available * proposed bypass site. A local NGO. ValiyakandamnPadaseklharu Govemment 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: ispection 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 constructed along the left side of the paddy field, as this side prevent sloping of land. The suggestion is contains Government 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 ft width from Vcllayamkudy Junction existing 40 R 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 Govemment. as a bypass. The suggestion is not 3. In the present design, the road deviates from chainage 3.000 to technically, socially and economically 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 paddv 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, including housewives. Datc: 915August, 2000 Focus group discussion with residents on a proposed bypass site. | 1. The PIU have been requested to address Issues raised included: this issue. * I1. 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 tlsis. The alignment needs to be the R&R policy document. * rcvised. 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. As in 4 above.

9.12 LBII"Sheladia 'CES/ICT Kerala State TransportProject SectoralEnvironmental Assessment- August 2001

SubjectVSuggestion Action Taken 4. Affected residential clusters at a site on the proposed Perumbavoor Bypass on Link 6: Muvattupuzha-Angamali, Chainage 3.600 to 4.600 Persons attended = 50. including housewives and the local Municipal Council. Date: I OlhAugust, 2000 * Focus group discussion with residents on a proposed bypass site. I. The PIU have been requested to address Issues raised included: this issue. I. 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 furlongs 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 turn 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. 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 been called off. concems. 5. Affected residential clusters at a site on the proposed Nilambur Bypass on Link 60: Narukara - State Border Road Persons attended = 22 - This road has been removed from the sclected high prionty roads I Date: 4' September. 2000 Focus group discussion with residents on a proposed bypass site, I. 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 I . When a piece of agricultural land is acquired for the project, small that if PAP!PDP loses >75% of his land, 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 Government 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. T he "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 they are displaced. implementation of the project. 5. If the bypass is aligned along Areacode (Court Junction)- 4. The people were informed that the R&R Kulakkamdam -Chakkalakuthu-Mukatta, the new road can be policy framework has provisions to I constructed by widening the existing road. address this concern. 5. The existing road is very narrow and it will not be cost effective to follow this 3 . suggestion. l

I9

9.13 LBII)tShciadia /CESICT l KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

10 ENVIRONMENTALMANAGEMENT PLAN

10.1 MITIGATION MEASURES

Environmental mitigation measures will have to be incorporated within the design process, including the avoidance of potential impacts through alignment shifts and other means. Appropriate measures will have to be identified for action in the construction and operational phases. Exhibit 10.1 Environmental Management Plan (EMP) tabulates the measures identifiedfor all three phases i.e., Design, Constructionand Operationalphases. The EMP identifies 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.

10.2 ENVIZAGED ENVIRONMENTAL IMPLEMENTATION ARRANGEMENTS

Institutional strengthening will be undertaken to achieve the goals of the Kerala State Highway Authority. Steps to be taken are discussed under the following sub-headings: Envisaged Institutional Organisation * Environmental Training; . Monitoring and Reporting; and Environmental Documentation.

10.2.1 ENVISAGEDINSTITUTIONAL ORGANISATION

The envisaged institutional organisation is shown in the Exhibit 10.2. Being a category A project the PIU should have elaborate arrangements for the Environmental Monitoring Unit. The proposed strategy is a flexible proposal for the PIU. In addition, there will be a Social Development Officer also. The approval of the proposed task force will be required for the implementation of environmental mitigation measures. However it is always recommended to have all environmental manpower in house rather than to take on contract basis based on requirement. This has been integrated into the Institutional Development Study (IDS) that was separately carried out under a different contract. The implementation of mitigating measures requires supervision from adequately trained staff within the PWD. The PWD has made a commitment to strengthen its institutional capacity with regard to the environmental and social aspects not only for the implementation of its own projects, but also to cater for the needs of the State and local levels. As a first step towards establishing mechanisms to formally address environmental issues on a routine basis, in the short term an Environmental Officer (EO) was recruited to the PWD Project Implementation Unit (PIU). The Environmental officer is assisting the Project Director (PD) in the overseeing of environmental aspects of the construction contracts for KSTP, including the observance of all monitoring provisions. Before the commencement of construction, the Project Director will receive training in the environmental issues associated with road construction and maintenance projects. The Environmental officer(s) will organise the training. Being a Category A project, a much elaborate arrangements would be necessary according to the World Bank and Independent Review Consultants. To meet the various requirements the Consultants prepared a flexible plan as shown in the Exhibit 10.2 in case the organisation is not able to find a second suitable position, the PWD can appoint suitable personnel or NGOs on contract basis as and when required.

LLBIII Sheladia!CES/ICT 10.I l - - - m - - - - m ------

EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken 1 Time frame Implementing Responsible Contractual Clause Impact & IssueIs Org astin Organisation DESIGN PHASE The existing alignment was selected to minimise Project PIU Alignment the land disturbance and to avoid, religious During desigin Coordinating Project Not Applicable Alignment buildings and other environmentally sensitive Consultants Consultants areas compatible with project activities. (PCC) Information dissemination and community Land and consultation. Compensation will be paid to PAPs PIU PTU acquired based on the RAP that includes the Entitlement During Design NGOs Environment Not Applicable (Resettlement Policy. Affected persons must vacate the land Phase recommended Officer (EO) .Resettlemei area before construction starts. ROW to be in RAP Action Plan) acquired has already been identified. Cultural heritage sites along the alignments were identified. Archaeological sites and Temples were Archaeological PIU - EO Cultural Heritage avoided by adjustment of alignment. Shrines may During design Survey of Not Applicable be moved with prior consultation and approval of India (ASI) the local community. Flood (refer to Bridges have been designed for the 50-year flood During PCC hydrology frequency. All culverts have been designed for 25 Research on Engineering PTU Not Applicable report) years flood frequency. The Fill height has been Design Consultants desi gned for 50-year flood. Project Specific All mitigation measures will be separately During design PIU and PIU and all As a Project specific Mitigation described and budgeted to ensure implementation construction Consultants involved parties action this will be Actions and operational as described incorporated. Phases Altered Road Rising of Paddy field areas. Rising along During Dcsign PIU and PIU and Not applicable embankments realignments. phase Consultants Contractor

coneral Standard cross sectioXnalternatives were used fora cronssdrainfthe Project road design depending on the local Duiring Design ConUltants contractorliablPI Cossection conditions. Cnutns cnrco Alternatives m - - - - m - m- --- - m m -

EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken Timle frame Imlementing Responsible Contractual Clause Impact & Issues MiiainEhneetmaue ae iefae Organisation Oreanisation ______Issues from The various issues raised were examined and Issues from suitably incorporated based on merit. These During Design PIU and Contractor. Not applicable

Consultations include parking areas and other road safety Consultants ______m easures.______Road safety issue During design Design

due to an Acute - Road realignments stage team PIU and PWD Not Applicable Curve stage Loss of drinking Drinking water source will be replaced During design Design PIU and PWD Not Applicable water source according to RAIPand EMAI'. stage team Action Plan (RAP) Loss of existing Not Applicable bus stops and Bus stops will be suitably relocated During design Design PIU and PWD Refer Resettlement Waiting shed stage. team Action Plan (RAP) facilities Improved road surface with iniproved road Accident black geometry, Pedestrian facilities, Bus bays planned. D design PIU and PWD Not Applicable spot Lining and signing is given a high priority for all Stage s Design team PWD & Traffic road junctions. Safety Audits are being carried . Police out on the "final" design drawings. CONSTRUCT[ON PHASE During.ad PIlU EO, SPCB Environmental This will include institutional requirements, During and and As a Project specific Management training, environmental management and after EO of PIU Construction' action this will have And Monitoring monitoring. construction supervision to be incorporated. (Five Years) consultants Facility Equip - Facility Equip - ~~~~~~~Immediately EQEofPUad of PIU and As a Project specific ment for EM P Provision for purchasing required equipment. after Const- EO of PIU Construction action this will need Meters, Vehicles rucon supervision to be incorporated. and Buildings) ruction consultants to_be_incorporated.

Engineer

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken Time frame Implementing Responsible Contractual Clause Impact & Issues M Organisation Organisation EO of PIU and Altered Road Raising of Paddy field areas During Contractor Construction Design standard embankments construiction supervision requirement ______consultants Water should be sprayed during the construction phase, at mixing sites, and temporary roads. In reconstruction laying sub-base, water spraying is needed to aid and wherever Contractor EO of PIU and MOST Specification Dust compaction of the material. After the compaction, asphalt is Construction 111, 111.5, water spraying should be carried out at regular removeds unti supervision 111.8 111.9 intervals to prevent dust. Vehicles delivering asphalting is consultants materials should be covered to reduce spills and replaced. dust blowing off the load. P_. Asphalt mixing plants should be sited over 500 m from any communities. Mixing equipment should During PIU, EO and Asphalting be well sealed, and be equipped with a dust- Construction Contractor Construction MOST Specification removal device. Operators should wear dust consultants masks, ear protection and hard hats. Vehicles and machinery are to be maintained so Beginning with PIU, EO and Air Pollution *r* and continuing Construction MOST Specification that emissions conformn to National and State hroughoutontractor supervision 111, 111.5 Standards construction consultants Noise standard at processing sites, e.g. aggregate PIU, EO and crushing plants, will be strictly monitored to Construction MOST Specification prevent exceeding of GOI noise standards. supervision 111, 111.5 Workers in the vicinity of strong noise will wear consultants Noise protectors and their working time should be Beginning and Connsactn limited as a safety measure. In construction sites cotrstruction EMP within 150 m of sensitive receptors construction r Special site-specific will be stopped from 22:00 to 06:00. Machinery action. and vehicles will be maintained to keep their noise to a minimum.

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancepent measures taken Time frame Implementing Responsible Contractual Clause Impact & Issues MiiainEhneetmaue ae iefae Organisation Organisation ______Construction of noise barriers of an average length of I 00m and eight feet height (Stone walls and planting) for silence zones including schools and hospital.

Whenever PIU and MOST Specification Loss of wetlands Alignment shifting to avoid filling lakes, ponds encountered PCC and Construction 111.4, 201, 201.2, and ponds and wells as far as possible. during Contractor supervision 301;304,306

______construction consultants30 , 04 3 6 Flood Impacts Fato lvlsolberieacodntohePIU and and Cross FnainlvlsolberieacodntoheDuring PCC and Construction Project specific Drainage design and the cross drainage structures suitably construction contractor supervision mitigation plan. Structures planned for the flood events. conisultants Specification 312. In sections along watercourses, earth and stone will be properly disposed of so as not to block rivers and streams, Whenever thereby preventing any adverse impact on water quality. encounitered PCC and PIU EO and Alteration of All necessary measures have been taken to during Contractor Construction MOST Specification drainage prevent earthworks and stone works related to the construction. supervision 201.2,301, 304, 306 road from impeding cross drainage at rivers / Contractor consultants streams and canals or existing irrigation and drainage systems. Construction materials or waste likely to give rise PIU, EQ to contaminating fine particles e.g., in lime or fly PIUi Eo ash will be stored in enclosures such that Throughout Forest Dept. and MOST Specification Silting sediment-laden water does not drain into nearby construction Contractor Construction 111.4, 306 watercourses, but rather percolates slowly into the consultapits soil. All justifiable measures will be taken to prevent PU the wastewater produced in construction from TQp Contamination entering directly into rivers and irrigation construction Contractor EO and 111 4 306 from Wastes systems. period supervision consultants

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken Time frame Implementing Responsible Contractual Clause Impact & Issues MiiainEhneetmaue ae iefae Organisation Organisation ______Sewerage PIU Disposal during A minimum distance of any sewage or toilet Throughout EO and MOST Specification construction Contractor Construction 111.9 Construction at facility from water sources should be 200 metres. period. supervision Services Centres consultants Vehicle maintenance and refuelling will be PIU Contamination confined to areas in construction camps designed Throughout EO MOST Specification from fuel and to contain spilled lubricants and fuels. Waste cntuio Cnraor SPCB and MOST13Specification lubricantslpetroleum and lubricants must be collected and od Contractor Construction 111.13, 201.2 201.4, lubricants taken to approve disposal sites, according to GOI period. supervision ... 1 .3.3 laws. consultants * Sufficient measures will be taken in the construction camps, i.e. provision of rubbish Sanitation and receptacles and sanitation facilities. Waste in Waste Disposal septic tanks will be cleared periodically as in Construction PIU Camps necessary. SPCB and * Drinking water will meet Indian National Before and Constrductio MOST Specification Standards. duiring building Contractor supervision 111.1, 122, 201.2, of constructionicnutat 0 * Rubbish will be collected and disposed of camps. consultants 306 frequently. * Special attention shall be paid to the sanitary condition of camps. * Camps will be located at a minimum distance of 200 m from water sources. Borrow pits have been identified outside the IRC: 10 1961 Borrow pits ROW. Before opening additional borrow pits During Contractor PIU MOST Specification operating pits shall be closed according to construction EO 111.2, 305.2.2 Specification.

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environniental MiiainEhneetmaue ae iefae Implementing Respoinsible Contractual Clauise Impact & Issues taken Time frame Organisation Organisation Construction plant and equipment will meet PIU MOST Specification Equipment recognised international standards for emissions EO and 106, IRC: 72- 1978; Selection a and will be maintained and operated in a manner construction Contractor Construction IRC: 90-1985,111.1, mopiration that ensures that relevant air, noise, and discharge supervision 111.5, 111.9, oPeration regulations are met. consultants 111.10, 201.3 1) Quarrying 1) Quarrying will bc carried out at approved and PIU licensed quarries only. During o Cons MOST Specification 2) Material 2) Material sources are shown in Exhibit 5.10 A, construction Contractor Construction 111.3, 302, 305.2.2 sources B and C in Chapter 5. csupltn SOIL SOIL _ ~~~~~~consultants On slopes and other suitable places along the Soil Erosion and roadside, trees and grass should be planted. On Upon Contractor and MOST Specification Soil sections with filling (>3 m) and deep cutting their completion of Construction 306, 307, 308 Conservation slopes should be covered by sod, or planted with construction supervision grass, etc. If existing irrigation and drainage activities at stels system ponds are damaged, they will be suitably these sites. consultants repaired. Loss of Arable land should not be used for topsoil PlU and agricultural borrowing. The topsoil will be kept and reused During Contractor Construction MOST Specification topsoil after excavation is over. Any surplus to be used construction t supervision 301.3.2, 305.3.3. topsol on productive land consultants Compaction of Construction vehicles should operate within the During MOST Specification Soil. Corridor of Impact avoiding damaging soil and construction Contractor PIU 201.2 vegetation. conr ______~~~~FLORA______Areas of trees cleared will be replaced according PIU to Compensatory Afforestation Policy under the After Forest Loss of trees and Forest Conservation Act - 1980. The private trees completion of Forest Department and MOST Specification Avenue Planting will be compensated in line with the provisions of construction Department Construction 201, 308 RAP. Two trees will be planted for each tree cut activities supervision down. consultants

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP)

Empact& Issnes Mitigation/Enhancement measures taken Time frame Organisation Responsible Contractual Clause Tree clearing within the ROW should be avoided During cleaning PlU Forest Dept Vegetation beyond that which is directly required for operations and Construction MOST Specification clearance construction activities and / or to reduce During supervision 201.2 accidents. See soil compaction also. constrLction consultants FAUNA Construction workers should protect natural During Contractor Pan Forest Dept MOST Specification Fauna resources and wild animals. Hunting is Forest supervision 111.1, 111.6. prohibited. Department consultantsion SOCIAL Temporary access should be maintained PIU and Const- Loss of Access throughout the course of the work unless the During Contractor ruction Super - MOST Specification Contractors make agreements with any affected construction vision 112 frontages or legitimate road user. consultants If there is traffic congestion during construction, PIU and State Traffic measures should be taken to relieve it as far as During Contractor Police and MOST Specification congestion possible with the co-operation of the traffic construction Construction 112 police. supervision l______consultants All contractors' staff and workers will be working along busy traffic routes. They must wear high Contractor and Health and visibility purpose made overalls or trousers/ waist During Contractor Construction MOST Specification Safety coat at all times All operators working with any construction supervision 111.6 materials above head height (even in trenches) consultants must wear hard hats all at times on the xvorksite. _ PCB and PWD and Kerala Water 'ollutionPolluton of ofConstruction properly so material as not to/ waste block shouldor pollute be disposed streams Durinlg Contractor,EMU of PI13 Auth6rity, MOST Specification Stremsiver aralelor wih secil atenton o cnfiingconstruiction & Irrigation Dept. no 111.4, 306. to the road wth special attention to confininlg stgsaeand PWDsuprvsionec] Construction Stre.amsprle concreteor rivers work. PWD

consultants______

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken Time frame Implementing Responsible Contractual Clause EnIronm& sentalniato Organisation CnrculCas During and Contractor, PCB and PWD

NoiseNoie plluionpollution SCConstructionschool if required.of noise barrier near hospital and afterimmediately EMU& PWD of andPIU and ConstructionForest Dept. MOST111,111.5 Specification supervision construction Forest Dept consultants During and Contractor, PCB and PWD Tree removal Compensatory tree planting at a rate of two per immediately EMU of PIU and Forest Dept. MOST Specification each tree removed. after & PWD and and Constructio no 306, 111 construction Forest Dept supervision consultants EMUo PIU PCB, PWD Auto, Jeep, Mini lorry, Taxi parking areas. Help .rEMU of PIU KWA and Parking Areas to Municipal Authorities by providing funds for Durng and & nd Forest Dept and IRC road safety land acquisition for parking as identified by strip afer a Construction code, IRC 103-1998 plan. construction Forest supervision plan. Department consultants Tourism Dept La.idscapinof existing a.id new "oxbow" land in EMU of PIU Public works MOST Specification Existing and new Landscaping of existing and new "oxbow" land i Immediately & department, 201.2, 201.3 and oxbow lands to rest areas without access control. after PWD and Forest Dept and 201. IRC road safety Compensatory tree plantation at a rate of two per Construction. Tourism Construction code, IRC 103- each tree renoved. Department supervision 1998 consultants OPERATIONAI, PHASE

______~ ~~~~~~AIR______Replace roadside trees lost due to construction on Immediately Forest Dust a 2 for 1 basis and encourage new forestation after area is no Forest PIU EO EMP projects. longer disturbed Department Check vehicular emissions of CO, HC, NO, SPM, After Motor Vehicle Motor Vehicle Environmental Pollution RPM and enforce Pollution Under Control (PUC) completion of Dept. Dept. Management and Pollution Programs. The public will be informed about the construction Forest EO-of PIU + Monitoring Plan regulationson air pollution of vehicles. Departmnent police (EMP)

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN ( MAP) _ Envimonmental Mitigation/Enhancement measures taken Time frame Organisation Responsible Contractual Clause

Monitoring air pollution at critical points Aforestation programs - Tree Plantations. The use of sound barriers or other mcasures should be considered where warranted. The After Motor Vehicle PIU EO Noise public will be informed about the regulations on completion of Dept. Motor Vehicle EMP noise of vehicles The PIU should carry out construction Police Dept.

consultations with school and hospital authorities. I _ WATER ContaminationiI o xsig PD tt from spills due to Contingency plans for clean up of spills of oil, If not existing PWD, State PWD and State EMP I traffic movement fuel, and toxic chemicals. shulod beoice Police and accidents developed Station Maintenance of TeubnEspecially at Highway PWD and any StormnWater The urban drainage systems will be maintained to the Beginning Authority municipal Corps EMP Drainage System accommodate storn water flow. and end of PWD under agency. monsoon ______Erosion of Stabilisation (refer construction phase- Soil) of Immediately S t AltereRoad Raised Paddy field areas by rip rap after PWD EQ of PIU Specification 306, embankmnents Y P p Iyconstruction 307, 308 l ______FAUNA l ~~~PIU Collision with Post warning signis for Wild Life Crossing. At end of TForest Dept. F ret EMP wildlife jggeisii.Construction EQ of PWD DeFortest ntM SOCIAL COMPLIANCE with "Rules" as defined in Environmental (Protection) Act, 1986, including: For delivery of hazardous substances, three PIU, PWD Accident with certificates issued by transportation department During Motor Vehicle EMP hazardous are required permit license, driving license, and Construction DMpt. Statehi materials guarding licence. Vehicles delivering hazardous and Operational KSISB police and Fire substances will be printed with standard signs. stages. Se rv cs Public security, transportation and fire fighting ervie departments will designate a special route for these vehicles. These vehicles can only be parked _

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Mitigation/Enhancement measures taken Time frame Implementing Responsible Contractual Clause Impact & Issues MiiainEhneetmaue ae iefae Organisation Organisation at designated parking lots. In case of spill of hazardous materials, relevant departments will be informed at once and deal with it in accordance with the spill contingency plan New buildings are prohibited within 50 m of the Throughout and IRC 35-1971 Safety and noise edge of carriageway. No new schools and after project Planning PIU IRC 79- 1981 disturbance hospitals are allowed within 200 m of development Department IRC 93- 1995 carriageway. period IRC_93__1995 EMU of PIU Solid waste Should rclocatc solid waste disposal site away During In association PCB, Local disposal along from the carriageway in the same location in operational With the Local bodies MOST Specification the ROW consultation with local Panchayath and Municipal Stage Municipal And PWD 201.4 authorities Refer Appendix-1.0 Authorities Tourism Dept. and PCBs. EMU of PIU PCB, PWD Loss of driniking ConlStruLCtionl &PWD KWA Local granm water source Drinking water sources will be replaced as and Operational a&ldLocal Panclayath, MOST Specification (Bore well) discussed in the RAP stage MLinicipal KWA and 201.2, 111 authorlsagite Tourism authorities department Road safety EMU of PIU PCB, PIU and issue- Land - Development of rest area without access control. During & PWD and PWD, scaping of Landscaping of oxbow lanid. The EO in ODrational &orest Dept. Local body, Refer Rescttlement Oxbow land. consultation with various authorities will agree on tper Local KWA and Action Plan Facilities for the Ox bow land requiriing attention stage. municipal Tourism travelling public authorities Department Noise barriers near sensitive noise receptors may PCB, PWD, Noise pollution - be required. Public will be informed about the Construction EMU of PIU Tourism Dept. MOST Specification Hospital regulations on noise of vehicles. Proper and Operational & PWD and Forest Dept. M 11.o HosPital signboards should be erected at hospital stage Forest Dept. and local Gram 111, 1 1 approaches. Panchayat_i

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EXHIBIT 10.1 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMAP) Environmental Implementing Responsible Contractual Impact & Issues Mitigation/Enhancement measures taken' Time frame Organisation Organisation Clause2 EMU of PIU Bus shelters and Bus shelters should be constructed near location During and local Local Gram Refer Resettlement bus bays. of Bus Bays. operational Panchayath Panchayath Action Plan (RAP) stage. and Muniicipal Pnhyt cinPa RP authorities Accident black Improved road surface with improved road During EMU of PIU, spote ac geometry. Bus Bays will be shifted. Safety Operational PWD, Traffic PIU and PWD EMP spot _ Audits to be conducted stage. Police

Note: An Environmental Management Plan is required prior to the commencement of construction indicating how the Contractor plans to implement environmental requirements as Stated in the General Conditions of Contract clause 19 titled "Safety, Security and Protection of the Environment".

Some of the mitigationi measures are preventive in nature while some others include additional measures in terms of environmental conservation and involve physical and construction work.

The contract Documents refer revised MOST Specification as discussed. a) Ministry of Surface Transport Roads Winig(MOST), Governmenit of India. Specifications for Road and Bridge Works (Third Revision, 1995. Reprinted 2000) b) MOST documenits are amended to suit the needs of the Kerala State Highways Project, particular-ly the requireeilniits of the Environimental Management Plan (EMP)

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Kerala State Transport Project Sectoral Environmental Assessment - August 2001

PUBLIC WORKS DEPARTMENT

Integrationwith Ministryof MOEF, Revenue EnvironmentalPCRS, DepartmentsNGO's ctc. EnvironmentalDepartments PIU, KSTP etc NGO's

PROJECT DIRECTOR

ENVIRONMENTAL OFFICER SOCIOLOGIST

t< t

PROJECTDESIGN PHASE _ __ i

liipeiitto fImplementation ofv EMAPImlmnaino I CONSTRUCTION PHASE

__ OPERATIONAL PHASE

FIGURE 10.2 ENVIZAGED INSTITUITONAL ORGANISATION FOR KSTP EMP IMPLEMENTATION

lt3I/Shcladia!CES/ICT Kerala State Transport Project Sectoral Environmental Assessment- August 2001

The Environmental officer will be familiar with the Indian environmental legislation and be I experienced in monitoring and co-ordinating large road construction or similar projects. If such personnel are not available as is the case now the in-house personnel with suitable background shall undergo all training as necessary. The main duties of the Environmental Officer will include:

* Review of Project design and specifications during preparation to ensure their adequacy and suitability with respect to the recommendation of the Environmental Management Plan (EMP) as presented by the EMP/EIA. * Collection and dissemination of relevant environmental documents including amendments to Environmental Protection Acts issued by the Government and various agencies such as the World Bank, Asian Development Bank (ADB) and other organisations. * Co-ordination with non-government organisations (NGOs), community groups, Government Departments, etc. on environmental issues and obtaining the necessary clearances from the regulatory authorities. * Monitoring the environmental aspects of the Project during construction to ensure that the environmental requirements of the contract and the mitigation measures proposed in the EMP are implemented. * Advising the Engineer and preparing the environmental input to the quarterly progress reports. X * Development of guidelines or a code of good practice on low-cost environmental measures that can be implemented in the road construction and maintenance programmes for Public Works Department. I * Development of environmental training activities for contractors and supervisory consultants staff. * Assistance to local Governments in the restoration of the environmentally degraded I portions of the existing Project Right-of-Way, which may revert to their control due to the realignments. * Promotion of the policies adopted for the development of roadside amenities as recommended by the project specific Environmental Management Plan * Co-ordination of the road safety components of the proposed PWD Institutional Development Plan and issues related to the effect of roadside environment on road I safety and non-motorised traffic. * Coordination of the Environmental Officers activities with other State and Central departments for obtaining/exchanging infornation on low cost environmental impact mitigation methods, environmental enhancements, local legislative measures, legal procedures and experience for environmental protection and training needs. 3 10.2.2 Environmental Training The training institutions in India, the World Bank's Economic Development Institute | (Environment and Natural Resources Division), the Central Pollution Control Board, and the State Pollution Control Board conduct regular training sessions and access to these resources will be sought. * The need for additional and specialised training will be examined and appropriate training will be undertaken as required. The proposed training requirements include I * Immediate short-term training for the Project Director to raise the level of environmental awareness.

LBIt/ Sheladia /CESfICT 102 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

• Training on the implementation of the Environmental Management Plan is required I for the Project Director, PWD Technical Managers, Environmental officer and representatives of the construction contractors and supervision Consultants * General environmental management awareness will also be required for the PWD I Executive Engineers and their staff within the PWD. For all training programmes the contents will have to be developed, training modules planned and imparted. In addition to the capacity to quantitatively monitor Water and Noise quality using suitable equipments as specified for this specific project it will primarily involve ensuring that actions I taken are in accordance with the contract, and specified mitigation measures. Responsibility of the Contractor: Some awareness training may be provided to the Contractor's personnel to ensure that all required measures would be taken. This will help the contractor to devise a practical management plan to implement various mitigation measures proposed in the Environmental Management Plan. The Engineer should approve the practical | Environmental Management Plan prepared by the Contractor after verification by the Environmental Officer of EMU. 10.2.3 Monitoring and Reporting Procedures Statutory Govemment Agencies may assess contractor practices and, if high pollutant levels are suspected, will require measurement by the PWD, SPCB or private sector laboratories to verify measurements on a routine basis. Photographic records will be established to provide environmental monitoring tools. A full record will be kept as part of normal contract monitoring. 3 The Project Director and Environmental Officer will enforce all applicable regulations. Under the Environment (Protection) Second Amendment Rules 1993, for example, water quality discharge standards have been established for inland surface waters courses and land | for irrigation. It is a legal obligation of the Contractor that any discharges from the work site meet these standards. The PD and Environmental Officer will take steps for regular monitoring of pH, suspended solids, BOD, COD etc. All contractor liaisons must be I conducted through the Engineer. Additional monitoring for soil erosion, landslides in the highlands, flooding and accidents and air quality is also required. The progress of project specific environmental Enhancement /mitigation measures are to be monitored and recorded. The effectiveness of the road safety action plan should be monitored on a monthly basis in order to improve/upgrade the various | provisions of the action plan. 10.2.4 Environmental Enhancements Being a very densely populated State with much ribbon development, many market areas and intense pedestrians besides the vehicular traffic, dictate that a variety of environmental enhancement measures be considered in the Project. The Appendix A 6.1 provided typical designs for various types environmental enhancement. These are * Bus bays originally built into the design * Parking areas for Cars, Auto rickshaws, Jeeps, Tempos and mini lorries where possible- provision for parking areas. The land cost included as Environmental costs * Service roads including parking areas when realignment is proposed and implemented I in the urban and semi urban pockets * Safer and aesthetically appealing road junctions (Considered in the original design)

LB111Sheladia ,CESIICT 10.3 Kerala State Transport Project Sectoral Environmental Assessment- Aueust 2001

* Proposal for the development of 'Oxbow lands' into rest areas in rural areas | * Oxbow lands may provide toilet facilities eating places and restaurants • Tree and shrub planting along the Oxbow lands (Appendix A 6.2) * 10.2.5 Environmental Documentation Kerala State Transport Project will devise suitable sample monitoring formats for use. Mitigation and enhancement measures adopted in the final design have been explicitly I identified in the Contract Documents so that performance and completion is effective. Daily project diaries and the Accident Book (Rcfer JRC: 53-1982) will record environmental problems (spills, dust, noise, etc.) as well as road safety incidents and will be retained as part * of accepted modem contract management records and surnmarised in Quarterly Environmental Reports provided to the World Bank.

| 10.3 ENVIRONMENTAL COSTS

10.3.1 Overall Environmental Costs Environmental costs include: * Environmental Monitoring and Training. This includes the cost of staff assigned to the overseeing of air, noise and water quality monitoring as specified by the EIA, including the cost of necessary training and institutional strengthening. This will be approaximately Rs 10 Lakhs per Link. * Tree and Shrub Planting. The cost of tree and shrub planting in the ratios approved and using the species specified by the EMPI EIA. This will be as per the Tree planting strategy. * Construction-Related Environmental Mitigation Costs. The Construction related environmental costs9 would be of the order of 1-2 % of the total construction costs. This will includes the costs of - Land acquisition for parking areas for road safety (to be developed by local Authorities) - Bus lay- by/Bus bay (included in the RAP)-Contract cost 3 - Noise Mitigation costs (Contract costs) - Water Spray For Dust Suppression during non monsoon/dry season (Contract cost) - Proper Sewage Disposal During Construction (Contract cost) - Proper Waste Disposal At Service Centres - Maintenance Cost In Soil Conservation - Retaining walls (contract costs) - Construction/Replacement Hand Pumps Subject To Impact - Re-forestation / Habitat Improvement For Reserved Forest Areas. Road safety measures (included in the contract and project costs) 3 Anticipated costs in these areas arc tabulated for the project based on the following considerations.

| 10.3.2 Environmental Monitoring and Training Costs The necessary budget should include for the overseeing of environmental monitoring during | construction and five-year monitoring periods commencing upon the first day of construction activity.

9 Roads and The Environment -A Handbook LBI1/ Sheladia /CES/tCT 10.4 I KeralaState Transport Project SectoralEnvironmental Assessment- August 2001

In addition a budget will be required for the facility equipment, etc. These budgets include local environmental training activities, site visits and contingencies for the Project Environmental Officer. The necessary budget for the Project has been included for a five-year monitoring period commencing immediately after construction.

10.3.3 Construction-Related Environmental Mitigation Costs

Construction-related environmental mitigation costs have been defined as the following and will have to be tabulated to account for the additional costs incurred for the environmental mitigation measures specified. In several instances, these costs are small; the mitigation actions are part of good engineering practice and project management. Construction-related environmental mitigation includes the following. a Water Sprayer/Watering. This is the cost towards watering the construction I surfaces during construction period to suppress excessive dust. This excludes the cost of watering for compaction. It also considers that watering during the rainy season may not be required. * Solid and Liquid (sewage) Disposal During Construction. This is the cost towards the waste removal from construction camps. (Contract cost) U * Waste Disposal At Service Centres. The vehicles and other machinery will be serviced at service centres during the construction period. The usual local practice is to leave all waste materials lying scattered. This includes grease, cotton and other waste materials. This will be disposed of in shallow pits constructed for the purpose (contract cost) | Noise Mitigation. Noise mitigation techniques to be applied along the Project road are stipulated in Section 8.5, i.e., the use of sound insulating, green walls and raising walls as appropriate to the individual circumstances. A typical; design will be I provided in the corridor specific Environmental Management plans and ElAs. In addition to schools and other educational institutions a number of hospitals were also identified adjacent to the road corridor. The details of schools, hospitals etc will be I furnished in the project specific EIAs. The Environmental Officer will be responsible for the implementation of this work. Where the traffic is brought closer to the building and noise levels exceed the recommended standards. U * Maintenance Cost in Soil Conservation. Trees and grass will be planted on Slopes and othcr suitable places along the roadside. On sections with filling (>3 m) and deep cutting slopes may be covered by stonewalls, sod, or planted with grass, etc. If existing irrigation and drainage system ponds are damaged, they will be repaired. This is also applicable to paddy field areas where the roads may be supported by the 3 retaining walls or other protection measures. This will also decrease the effective land take. This cost will be included in the contract costs. In the highlands special protective measures would be required in the form of retaining walls in unstable sections. This will also be included in the contract costs. * Hand Pumps. The loss of existing hand pumps and wells (drinking water sources) is included in the RAP and they will be replaced as a rehabilitation measure. There may be additional hand pumps, which may be required for the ultimate arrangements of rehabilitation measures. The Environmental Officer will be responsible for the implementation of this work if such a need arises.

3 LBll/ SheladiaICES!ACT 10. KeralaState TransportProject SectoralEnvironmental Assessment- August 2001

x Placement of Lost Communal Space The Kerala Sate Transport project in fact creates communal space near realigned sections in the form of 'oxbow lands'. 10.3.4 Accounting and Budget Allocation Categories 3 Accounting and budget allocation categories for the estimated environmental costs are indicated in Exhibit 10.3. EXHIBIT10.3 3 ____ ACCOUNTINGAND BUDGETALLOCATION CATEGORIES SI.No Accounting Categories Budget Allocation Categories I Monitoring PIU budget, in addition to supervision consultant costs. 2 Land cost for parking (other than Bus lay bys) Project costs. 3 Cost of land for Bus lay bys F R and R cost 4 Project-level mitigation measures Contract/project costs. 5 Project-level environmental enhancement Contract costs. 6 Road safety measures Contract/project costs. 7 Environrnental training PIU budget, and Institutional Development Plan 7Environmental training Consultant's conttract.

10.4 IMPLEMENTATION SCHEDULE

* The most important aspects of the implementation are the appointment of the Environmental Officer to oversee the implementation of the environmental mitigation measures incorporated in the Project design and contract specifications. Dcvelopment and delivery of an environmental training programme for selected PWD staff and the Engineers Staff responsible for overseeing the construction contracts can commence immediately thereafter. This will be an ongoing process. Contracts will be awarded over a period of many months. I Exhibit 10.4indicates the implementationschedule. EXHIBIT10.4 IMPLEMENTATIONSCHEDULE I ENVIRONMENTALMANAGEMENT AND MONITORING PLAN FREQUENCY ANDIOR ACTIVITY IMPLEMENTATION DATE Appoint Environmental Officer Completed in April 2001 Initiate First Training Program 24 August 2001 Ongoing Training As required Check Monitoring Quarterly I Prepare Environmental Reports Quarterly Construction Supervision During Construction Roadside environment safety and Long-term Transport policy development Development of compensatory habitats policy Long-term Set up an Environmental Unit Long-term l l l

g ~~~~LBII/Shcladja/CES/tCT tO)6 l Kerala StateTransport Project SectoralEnvironmental Assessment-August21)()1

11 ENVIRONMENTAL SAFEGUARDS FOR PROPOSED ROADMAINTENANCE ACTIVITIES

This chapter provides a general description of various maintenance activities that will be taken up in the KSTP. A separate stand-alone document titled 'Environmenltal and Social Management Plan (ESMP)' was also prepared as a Contractors document. The ESMP document provides a much-detailed account of the First Year maintenance activities, Environmental and Social Impacts and Management based on the designs prepared by Consultants. | This section is typically based on due to three factors 1). The high density of population 2) the biodiversity issues and finally 3) the road safety issues in Kerala. Although in road maintenance the first two factors are less significant the third deserves the high priority due to I the prevailing road sector environmental issues influenced by the first two factors. In this context for road maintenance adequate environmental safeguards coupled with good engineering practices assume high profile.

It is useful to define the road maintenance terninology used, as there is often confusion even at international level.

11.1 MAINTENANCE ACTIVITIES- DEFINITIONS

Road Maintenance is the name given to that grouip of activities which are required to ensuire that the roads provide the service to road users in as near to their "as constructed " condition as possible and to preserve the fabric of the road as a major public asset. Maintenance activities should be carried out in the most cost effective manner to ensure the best value for money to the road users. Maintenance activities are after sub divided into budget categories according to their purpose. * RoutineMaintenance * Recurrent Maintenance i Periodic Maintenance = Special maintenance 11.1.1 Routine Maintenance * Routine Maintenance centres -around the regular inspection of the road, preservation of the drainage system including bridges and culverts and their outfall drains, removal of rubbish from the pavement and whole ROW and the control of vegetation. In times of limited funding routine maintenance is regarded as the highest priority work since effective drain2agesystems are essential in protecting the roadfabric fromnsaturation and washouts. Vegetation control makes an important contribution to maintaining visibility and hence road safety standards. Routine maintenance is not suited to machine based technology and the labour intensive work contracts often result in distributing part of the road maintenance fund into the local | communities through which the road passes. 11.1.2 Recurrent Maintenance I Recurrent Maintenance is the name given to those activities carried out specifically on the pavement structure. The work usually requires the use of specialised equipment, a vehicle, and trained personnel. It is made uipof local crack sealing, pothole filling, and full depth base or partial depth bituminous layer patching. It also covers road line renewal and replacement

L1311Shcijdij CtIS 1CT 1 Kerala StateTransport Project SectoralEnvironmental Assessment-August 2001 of reflective road studs. Because of its somewhat specialist nature in terms of training and equipment this work is usually conducted by specialised contract teams whose payment is usually made on a measured work system. Each team would need a bitumen boiler and sprayer, pedestrian controlled roller, road breaker and hand tools and capable of maintaining approximately 300 km of paved and sealed roads in average condition.

11.1.3 Periodic Maintenance Periodic Maintenance is usually larger scale works over longer lengths of road, bituminous sealing where the surface is cleaned, edges cut back and the surface sprayed with bitumen, usually at about 1 litre/sq metre and thence covered with crushed rock chippings thoroughly rolled in by pneumatic tyred rollers. This is a machine-based operation utilizing bitumen sprayers, chipping distributors and road rollers and is best suited to contract works. It depends on a supply of raw materials and clean well-graded single size stone is essential. This is usually the result of quarry operations, activities that have been addressed under the construction operations. Surface dressing is intended to seal the small cracks, which often develop in a bituminous pavement when the bitumen oxidisers, and becomes brittle over time. The other main formnof periodic maintenance is the overlay, which may be a carpet coat- wearing course or accompanied by an underlying strengthening or regulating layer. Pavement overlays utilize large quantities of crushed rock and mixing plants usually located at a centralized quarry location. These create similar negative impacts to the crushers and mixing plants alreadyaddressed under the constructiontopic. 11.1.4 Special Maintenance Special maintenance is a budget heading often used for local traffic engineering projects aimed at reducing road traffic accidents. They include the provision of footpaths and other pedestrian facilities, Junction realignment, provision of bus lay-bys, or even drainage improvements.

11.2 MAINTENANCE PRACTICES IN KERALA

Maintenance Policy and Practice; The Kerala PWD carries out four types of maintenance activities. These are * Ordinary maintenance * Periodic maintenance * Special maintenance and * Flood damagerepairs. Ordinary maintenance: repairs such as drainage clearance, patching, road markings and road furniture works are usually referred to in this maintenance category. The actual amount of work carried out depends on the amount of funds allocated and is usually very small. Periodic maintenance; (Periodic renewal) an overlay of 40mm Pre Mix Carpet (PMC) for State Highways and 20mm of PMC for Major District Roads (MDR) is laid on the existing surface, after pothole patching with single sized crushed rock as required. Unlike other States, Kerala PWD policy is to target "overlays" at 4 to 5 year intervals. Routinemaintenance activities such as - the regular inspection of road, - Clearing of ditch and shoulders, - Cutting back vegetation, etc are not executed on a regular basis.

LBII Shelirdia( IESII I KeralaState Transport Project Sectoral EnvironmentalAssessment-August 201)1

Kerala was a forerunner in the move to contract maintenance but at the time there was no recognized system of contracting routine maintenance put into practice. Instead a system, which could be better, described as annual maintenance was instituted whereby the engineer undertakes an annual inspection of the roads and draws up a list of minor works that are then I put out to contract. Not surprisingly, this system has to be supplemented by emergency maintenance- much of which would be avoided if drains where kept clear and pavements were repaired when signs of distress first appear. * Shortage of funds, force Kerala PWD to adopt a frequency of periodic maintenance well below the target norms. What work is done, is done using a technology, which although cheap, is unsuitable for this wet climate. The surfacing used is porous and of poor durability. This fault is exacerbated by the lack of routine maintenance such as drain clearance. As a result there is a significant and growing backlog of work. 3 11.2.1 MaintenanceStudy and Recommendations The Objective and scope of the maintenance studies were To identify priorities for pavement maintenance and prepare multi-Year rolling programme for the same. To review the present system of road maintenance management and develop guide lines for * an appropriate new model or a logical modification of the existing road maintenance and management system. Recommendations on procedures for data collection should include means of ensuring that the procedures are user friendly and sustainable by the PWD. The principal outputs of the maintenance component are thus: A multi year rolling programme for maintenance of high priority corridors, totalling to a length of 1000 km under World Bank loan assistance. Recommendations on policy development and actions in the short term to address the 3 pressingmaintenance crisis; and Recommendations for a long-term strategy for the management of the road asset. The Environmental and Social Management Plan (ESMP) document is based on the study of the following reports. a. Maintenance Planning- Volume -1 Main report - January 2001

| b. Maintenance Planning - Volume II, Corridor Inspection Report - January - 2001 c. The chapter on maintenance in the Sectoral Environmental Assessment (SEA) 3 d. First Year Maintenance Programme - Main Rcport -- September 2001 e. First Year maintenance Programme - Design report -September 2001 The revised versions of September 2001 are also referred. The study of the maintenance report revealed the necessity of minimum environmental and social Impact mitigation measures to address the possible and probable impacts due to the implementation of the maintenance project. The reports clearly indicated the problems of adopting the maintenance work without addressing all associated environmental and social impacts. The earlier ESMP version of August 2001 exposed the need for revision of Maintenance strategy. This ESMP report is based on the revised Maintenance strategy. The maintenance Consultants suggests that investment in a programme of overlays using modem methods would gen&ratesignificant user benefits, and actually reduce the long term * road maintenance cost, enabling a more timely intervention policy to be adopted and generating a marked improvement in the quality of the road service level.

LO1llSheladi,(a rsir I m3 Kerala State Transport Project Sectoral Envirotimental Assessment-August2001

11.3 MAINTENANCE PROGRAMME UNDER KERALA STATE TRANSPORT PROJECT The project identified approximately 1000 km as high priority roads from the 3000 km of | feasibility study roads. This was further reduced to 612 km. The remainder have been subjected to further studies including HDM analysis to prioritise approximately 1000 km of maintenance roads in three phases. The selected roads for each of the three successive year | programmes are shown in the Exhibit 11.1 to 11.3 (August 2001) and pictorially represented in Exhibit 11.4. Maintenance activities thereafter should include: -

* Road Inspection * Pothole filling | Vegetation Control * Patching Cleaning of drains * Shoulder repairs * Braidge culvert andretainingiwallnrepr * Resealing * Bridge, culvert and retaining wall repair . Overlaying and provision of shoulders and * Crack sealing * Pavement markings I 11.4 ENVIRONMENTALSAFEGUARDS FOR MAINTENANCE ACTIVITIES One of the impediments to the adoption of modem pavement technology is the perceived 3 social implication of abandoning manual construction methods. This must be implemented sympathetically. There are two recommendations to ameliorate this effect, * First to reintroduce routine maintenance -routine maintenance is by nature labour intensive, * Second is to provide footpaths along the roads wherever possible. -i Will enhance road safety and capacity while their construction and upkeep will provide local employment. Maintenance work generates positive impacts by eliminating or reducing environmental problems caused by the deterioration of road surfaces, drains and shoulders. Recurrent and Periodic Maintenance reduces the rate of road deterioration and maintains the * ride quality of a road. The reduction of poor surfaces and potholes reduces the risk of accidents by drivers circumnavigating bad areas and improved surfaces reduce fuel consumption and the overall running costs. Road maintenance may therefore be regarded as a very positive environmental activity in reducing erosion and contributing greatly to road safety. Similar to road construction and road widening/improvement projects, road maintenance also demands "good engineerinlg practices' which provide environmental safeguards. In spite of this the construction activities is expected to result in some impacts. This will necessitate some impact mitigation in the | followingidentified areas.

Eco-sensitivezones Treeremoval issues Drainage Air quality Noise quality Waterquality Materialresources Flooding Squatters Encroachers Road safetyand accidents

I.B3I Shclktid6( ES CT I 1 4 l | KeralaState TransportProject SectoralEnvironmental Assessment- August2001

EXHIBIT 11.1

___ FIRST YEAR PROGRAMME OF MAINTENANCE

ISELECTED PAVCENlENT TRAFFIC PROPOSED SL LINK ROAD NAME LENTH CHAINAGE WIT CONIIERCIAI LRNATE NO No. RANMLEGHWDH VEHICLESALENT I ~~~~~ ~~~~~~~~~~~~~(KM)(NI) ONLY & REMARKS ____ ~~~~~~~FROMITTO_____ I I Kottaruvananthapurami- 19.30 5.70 25.00 7.32 2015 Alt-3 _~~~~~~~~Ktaakr (Ta o) I Thiruvananthapuram- 2 80 Ponmudi ( 12.00 0.00 1100 6.95 1114 Alt-2 _____ to ) _ 3 29 Thodupuzha - Kalur - 20.00 0.00 20.00 4.73 186 Alt-2 Onnukal Aluva - 4 34 Kothamangalam 17,00 0.00 17.00 7.55 1797 Alt-2 5 39 Thrissur - 33.90 0.00 33.90 6.24 1584 Alt-3 6 42 Potta - Moonupedika 20.90 0.00 20.90 5.38 1668 Alt-3 7 44 - Tripayar 14.20 0.00 14.20 5.76 1161 Alt-2

8| 58 Kozhikode - Mavoor 10.50 0.00 10.50 6.26 6210 Alt-3 9 64 Sultan Bathery - 35.00 0.00 35.00 5.24 475 Alt-3 6 10 121 Thaliparamba - Intty 46.00 0.00 46.00 5.49 1829 Alt-2

I1 60 Narukara - State 40.00 0.00 52.70 6.63 3621 Alt-3 Border 12 59 Quilandy - 29.30 0.00 29.30 6.53 2346 Alt-2 Thamarassery I _ _ 13 129 Cherkala - Jelsoor 41.00 0.00 41.00 5.55 680 Alt-3 3 Total 339.1 _ _

EXHIBIT 11.2 SECOND YEAR PROGRAMME OF MAINTENANCE OF KERALA

SL LINK SELECTED CHAINAGE PAVEMWI T TRAFFIC ALTER NO NO ROAD NAME LENGTH WDHVEHICLES NATE (mvM) (ml) FROM TO 1 215 Karuarakundu - Kizhakkethara 5.00 0.00 5.00 3.50 2794 Alt - 3 2 010 Kollam - Ayur 31.00 0.00 31.00 5.20 1731 Alt - 2 3 027 Vandanmedu - Cumbumbettu 11.00 0.00 11.00 4.0 1503 Alt - 2 4 234 - Varkala 11.00 0.00 11.00 6.17 2683 Alt - 2 5 009 -Kattakkada 18.70 0.00 18.70 5.50 1990 Alt-2 6 63 Kuttiyadi-Kellur 21.0 0 21.0 4.5 1368 Alt-2 * 7 108 Kayamkulam- 26.40 0.00 26.40 6.65 2204 Alt - 2 (part) 8 055 Perumbilavu- Nilambur 65.30 0.00 65.30 5.50 1582 Alt - 2 9 036 Vypin- Pallipuram 25.50 0.00 25.50 7.0 3509 Alt - 3 10 236 Chenganasserry - 24.50 0.00 24.50 6.10 2278 Alt- 3 11 037 Ponjassery-Chithrappuzha 18.80 0,00 18.80 5.50 2113 Alt-3 * ~~~~~12132 Thodupuzha -Mulamattom 39.00 39.00 0.00 6,12 | 1339 Alt- 3 * ~~~~~~~~Paramnada I___I_.1 13 205 - - 30.00 0.00 30.00 5.76 1050 Alt-3 Punalur 14 17 Ettumanoor - 28.90 0.00 28.90 6.75 1727 Alt-3 15 123 Kozhikode Mini By-pass 8.70 1.00 8.70 10.87 3528 Alt-3 Total 364.8

L_1311SheladiaCES.ICT 11.5 3 KeralaState Transporn Project SectoralEnvirunmental Assessmrent-Aueust 20()1

Most of the maintenance issues except Squatters, Encroachers and Flooding etc are I construction related. All necessary mitigation measures are incorporated in the ESMP for Contractors. The Environmental Management Activity Table provided in this chapter is a I genericEMP. The first year project Specific EvIP is part of the ESMP.

EXHIBIT 11.3 THIRD YEAR PROGRAMME OF MAINTENANCE OF KERALA

SL LINK SELECTED CHAINAGE PAVEMENT TRAFFIC ALTERN NO NO RA ANE LNT IT VEHICLES ATE tinnamanglarnM) FROM TO (M

l 125 Athiamuzhi 13.00 1 0.00 1300 5.51 2070 Alt- 3 Agshiauh_ 2 066 Iritty - Nedumpoil 20.20 0.00 20,20 5.5 1651 Alt - 2

h 235 Nedumbassery- 42.80 0.00 42.80 4.43 618 Alt- 2 Kodaikanal _ 11 4 061 Kozhikode - 20.40 4.20 24.60 5.79 1906 Alt --3

| 5 062 Vvthiri -Tharuvana 30.10 0.00 30.10 4.15 947 Alt - 3

6 109 Kayamkulam- 30.6 0 30.6 6.48 2979 Alt-2 Thiruvalla __ 7 14 - 28.8 0 28.8 5.7 1865 Alt-2 Kozhenchery_

. 8 107 ~~~~~~~~~~Neerettipuram38016Al3Kidangara- 7.0 0 7 3.80 1469 Alt-3 _ ~~~~~~~~~~Thiruvananthapurarn- 4.0 1.05.0 48 9 080 Ponmudi(till 40.00 2.00 5200 485 1902 At - Vithtira Jin.) 10 28 Poopara - Kumili 74.00 0.00 74.00 4.56 394 AAt-2

Total 306.9

11.4.1 Drainage Issues, Impacts And Mitigation

Being one of the highly rain-fed regions of the country, the importance of drainage need to be over emphasised. The drainage is one of the most important considerations that the roads in I Kerala should receive. Both the longitudinal drains as well as the cross drains should be proper to accommodate monsoons of flood years (Rainfall more than the average rainfall). Even in drought years (Rain fall less than the average) the lack of proper cleaning often crates serious drainage problems leading to accidents, traffic jam etc. Ponding on the available corridor just out side the bituminous coating is mainly due to the activities of other departments like Telecom, Kerala Water Authority (KWA) on the road Right of Way. Within the tarred portion (Paved black top) ponding is due to the very poor quality of the road maintenance works.

The drainage facilities of the first year maintenance corridors range from medium to poor. In almost all corridors stagnation of water (ponding) and erosion of earth has been reported.

* Mitigation A number of culverts need cleaning. Provisions of a few additional pipe/box culverts may be necessary in some corridors at specific locations to drain off the water and thereby to avoid further damages to the pavement. These locations are already identified by the maintenance Consultants. l LUtII SIrela1ii.CES It. I 11 Kerala State Transport Project Sectoral Environmental Assessment- August 2001

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11.4.2 AmbientWater Quality Issues, ImpactsAnd Mitigation

Pollution of water sources; The watercourses should not he used as tip areas and construction wastes including wastes. Petrol, Oil and Lubricants must be disposed of at 3 approved sites. 11.4.3 Tree removal and Tree Planting Issues, ImpactsAnd Mitigation

* There could be tree removal from the shoulders due to safety reasons. Two trees shall be planted for every tree removed. The contractor shall plant trees in the locations agreed with 3 the Engineer A' Thte Landscaping, Tree Plantinig and Environmental Enhtancement Plani' is being prepared for the Kerala State Transport Project with assistance from the Kerala Forest Development Corporation.

Exhibit 11.5 also shows an idea of the Utilities that will have to be shifted away from the I construction corridor. This is given only to identiifr and correlate the tree removal issue ivith the two closely linked issues in terms of the location. The plhysical locationl is sanme within 1.5m offfrom the edge of the pavement. A decision to avoid the tree removal alone will not provide the desired level of service along the maintenance roads as the issue is closely linked to other utilities. A number of trees may have to felled along the roads, which falls with in the 1.5m off from I the edge of the existing pavement. Mitigation PWD will remove only those trees, which arc extremely necessary falling within I 0.60 m off the edge of the pavement. The tree removal will be strictly monitored by the PIU. At least two trees will be planted for every tree removed. In all corridors the trees that will be cut and removed should be identified and marked prior to the tree cutting. This can be carried I out just before the start of the construction work as the total number of trees involved will be very few in any given link. There may be roads or specific locations where slight change in the alignment may be required without any land acquisition to save several valuable old trees. 3 The contractor shall plant trees in the locations agreed with the Engineer. The entire activity will be linked to the KSTP Tree Planting Strategy. The compensatory Tree Planting KSTP and the associated tree planting will take care of most of the compensatory tree planting. Tree I cutting will be carried out under a separate Contract. The Contractor will not be allowed to cut trees indiscriminately. 3 Vegetation clearance Excessive vegetation is a safety hazard. Grass cutting, Drain clearing etc needs to be carried out. Some vegetation is necessary to prevent soil erosion grass and other roadside vegetation provides erosion protection by slowing flow and trapping 3 suspended matter. The vegetation can be a fire hazard. Restricted usability along road margins reduces sight distances for drivers both of approaching vehicles and pedestrians and animals along the roadsides.

11.4.4 Maintenance Roads near Ecologically Sensitive Areas

There are a number of corridors, which passes through the ecologically sensitive areas. The eco-sensitive areas usually include reserved forests, sanctuaries, national parks, biosphere reserves, CRZ areas etc.

1

L BII She~idia ( BS Ic-r 11, Kerala StateTranspon Project SectoralFnvironmental Assessment-Aigustt 21)01

EXHIBIT 11.5 TREES AND UTILITIES FALLING WITHIN 1.5 M SHOULDERS FIRST YEAR MAINTENANCE (AUGUST 2001) SL. 1NO.OF NO. OF NO. OF NO. NAME OF ROAD NO. TELEPHONE ELECTRIC POLES POLES I Thiruvananthapuram - Kottarakkara 87 0 0 2 Peroorkada- Nedumangad 57 256 248 3 Thodupuzha - Oonnukal 141 339 465 4 Aluva - Kothamangalam 121 350 500 5 Thrissur - Kodungalloor 238 0 0 6 Potta - Moonupeedika 8 _ 80 90 7 Cherpu - Thriprayar 132 0 0 l8 Sultan's Bathery - Pulpally 262 540 746 9 Narukara - State Border 679 822 996 10 Kozhikode - Mavoor 5 0 0 11 Quilandy - Thamarassery 531 599 3 17 12 Thalivaramba - Iritty 541 547 812 13 Cherkala - Jelsoor 179 211 294 1 l 2981 4513 5483

The eco-sensitive roads are identified as shown in Exhibit 11.6. A and B (MAP) Impact Mitigation efforts The maintenance roads, which pass through or located very close to the sanctuary areas, need special mitigation efforts during construction. These efforts include

U 1. Avoidance of tree cutting, fire wood collection, collection of fruits, nuts and other forest produce and resources etc from the sanctuary (Impact on Flora) I 2. Avoidance of any tree cutting, fire wood collection, collection of fruits, nuts and other forest produce and resources etc from the sanctuary (Impact on Flora)

3. Speed restriction (range 20-40 km per hour depending on the exact location) and other traffic calming measures is to be maintained during construction and operational phase of the project in case the sanctuary is very close (within one kilometre) to the project road 4. Prevention and prohibition of hunting by the workers or any one associated with the road maintenance works (Impact on Fauna) | 5. Ban on locating any construction or labour camps, Borrow areas within 7 kilometre of the Sensitive ecological unit. 6. Avoidance of rock blasting nears the eco-sensitive areas. * 7. Mitigation measures and avoidance of the accidents involving wild animals. 8. Any other site-specific mitigation measures required.

U 11.4.5 Road Safety Issues, Impacts And Mitigation All road safety issues presented in the baseline chapter of this report are applicable to the I maintenance roads also. (Reference baseline section Human Health and Safety- Sectoral Environmental Assessment -Kerala State Transport Project).

U tl.BI SIwladi;;'l(S;l 1- I ! 3 KeralaStale TransportProject SectoralEnm ronmental Assessment-August 2001

EXHIBIT 11.6 A ROADS WHCH ARE CLOSE TO THE ECOLOGICALLY SENSITIVE AREAS LINKI NAME OF ROAD ECOLOGICALLY SENSITIVE AREA NO: First Year Programme Of Maintenance 39 Tbrissur - Kodungallur The road passes through CRZ Ill area for about 100 m near Conolly 39Thrissur - odungallur canal and again near Pullut river. 42 _Potta - Munnupeedika Passes through CRZ III for about 100 m near Canolly canal. 44 Cherpu - Thriprayar The road passes through CRZ III area for about 100 mnnear Canolly 44 Cherpu - Thriprayar canal. Road passes through Wayanad wild life sanctuary for about 6 km near Sultan's Bathery. Endangered species such as Elephant, Nilgiri Langer, Sultan's Bathery - Lion tailed macaque, SambarWild bear, Black panther, Wild buffalo and 64 Pulpall; Tiger are present in the sanctuary. It also passes through Kuppadi RF and P YKurchiyaty RF. Kallur RF and Rampur RF are located about 4 km away from the road near Sultan's Bathery. Padri RE is about I to 2 km away from the road near Pulpally. No parks or sanctuaries within seven km of the road. This road at present I terminatesat Nilambur. The portion betwveenNilambur and Stateborder dropped mainly because of the Biosphere reserve. Near Nilambur the 60 Narukara - State border Chaliyar river locates the forests mostly separated. The reserve forcsts close to Nilambur arc partly or wholly converted to teak and rubber plantations. Nilambur RF, Panangode RF, Pokote RF, Edakode RF and small Amarambalam RE on the left side of the road. Quila*dy - Road passes through CRZ liI area for about I km near Ulliveri where 59 Thana y river crosses the road. Several swampy areas are also located Tharnarassery near this place. Quilandy town is situated in CRZ 11area. The road passes along the border of RF for about 3 km. Aduru 2 C RF is situated about 2 km away from the road. Second Year Programme Of Maintenance Yerur RF on both sides of the road for the first 7 km length and on the 205 Kulathupuzha - Anchal left of the road for next 5 km length. Small Irattur RF about 2.5 km away l - Punalur at Anchal. Ayiranallur RF about 2 - 3 km away on north - east of road for almost the entire length. 63 Kuttvadi-Kellur Reserved forests in the last section in Wayanad district Silent Valley National Park (Part of Nilgiri biosphere reserve) is within 7 15 Karuarakundu - km impact corridor of the road. Several endangered species such as Lion _ Kizlakketliara tailed macaque, Elephant, Nilgiri Langer etc. are present here. Very large Silent valley RF is also situated very close to the road. I 97 Vandanmedu - Passes through Cardamom Hills RF. Kambam valley west RF in Tamil Cumbumbettu Nadu is also situated very close to the road. Last 500 m of the road passes through CRZ 11area. is also 234 Kallanibalam - Varkala included in the list areas of outstanding natural beauty in CRZMP prepared by Govt. of Kerala. 9 Vizhinjam - The first 500 m of the road passes through CRZ III area. Kattakkada______First I km of the road passes through CRZ 11and III areas. A mangrove eco system area (CRZ I) is located at the beginning at a distance of about 50 m to the right of the road (for about 750 m length). After this, another I 36 Vypin - Pallipuram mangrove eco system area is located on the left of the road (about 400 m away and for a length of about I kni). The road passes through CRZ II] area for a length of about 500 m near Murukkumpadam. The road again *______Kozhikode_Mini_bye passes through CRZ IlI area for some small stretches. 121 Kozhikode Mini bye Passes through CRZ 11area for about 100 m near Canolly canal

I RII ShChdi;j CESI1 r Kerala StateTransport Project SectoralEnvironmental Assessment-Autust2001

EXHIBIT 11.6A (CONTINUED) ROADS WHCH ARE CLOSE TO THE ECOLOGICALLY SENSITIVE AREAS Third Year Programme Of Maintenance The road passes along the border of small Lady Smith RF near Tariyod. 62 - Tharuvana Dense mixed jungle is present on the left of the road through out its length. Idukki wild life sanctuary is very close to the road Endangered species l 132Thodupuzha- such as Elephant, Nilgiri Langer, Lion tailed macaque, Sambar Wild Paramada bear, Black panther. Bear Wild buffalo and Tiger are present in the sanctuary. Last 6km of the road pass through Thodupuzha RF. Periyar and tiger reserve is very close to the start of the road. Highly endangered species such as lion tailed monkey, tiger, leopard, Gaur;

28 Kumili - Poopara Elephant etc. are present in the tiger reserve. Periyar Lake RF, Cardamom hill RF (Cardamom), Rattendon valley annexe RF and Kambam valley west RF (Tamil Nadu) are also present inside the 7 km I impact corridor. (Source:Survey of India maps, ForestDepartment and ESMP)

Many Road Traffic Accidents (RTA) occurring in Kerala could be avoided by a concerted effort by interested authorities. Better use must be made of basic traffic engineering techniques such as lining and signing of priorities at junction and roundabouts as well as more sophisticated junction redesigns and one way systems. Improved driver education and issuing of licences. Better vehicle roadworthiness inspection and enforcement. Introduction of a Kerala State Highway Code in the vernacular is required. Following driver education and assistance the Police and Courts need to start applying the Motor Vehicles Act and other legislation without fear or favour. The Highway Protection Act recently introduced gives the Highway Authority the necessary powers to protect the ROW from encroachment; it will need revision to confer further authority and responsibility on the Highway Authority. Improved standards of road safety I reflect on the quality of life of all road safety reflect on the quality of life of all road users and represents a major environmental enhancement. These issues have been addressed formally, by the road safety audit carried out recently. The I details of the Safety Audit are provided in the Box 5.4 of Chapter 5. A road safety action plan was also be prepared. A road safety code for Kerala is being prepared. As a first year construction a traffic management scheme was providcd in the Design report for maintenance prepared in June 2001.

Road Safety Impact Mitigation Maintenance work generates positive impacts by U eliminating or reducing environmental problems caused by the deterioration of road surfaces, drains and shoulders. The reduction of poor surfaces and potholes reduces the risk of accidents by drivers circumnavigating bad areas and improved surfaces reduce fuel consumption and the overall running costs. A formal Traffic Management Plan will be agreed between the Contractor and the Engineer to International Standard before commencing the work on any link. The environmental aspects of the road safety and accidents prepared for the road improvement and widening part of the project can also be applicable for the maintenance project. The diversion of traffic through other roads will minimize the traffic congestion, Further a segregation of LMV and HMV shall be carried at distance from the construction site. The light vehicles can take alternate route. The contractor should clearly give the direction the traffic should take.

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EXHIBIT:- I 1.6i B MMNNENANCEROADS IN RELATiONTO ECOLOGICALLYSENSMVE AREAS OF KERALA LIIS.Jdats/cT Kerala StateTransport Project SectoralEnvironmental Assessment-Augtist2001

11.4.6 Traffic Management During Construction Issues, Impacts And Mitigation

There can be severe traffic disruption during the construction period. It is necessary not to disrupt the traffic along the routes. During the construction period if necessary traffic segregation in order to utilize the high density of road works need to be worked out. This will allow some traffic for example cars and two wheelers to take a diversion with the heavy vehicles following the existing route. | During certain times the opposite arrangements will have to arrange depending up on the type of work and the Characteristics of the deviation available. This needs sufficient labour force during construction period.

Traffic Disruption: It is expected that there will be severe traffic disruption during Construction.

Mitigation A formal traffic management plan will be agreed between the Contractor and the Engineer to International Standard before commencing the work on any link. I It is most essential to use the standard signs in all the construction works. Addition of local language to these signs will be required to help the common man.

| 11.4.7 Material Resources Issues, ImpactsAnd Mitigation

The environmental aspects related to material sources have been addressed in the baseline chapter. The Engineer will ensure proper utilisation, by the contractor of the quarries and pits with the aim of minimising any adverse impacts. Storage or Disposal of Surplus Material: Debris shall be dumped away from watercourses I at a sufficientdistance from the roadside. Sand: the sand requirements are usually met from the riverbeds. Being an environmental 3 issue in Kerala, it is necessary to confirm that source of sand from legitimate areas. Borrow pits: The selection and operation of Borrow pit areas should conform to the IRC requirements as specified in the Environmental Management Activity Table.

11.4.8 Ambient Air qualitv Issues, Impacts And Mitigation

Dust nuisance: Nuisance during the work will be addressed. The movement of construction equipment and machinery may lead to dust nuisance in the dry season. The Contractor will undertake frequent watering of the road surface to reduce the potential nuisance. I Bitumen boilers generate harnful fumes if overheating is allowed and spillage and poor spraying could be harmful to passes by. Training in their use is the best mitigating factor and their operation should be limited to experienced road workers. New bitumen work should also be 'dusted down' to prevent nuisance to the public.

11.4.9 Ambient Noise quality Issues, Impacts And Mitigation Noise from road breakers/compressors can be harmful, operators should always wear ear protectors and all equipment should be properly silenced with breakers fitted with mufflers. I Drain clearance; Excessive plant growth and deposits of rubbish on the margins encroaches over shoulders drains and footpaths in many roads. The neglect of the drainage system leads to increased occurrence of workouts and serious erosion. Ponding on the surface is a hazard * to pedestrian and causes great discomfort in frequent splashing from moving vehicles in addition to the saturation of the road fabric and accelerated deteriorationi.

LiBliShcladij7 FSI C r l I KeralaState TransportProject SectoralEnvironmental Assessment-Aueust 2001

Soil erosion, landslides, land slips etc; Poorly controlled road drainage leads to unnecessary erosion of the road fabric as well as to some section of the hinterland in areas of outfalls. The present lack of maintenance allows the various sand anid silt deposit to remain on the road X surface restricting the passage of pedestrian and vehicles and the blocking of drains.

11.4.10 FloodingProblem during Monsoon,Issues, Impacts and Mitigation

| There are many precautions that should be taken with regard to the heavy precipitation in Kerala. Flooding is one of the issues, which require a raise in embankment height. Except four corridors all other first year maintenance corridors there are flooding, which damages the 3 road fabric within a very short period of time. Most of the flooding is due to the very low embankimentheights. The exhibit 11.7 shows the total flood sections in the first year comrdor. The frequency of flooding is not available from the Maintenance study reports. * Mitigation recommendation The flood sections are also accident-prone areas during the monsoon season. The road condition in flood sections deteriorates rapidly making economic 3 losses. The raising of all these sections may be considered as a physical requirement of the maintenance part of the same KSTP maintenance project. The work will remain incomplete without the rising of the flood sections.

11.5 SOCIAL ENVIRONMENT

Although land acquisition is not part of the road maintenance, due to the planned design requirements there will be social impacts because of the likely eviction of encroachers and squatters present on the project corridors. According to the World Bank Operational Policy OP 4.30 on involuntary resettlement. The project needs to take care of the issues of the encroachers and squatters also. It is the highway authorities responsibility to protect the road ROW, failing of which will result in encroaching and squatting of the Public land. Since they have made their living in the encroached land for many years the likely eviction and removal will result in loss of income, loss of property, loss of business etc. This will also result in some sort of shock and agony in their settled life.

* Road maintenance with pedestrian and all other facilities with minimum investment will enhance road safety and capacity while their construction and upkeep will provide local | employment.

THE EXHIBIT 11.7 THE TOTAL FLOOD SECTIONS IN THE FIRST YEAR CORRIDOR

TOTAL FLOOD DEPTH OF DURATION RAISING RAISING SL LINK SECTION FLOODING OF OF EOBANKh NONO.in (n)FLOODING EMBANKMIENT EMAKN

I 1 2550 0715 to One day Included in | __ ~~~~~~~~~~~~~~~~~0.20m_the project * ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~NotIncluded 2 S0 150 0.50 1.' hrs May be considered in the

l3 29 0 0 0 . _ p r o _ramm_ I _~~~~4 _ 34 0 0 0 _ _ _ 5 39 350 0.3 to I hr to May be considered Partly ____ 1.0~~~~~~~~~~L2 davs icue 6 42 1000 0153to I hr Included 7 44 400 0.2 to I hr NMaybc conisidered Not included

1 It31Sl rI.ijvli (AES[C 1t 111 | KeralaState Transport Project Sectoral Environmental Assessment-August2001

F ~~~~~~~~0.3

l_X 64 0 0.3 0 9 60 1875 0.2 to I day to 4 days May be considered Partly ______1.2 ______incIluded 10 58 1100 0.15 to Once a year May be considered Partly I______~~~~~~~~~~~~0.2 inicluded 1 5s9 1250 0.6to Fvice a year May be considered Partly

12 121 1800 0.15 to I day to May be considered Not included 1.65 One week Only at Cherkala Not 13 129 Junction o - may be considered Available I | _ ~~~~~~Total 10475 metre (Source:Maintenance study Main ReportJunie 2001) | Road maintenance may therefore be regarded as a very positive Social and Environmental activity. Similar to road construction and road widening/improvement projects, road maintenance also demands "good engineering practices' which provide environmental | safeguards. 11.5.1 Social issues Concerning Maintenance Activities

One of the impediments to the adoption of modem pavement technology is the perceived social implication of abandoning manual construction methods. This must be implemented sympathetically. There are two recommendations to ameliorate this effect; * First to reintroduce routine maintenance -routine maintenance is by nature labour intensive; * Second is to provide footpaths along the roads wherever possible.

| 11.5.2 Project Affected Persons (PAPs) Issues, Impacts And Mitigation

Since there will not be any need for additional land acquisition for maintenance considerations there will not be any Project Displaced Persons (PDP). However there will be a number of Project Affected Persons, mostly encroachers and squatters. Encroachers Many developmental Projects affects persons lacking full legal title to the land or structures they occupy. These persons are known as encroachers if they have illegally extended their legally held property on to the public or other private land, Squatters The persons are known as squatters if they illegally grab and settle on public or I private land for either livelihoodsor livingtherein. The encroachers and squatters can be classified into three broad categories: 3 1. Those with longstanding and sometimes even ancestral claims to the lands they occupy. 2. Those who have occupied land more recently. I 3. Those who move into an announced project area or other zone, opportunistically seeking to receive benefits under a resettlement programme. It is the second category of encroachers and squatters who become most adversely affected I by a development project. For the first category Indian law permits them ownership rights if the possession exceeds 10 years. For the third category, Indian laws such as the eviction Act of 1977 and the Public Premises (Eviction of Unauthorised Occupants) Act of 1991 affirm that loss of structurc on encroached land but do not entitle the occupant or owner of the structure to compensation.

L stILShchadi;Cl-S 1T 1.13 3 KeralaState Transpor1Project SectoralEnvironmental Assessment-August 2P00

Identifying people as Encroachersor Squatters on public land is a difficult task unless the I matter is obviousor the people themselvesclaim to be such. The absenceof proper ROW in the State Highwaysor the district roads complicatesthe matter. 3 Mitigation.PWD will maintain a 'status quo' in all the areas includingcritical areas with an improved road safety measures such as lining signing etc. There will be warning signs and speed control provisions(bumps, rumble strips etc) as a part of the proposed road safety I measures. Hence there will not be any Squattersand Encroachersdue to the implementation of the project.If required, all issues associatedwith the identified Squattersand Encroachers can be dealt with the same principles of the Resettlement and Rehabilitation policy I framework.The State Governmentfor the implementationof Kerala State TransportProject adopted this policy. The status quo will not make it necessaryto identify the Squattersand 3 Encroacherseven in the critical stretches. 11.5.3.Tourism and SocialActivities in the availablecorridor 3 There are considerablepublic activities on the sides of the roads. There are daily or weekly markets. The social activity is due to the lack of any other open areas. Rural corridorsare most affected.The roads are also closely linked to the Tourism. The followinglinks have higherTourism Potential Link 80 Ponmudiroads leadingto the Ponmuditourist location Link 205 Famousfresh water Lake at ShasthamKottai Link 28 Periyar lake and tiger reserve and wild life sanctuary MitigationThe 'lining and signing of road' and other traffic controlswill minimiseall social activities within the maintenance corridors. The improvement of these roads will bring a small but a steady positive boost to the economy of the State. The maintenancework with adequatesafety measureswill help the tourism sector positively. 3 11.5.4 CulturalProperties Issues, ImpactsAnd Mitigation There are a numberof culturalproperties by the side of the maintenanceroads. These cultural properties are shrines, churches, mosques, temples, tree shrine etc. The project is in the * process of developing a CuilturalProperty Rehabilitation Polic)y. This policy has laid out the generalguidelines to deal with the problem and also some environmentalenhancement plan

| The Most Important Religious Properties That Attracts Large Scale Pilgrims Of ImportanceAre: Link 205 LordAyyappa temples at Shasthamkonam Link 27 EttumanoorMahadeva temple also importantplace enrouteto Sabarimala | Link 34 Famous pilgrim centre at Aluva. Periyar River: a very important place for Shivarathrifestival Link 39 Kodungallooris a town of immensehistorical importanceand an ancient centre of trade and commerce with the Jews, Phoenicians, Greeks, Roman and thie Arabs. The thriller city was earlier known as Muziristo the Greeks and Romans and was the major natural Port in the western coast till 13th century when a X cataclysmsilted its mouth and openedthe Port at Cochin,resulting in the shift of commerce.It had been the first settlementfor the Jews. Christiansand Muslims l LBB SIttCkIJ;1CES IC11 t Kerala StateTransport Project Sectoral Environmental Assessment-August(100 I

in India. The town is famous for its Cheraman Juma Masjid built in 625 A.D. | Dilapidated synagogue, Portuguese fort, Saint Thomas Memorial church and Kurumba Bhagavathi temple of the Bharani Festival fame. Link 42 the corridor traverses through pre-eminently residential and commercial areas. * No cultural property, historical monument or places of religious importance are located along the corridor in the ROW. Potta (Muringoor) is a newly emerged Christian Divine Retreat Centre, frequented by large number of pilgrims during all days of the year. Koodalmanikya Temple dedicated to Bharatha, the brother of Lord is another attraction. Link 44 Thriprayar is famous for its Hindu Temple.

An improvement in the road condition may bring more traffic to these corridors because, of its 3 locationclose to the religiousplaces. 11.5.5 Unemployment Due to Stoppage of Use of River Sand In Road Construction Activities The sand requirements are usually met from the riverbeds. The total ban of river sand mining in fact, lead to unemployment to those who were actively involved in the job. This was a flourishing job until recently till the banning of sand mining. Although banning is not directly related to the KSTP, the road construction and maintenance activities were solely depending on the river sand for maintenance as well as for new road construction activities. It is also E noticed that there is Illegal mining in almost all the riverbeds in a clandestine nature but at much reduced level. People once involved will be tempted to do it, as it is a highly profitable business. Until recently the taxes, duties and other controls were not present which incurred high losses to the government. 11.5.6 Access problems In all activities associated with road works in Kerala access problems could be a serious Social issue because of the ribbon development. This is more important due to the fact that along narrow road corridors numerous schools, hospitals, markets etc are also located. This is 3 more important due to the fact that along narrow road corridors numerous schools, hospitals, markets etc are also located. Mitigation This necessitates good public relations and there should be trained local * (language) people to deal with such issues. There should be consultation prior to the maintenance activities and also towards the middle of the maintenance activities. 11.5.7 Paddy field Being a sensitive land use (hence social issue) the conversion of paddy fields needs to be avoided. Since there will not be any land take for the maintenance of roads, this aspect has very less significance. Mitigation. The construction of retaining walls in these sections may be considered. This 3 will enable the optimum use of the available corridor, thus providing greater road safety. 11.5.8 Tribal settlements Link 64 passes through Wayanad wildlife sanctuary and also very close to many tribal settlements. A major temple located near the corridor is the Pulpally Devi Temple. The corridor passes through the tribal areas and villages; Sulthans Bathery, Chethalayamn, 3 Pulpally, Mullankolly, Pathanikuppu, Perikallur. The corridor is important from the social point of view as it offers connectivity to the native, indigenous tribes. Native tribes mainly

LB311SIslidadLi CESICT 1. Kerala StateTransport Project SectoralEnvironmental Assessmcnt-August 2001

consists of various sects like Paniyas, Kurumas, diyars. Kurichyas. Ooralis, Kattunaikkans, etc. The corridor falls under the Nilgiri biosphere reserve. Mitigation This particular road will be largely useful to the development of the tribal areas. The road improvements will positively benefits the tribal settlements in the region.

11.6 ENVIRONMENTAL MANAGEMENT PLAN FOR MAINTENANCE | ACTIVITIES The Contractor should recognise this part of the Sectoral Environmental Assessment (SEA) and refer to the Generic Environmental Management Activity Table shown in Exhibit 11.8 I for Contract clauses, Responsible organisation, and time frame and implementing organisation. The project Specific requirerments are shown in the ESMP for First Year MaintenanceProgramme. Contractor's responsibility: The Contractor will be requested to * Preserve trees as far as possible I * To ground mold land and allow for regeneration of indigenous plant life by spreading of seeded soils. * Restore the natural flow of water * Maintain camps and depot areas as described for construction contractors. Construction Machinery Standards: A list of equipment and machinery required for the I maintenance works in Kerala State highways project is attached for reference. The contractor should make use of the environmental friendly equipment of high-energy efficiency, low noise and emissions. i The typicalmachinery requirements are: * Hot mix plant * * Paver - Tipper Trucks . Rollers-Pneumatic Tyred and Tandem with/without vibrations i * PressureDistributors Truck - Front end loaders * * Air Compressors

I l l

LB3II5hlkltil.t.:E S IC 1F 11I ( l ------m - - m - m m - m

EXHIBIT 11.8 ENVIRONMENTAL MANAGEMENT PLAN (EMAP) (FOR MAINTENANCE CONTRACTS ONLY)

ExnvironmentalIrnpact Mitigation; Measures taken or to be taken Time frame Implementing Responsible Contractual EnvironmentallImpact Mitigation Measures taken or to be taken Organisation Organisation* Clause Dust Water should be sprayed as required during the construction During Contractor The Engineer Specification Ill1, works. reconstruction At present no 111.5, 111.8, Vehicles delivering materials should be covered to reduce and Construction in-house 111 9 spills and dust blowing off the load work environmental capacity is formalised in PIU Eng. fromn SPCB for monitoring Asphalting Asphalt mixing sites should be sited over 500 m from any During Contractor PIU Specification I I 1, communities. Construction EO 111.5 Mixing equipment should be well confined, and be equipped with a dust-removal device. Operators should wear dust masks and ear protection l Air Pollution Vehicles and machinery are to bc regularly maintained in Throughout Contractor PIU Specification 111, order that emissions conform to National and State Standards construction EO 111.5 Noise Noise standard at processing sites, e.g. aggregate crushing Throughout Contractor PIU Specification 111, plants, will be strictly monitored to prevent exceeding of construction EO 111.5 GOT noise standards. Workers in the vicinity will wear protectors and their working time should be limited as a safety measure. In construction sites within 150 in of sensitive receptors construction will be stopped fi-om22:00 to 06:00. PIIJ EMP Machinery and vehicles will be maintained to keep their EO Special site- noise to a minimum. specific action.

__ _W_ __ _ ATER ______I__ Alterationi of drainage In sections along watercourses, earth and stone will be Whenever Design Unit and PIU Specification and flooding properly disposed of so as not to block rivers and streams, encountered during Contractor EO 201,301, 304, thereby preventing adverse impact on water quality. All constructioni. 30)6, 309 necessary measures have been taken to prevent earthworks Contractor and stone works related to the road from impeding drainage at rivers, streams and canals or existing irrigation and drainage systems. Drainage to reduce retention time of flood water, * The Engineer is responsible for the administration of the contract on behalf of the Employer. The following orgatnisationismay assist in the monitoring of the work. - - - - - m m - - - - m - - - -- m

EXHIBIT 11.8 ENVIRONMENTAL MANAGEMENT PLAN (EMAP) (FOR MAINTENANCECONTRACTS ONLY)

Environmental Impact Mitigation Measures taken or to be taken Time frame Implementing Responsible Contractual Organisation Organisation Clause Silting Construction materials or waste likely to give rise to Throughout Contractor PIU Specification 306, contaminated containing fine particles e.g., in lime or fly ash construction EO 305.3.7 will be stored in an enclosure such that sediment-laden water period. Forest Dept. does not drain into nearby walercourses, but rather percolates slowly into the soil. l Contamination from All justifiable measures will be taken to prevent the Throughout Contractor PIU Specification 306 Wastes wastewater produced in construction from entering directly construction period EO into rivers and irrigation systems l Sewerage Disposal A minimum distance of any sewage or toilet facility from Throughout Contractor PIU Specification during Construction at water sources should be 200 metres. construsction EO 111.9 Services Centres period. Contamination from fuel Vehicle maintenance and refuelling will be confined to areas Specif.icatio and lubricants in construction camps designed to contain spilled lubricants Throughout PIU 201.2 201.4, and fuels. Waste petroleum and lubricants must be collected construction Contractor EO 301.1.3.10, stored and taken to approve disposal sites, according to GOI period. SPCB 304.3.3 laws. Sanitation and Waste * Sufficient measures will be taken in the construction Disposal in Construction camps, i.e. provision of garbage tanks and sanitation Camps facilities. Waste in septic tanks will be cleared periodically as necessary. Before and during Specification * Drinking water will meet Indian National Standards, building o0 Contractor PIU 122, 201.2, 201.4, * Garbage will bc collected and disposed of daily. construction SPCB 306 * Special attention shall be paid to the sanitary condition of camps. camps. * Camps will be located at a minimum distance of 200 m from water sources. Contamination from fuel Vehicle maintenance and refuelling will be confined to areas Throughout Contractor PIU Specification and lubricants in construction camps designed to contain spilled lubricants construction EO 201.2 201.4, and fuels. Waste petroleum and lubricants must be collected period. SPCB 301.1.3.10, stored and taken to approve disposal sites, according to GOI 304.3.3 laws. Borrow pits Borrow pits have been identitied outside the ROW Before During Contractor PIU IRC:10 1961 opening additional borrow pits operating pits shall be closed construction EO Specification I as per the IRC Specification 111.2, 305.2.2

2 m-=------m - -= -m m -

EXHIBIT 11.8 ENVIRONMENTAL MANAGEMENT PLAN (EMAP) (FORMAINTENANCE CON'I1RACTSONLY)

Environmental Impact Mitigation Measures taken or to be taken Time frame Implementing Responsible Contractual Organisation Organisation Clause Equipment} Selection Construction plant and equipment will meet recognised Specification 106, qmaintenanceand international standards for emissions and will be maintained During Contractor PIU IRC:72- 1978; maIntenance and and operated in a manner that ensures relevant air, noise, and construction EO IRC:90- 1985, operation discharge regulations are met. 111.9, 201.3 Quarrying Quarrying will be carried out at approved and licensed During PIU Specification qufisonly. cosrcinContractor EO111.3, 302, quarriesl only. construction EO 305.2.2 I ______SOIL Soil Erosion and Soil Upon completion Conservation of construction Contractor Specification 306 On slopes and other suitable places along the roadside, trees activities at these and grass should be planted. On sections with filling (>3 m) sites. and deep cutting their slopes should be covered by sod, or planted with grass, etc. If existing irrigation and drainage system ponds are damaged, they will be suitably repaired. During construction

Loss of agricultural Arable lands should not be used for topsoil borrowing. The S topsoil topsoil will be kept and reused after excavation is over. Any During Coiitractor PIU 201.2 surplus to be used on productive lands constr-uction 1. Compaction of Soil Construction vehicles should operate within the Corridor of During Contractor PIU Specification Impact avoiding damaging soil and vegetation. construction 201.2

FLORA Loss of trees and Areas of trees cleared will be replaced according to After completion Forest Department PIU Specification AvenuePlantation CompensatoryAfforestation Policy under the Forest of construction Forest 201, 301.3.2, 307, Conservation Act - 1980. Two trees will be planted for each activities Department 308, tree cut down.

3 ------m

EXHIBIT 11.8 ENVIRONMENTAL MANAGEMENT PLAN (EMAP) (FOR MAINTENANCE CONTRACTS ONLY)

Environmental Impact Mitigation Measures taken or to be taken Time frame Implementing Responsible Contractual ______.______Organisation Organisation Clause Compaction of Tree clearing within thc ROW should be avoided beyond that During cleaning Contractor PIU Specification vegetation which is directly required for construction activities and / or operations Forest 201.2 to reduce accidents. During Department See soil compaction also. construction

FAUNA I During PIU Specification Compensatory Construction workers should be told to protect natural construction Contractor Forest 201.2, 201.3, Afforestation resources and wild animals. Hunting is prohibited. Forest Department Dopatthient 201.4.

Environmental Impact Mitigation Measures taken or to be taken Time frame riplementing Responsible Contractual ______I Organisation Organisation Clause SOCIAL Loss of Access Temporary access should be maintained throughout the course of the work unless the Contractors makes joint During Contractor PIU Specification agreement with any affected frontagers or legitimate road construction 112, user, l Traffic congestion and During PIU and congestion If there is traffic congestion during construction, measures construction Contractor State Police Specihication should be taken to relieve it as far as possible with the co- 112, 119, 201.2 operation of the traffic police.

Healtl and Safety All contractors' staff and workers will be working along busy During _ l traffic routes. They must wear high visibility purpose made construction Contractor Contractor Specification overalls or trousers/a waist coat at all times All operators 111.6 working with any materials above head height (even in trenches) must wear hard hats all the time. l

An Environmental Management Plan prior to the connnencement of construction, indicating how the Contractor plans to implement environmental requirements as stated in the General Conditions of Contract clause 19 titled " Safety, Security and Protection of the Environmenlt" is also required.

4 KeralaState TransportProject SectoralEnvironmental Assessment August 2001

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