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_ _ _ _ _..______V OL. 3 Environmental Impact Assessment of the Kota-Bijolia-Chittorgarh Public Disclosure Authorized Corridor Improvements A Sub-project f the Rajasthan State Highways Project Public Disclosure Authorized
Prepared on behalf of: Govermnent of Rajasthan Public Works Department
Public Disclosure Authorized Jaipur, India
Prepared by: Louis Berger International, Inc., BCEOM, French Engineering Consultants CES and ECI, Sub-Consultants D-53, Hathi Babu Marg, Bani Park Jaipur - 302016
Public Disclosure Authorized August 1991 E
EXECUTIVE SUMMARY EXECUTIVE SUMMARY
INTRODUCTION
The Governmentof Rajasthan (GOR), Public Works Department (PWD), has initiated an ambitious and much needed program to upgrade critical segments of the State's road network under the Rajasthan State Highways Project (referred to hereinafter as the RSHP or "the Project"). The Project is supportedby the World Bank and, assuming the GOR's loan application is approved, construction of road improvements proposed by Project will commence in late 1998. Eleven potential improvement corridors have been identified for action. The Project requires World Bank, GOR and Government of India (GOI) environmentalclearances and approvalsbefore constructioncan proceed.
The cumulative impacts of the Project were the subject of a Sectoral Environmental Assessment (SEA) as the first step in the environmental approval process. The SEA concluded that the rehabilitation actions to be undertaken by the RSHP have a low potential for significant adverse environmental impacts, assuming actions are taken as specified in the SEA and as specified by corridor-specific environmental impact assessments (EIAs). The SEA stipulated that corridor- specific ELAswould be prepared and circulated for review and comment for those corridors deemed to warrant such action in accordance with all appropriate GOI regulations and the World Bank's operational procedures. The document to which this summary is appended is the corridor-specific EIA for the Kota-Bijolia-ChittorgarhCorridor.
DESCRIPTION OF THE PROJECT
There are approximately 10,000 kilometers of State Highways in Rajasthan. Most are paved single- to intermediate-lanewidth roads with widely varying traffic loads, including a significanitamount of through traffic between Delhi and agricultural areas to the north and from Gujarat in the south. Tourism, by domestic visitors and international travelers, also generates substantial demand for travel capacity. In view of the current and increasing levels of traffic and the unsafe conditions presented by the narrow carriageways,the State Highways are in need of widening to provide two full lanes and additional up-gradingimprovements.
A Strategic Option Study (SOS) was undertaken in 1995 to identify priority action areas. The SOS investigated all Rajasthan State Highways and selected approximately 2,500 kilometers for further investigation. These 2,500 kilometers of highways were subjected to a Feasibility Assessment Study in 1997. The Feasibility Study recommended upgrading and strengthening of approximately 1,505 kilometers of State Highways over a five-year period. Based on these recommendations,the RSHP proposes to improve approximately 404 kilometers of highways in Phase 1; 371 kilometers in Phase IA; and approximately 730 kilometers in Phase 2. Detailed engineering designs for Phase I roads were initiatedin 1997;Phase IA designs were initiatedin early 1998.
Within each phase RSHP will:
A Widen and strengthen the selected roadways;
* Replace and/or improve culverts, drainagewaysand bridges; a Upgrade road geometrics to meet current design speeds and specifications;
Louis Berger International.Inc.. BCEOM. CES and ECI ExecutiveSummary - Page I Rajasthan State Highway Project EA- Kota Corridor - Augusz1998
a Undertake necessary urban improvements and provide bypasseswhere warranted;
RSHP will also provide assistance to the GORJPWDto:
* Upgrade the existing road management system, including preparation of three-year and routine maintenanceprograms;
• Prepare and implement an institutional development strategy;
* Procure equipment and technical assistance and training; and
* Provide for the supervision of civil works.
Carriageways within the improvement corridors will be widened and rehabilitated to provide improved two-lane cross sections with some sections of paved shoulders when there are large volumes of slow moving traffic which include camel and bullock carts and berms. Construction activities will be restricted almost entirely to the existing rights-of-way (ROWs). Bypasses of communities within selected corridors are incorporated in the RSHP where warranted due to cngineering constraints, to improve traffic flow, reduce the number of project-affected persons (PAPs), enhance road safety, reduce congestion, retain the continuity of existing villages, and/or achieve other environmental goals.
The rehabilitation activities will expand transport capacity, and improve surface conditions, travel speeds, highway safety and drainage pattems, and will facilitate development and improved access to a large portion of the State. The RSHP alignments have been adjusted wherever possible to reduce the necessity for tree removals and to minimize potential impacts to temples, shrines and cultural properties. A generous tree-planting program will be implemented as a part of the Project. PWD will establish an Environmental Management Unit (EMU) to develop an in-house capacity to implementand manage enviromnental issues related to the highways. The improved roads will result in less congestion leading to economic benefits and improvements in highway safety, air quality and noise. Details of specific actions within the Kota-Bijolia-ChittorgarhCorridor are as follows.
ASSESSMENT OF PROPOSED ACTIONS IN THE KOTA - BIJOLIA - CHITTORGARH CORRIDOR
Definition of the Corridor. The Kota-Bijolia-ChittorgarhCorridor extends from the western side of the Chambal River Bridge at Kota south to Bijolia and then on to Chittorgarh, a distance of 176 kilometers. It includes four bypasses located at Deogarh, Govindpura,Tejpur and Balderuka.
Organization of the Assessment. The EIA is organized in accordance with the stipulations of the GOI Environmental Impact Assessment Act of 1994, as amended on 4 May 1994, Schedule III. Additional information required pursuant to World Bank guidelines is incorporated pursuant to World Bank Operational Directive 4.01 and the recommendations World Bank Technical Paper Number 376: Roads and the Environment: A Handbook. In accordance with this outline, the following presents a summary of the existing conditions, potential impacts and mitigation actions related to them as a result of the proposed construction activities in the Kota-Bijolia-Chittorgarh Corridor as follows.
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Topographic, Geological and Soil Characteristics
Existing Conditions. The Kota-Bijolia-ChittorgarhCorridor traverses a relatively flat plateau and is located in Seismic Zone I as defined by the Indian StandardSeismic Zoning Classification System, i.e., an area of low instability. Minerals are plentiful throughoutthe Corridor and mineral extractions are a major factor in the area's economy. Soils in the Corridorare predominantlyshallow and rocky. Those in the southem portion of the Corridor between Bijolia and Chittorgarhare deeper alluvium.
Potential Impacts. Potential impacts to topographic, geological and soil characteristics of the Corridor have been evaluatedhave been assessed with particularregard to:
* Altered Embankments. Actions will be confined largely to the existing ROW. Contract documents contain stipulations to ensure adequate stabilization and re-vegetation. No adverse impacts due to altered embanlanents are anticipated.
a BorrowPit Excavations. Borrow pits will be allowedonly in conforrnancewith the most recent Indian Roads Congress (IRC) specifications requiring full restoration. No adverse impacts are anticipated.
a Quarries and Construction Material Procurement. The Project will present a demand for crushed rock, sand and similar materials. Only licensed quarrying operations will be used as supply sources. Potential impacts related to noise and dust associated with the extraction and transport of these materials will be regulated in accordancewith all applicableregulations.
Mitigation. Other than adherence to good engineering and construction practices and the enforcement of contract provisions for re-vegetation and the extraction and transport of construction material, no additional mitigation actions related to potential topographic, geological,and/or soil characteristics of the Corridor are considered warranted.
Water Resources
Existing Conditions. The Kota-Bijolia-ChittorgarhCorridor commences at the Chambal River, the only large perennial river in Rajasthan. Several reservoirs and ephemeral streams are located in the area.
Potential Impacts. The Project will rehabilitate a large number of culverts and bridges throughout the Corridor. Bridges have been sized on the basis of 50-year flood levels. All culverts have been designed to 25 years flood frequency. No adverse impactsto, or significant alterations of, the overall drainage pattems are anticipated. The increased runoff due to widening of the roadways will be statistically negligible. No impacts to the Chambal River or the area's reservoirs or ephemeral streams are anticipated.
3 Mitigation. The RSHP will take all steps necessary to ensure adherence to good engineering and construction practices and the enforcement of contract provisions for related to drainage during both the construction and operational stages of the Project. The newly created and RSHP-supported EMU/PWD will coordinate with local land use planning authorities to ensure that any future developments along the existing ROW are compatible with all sensitive land uses in the Corridor. Contract provisions will ensure that construction camps and other potential sources of secondary h) impacts are properly sited and provided with drainage and wastewater facilities. No additional mitigation actions related to potential hydrological impactsare considered warranted.
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Biological Characteristics
Existing Conditions. Little undisturbed plant or wildlife habitat exists along the Corridor. Areas adjacent to the ROW are generally heavily disturbed by agriculturaluses. Large portions of the ROW are lined with trees. Portions of the Corridor have been designated as protected, reserved or unclassified forestland under the purview of the Rajasthan Forest Department. The Jawahar Sagar and Bassi Sanctuaries and the Menal Closed Area are adjacent to the ROW.
Potential Impact. Given the existing highly disturbed nature of the Corridor, the potential for undisturbed habitat loss, habitat fragmentation, restrictions of wildlife movements or damages to aquatic habitats due to direct impacts is negligible. Potentialindirect impacts due to increased human accessibility,ecological disequilibriumor contaminationare also negligible, but have been noted as a potential concern in the vicinity of wildlife sanctuaries and other sensitive areas. Accidents involving wildlife attempting to cross the road are a potential impact faced by any road project. In this instance, the road and the potential for such impact already exist. The possibility of such accidents could be exacerbated to some degree due to the increased travel speeds made possible by the proposed road improvements. A number of roadside trees will be lost due to widening of the road in some instances.
Mitigation. To ensure that speeds in the vicinity of sensitive areas are adequately controlled, and to mitigate the potential impact related to increased travel speeds in the area, warning signs will be placed at five-kilometer intervals along the portions of the alignment which abut the boundaries of wildlife areas. Noise strips (also known as rumble strips) will be placed on the road at the point at which it crosses the boundaries of wildlife areas. The newly created and RSHP-supported EMU/PWD will also coordinate with local land use planning authorities to ensure that any future developments along the existing ROW in the vicinity of all wildlife reserve areas are compatible. Contract provisions will ensure that construction camps and other potential sources of secondary impacts are properly sited throughout the Corridor. The Project will also undertake an extensive tree- planting program along the entire Corridor to mitigate the loss of trees due to widening and to enhance the environmentof the area.
Land Use
Existing Conditions. Livestock raising, agriculture are mineral extractions and the predominant land uses within the Corridor.
Potential Impacts. Construction activities could present impacts to land uses that could have long- termn effects in certain circumstances. Construction workers camps, for example, constitute a temporary land use change. Localized land use changes could also occur due o to the road improvements. None are expected to result in significant changes in existing regional land use patterns. A transfer of forestland totaling approximately 47 hectares will be required to support the proposed road widening. This impact, however, is more apparent than real and is due in part to the fact that legal title to the existing ROW has not previously been transferred to PWD. Roughly half of the land to be transferred is within the existing de facto ROW of the existing roadway. Access improvements will facilitate the management of protected areas.
Mitigation. Other than the actions to avoid adverse localized land use changes in the vicinity of protected areas, no additional mitigation actions related to land use are considered warranted.
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ECONOMIC INTERNAL RATE OF RETURN (EIRR)
Existing Conditions. Existing transport conditions within the Corridor are unsafe due to inadequate lane widths,design and maintenance.
Potential Impacts. The Project will have a beneficial impact on the transport characteristics of the Kota-Bijolia-ChittorgarhCorridor and economic activities-withinthe Corridor.
Mitigation. Other than adherence to good engineering and construction practices and the enforcement of contract provisions, no additional mitigation actions related to potential transport characteristicsof the Corridor are considered warranted. Safety issues are further discussed under the heading of Human Health and Safetybelow.
Climate and Air Quality
Existing Conditions. Arid conditions dominate the area. Temperature extremes of 500 C occur regularly. Summer rainfall is sporadic, sometimes bypassing portions of the area for years. Air quality characteristics within the Corridor as defined for the purposes of the RSHFPare generally good. Exceedancesof acceptable air quality standards are likely in the urban areas, however.
Potential Impacts. Potential impacts to air quality can be anticipatedduring the construction phase due to the nature of the construction activities and transport of materials. Impacts to air quality can also be anticipatedin the operational phase of the Project. The Corridor improvements are unlikely to generate additional traffic compared to a base case which takes population growth and economic factors into account. They are also unlikely to divert traffic from other routes. Compared to the base case, therefore, the Kota-Bijolia-Chittorgarh Corridor improvements are likely to result in a net improvementin air quality due to the lessening of congestion and more efficient movement of traffic.
Mitigation. Potential air quality impacts during the constructionperiod will be mitigated by contract provisions which require sites to be watered to prevent dust generation and require machinery and equipmentto be fitted with pollution control devices. Additionally all asphalt plants will be equipped with dust collectors. Asphalt plants and other generators of air pollutantsare restricted to locations at least 500 meters from the nearest sensitive receptor (e.g., residential areas, schools or hospitals).
Noise
Existing Conditions. Current noise levels within the Corridor are primarily attributable to vehicular traffic and are particularly high in congested areas due to frequent use of homs as a means of announcingone's presence and intentions.
Potential Impacts. Noise impacts can be anticipated during both the construction and operational phases of the project. Construction noise levels will be dependenton the nature of the construction equipment employed and other factors. Noise levels during the operational phase may decrease in portions of the Corridor due to the lessening of congestion and more efficient movement of traffic.
A number of Schools and Hospitals very close to road will be affected by the increase in traffic. These institutions comes under silence zone category.
Mitigation. Potential noise impacts during the construction phase will be mitigated through the use of properly maintained equipment and by confining constructionactivities to normal working hours.
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As a special mitigation action, provisions have been kept for construction of noise barriers for the silence zones. This include construction of stone walls and tree plantations.
Socio-Economic Characteristics
Existing Conditions. Population growth in Rajasthan is one of the highest in the country (2.8 percent per year). As is true of much of the Rajasthan, agriculture,mineral extraction's and tourism are the main economic activities in the Kota-Bijolia-ChittorgarhCorridor. Tourist attractions include hilltop forts, maharajas' palaces, festivals, handicraft markets and holy sites vying for attention. Attractions in proximity to the Kota-Bijolia-ChittorgarhCorridor include the hilltop fort above Chittorgarh and the-historicresources in Kota, Bijolia and the Menal Closed Area.
Potential Impacts. Improvements in the Corridor will be predominantlybeneficial and will increase its development potential and economic efficiency. Project-affected persons (PAPS) subject to potential adverse impact have been tabulated as follows:
PROJECT AFFECTED PERSONS WITHIN THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR
LANDUSE Kota Bundi Bhilwara Chittorgarh TOTAL /DISTRICT l HH PAPs HH PAPs HH PAPs HH PAPs HH PAPs RESIDENTIAL 29 176 53 317 91 539 99 631 272 1663 COMMERCIAL 1163 117 753 103 622 178 1029 409 Z467 AGRICULTURAL 4 31 26 147 222 1389 243 1559 495 3126 MIXEDUSE 4 27 11 63 65 398 42 243 122 731 OTHER I 6 9 62 118 686 130 738 258 1492
NOTES:HH = HouseholdsPAPs = Project-AffectedPersons
Since the ROW currently exists, severance of existing communities will not occur and certain .settlements currently split by through traffic will benefit from bypasses included as a part of the improvements. Some loss or modest relocation of roadside community businesses and social activities may occur. Communities at which bypasses are to be provided are unlikely to suffer adverse impacts due to the diversion of traffic. Tourism impacts are expected to be beneficial. No adverse impacts to cultural resources are anticipated.
Mitigation. Details of mitigation actions related to land acquisition and displacements are provided by the Project's Resettlement Action Plan (RAP). Briefly, however, it can be noted that compensation for land and asset acquisition in the context of the RSHP will be made on the basis of replacement costs established on the basis of land market surveys of properties undertaken by the Project. When displacement results in the loss of a house or shelter, every effort will be made to ensure that new housing is available before people are required to relocate. Relocation distances and disruptions of local support networks will be minimized. Relocation housing will be provided within the Corridor when possible. Those not eligible for legal compensationfor the loss of structures and assets will be assisted by other support mechanisms.
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Human Health And Safety
Existing Conditions. Safety conditions within the Kota-Bijolia-Chittorgarh Corridor are compromised due to inadequate lane widths and the fact that the ROW is used by pedestrians, cyclists, pack animals and herdsmen as well as cars, buses, and trucks. Camel/bullock drawn carts, speeding buses and over laden trucks are dangerouscombinations creating hazardous conditions for pedestrians and other road users as well as themselves.
Potential Impacts. The RSHP will correct the currently inadequate lane widths and the overall safety of the affected roads significantly improved. To the extent possible, shoulders will be provided for the use of non-motorized transport.
Mitigation. Other than the actions as proposed,no additionalmitigation related to health and safety are consideredwarranted.
CONSULTATIONS
PWD is engaged in consultations with stakeholderson a day-to-day basis. Major events specifically related to the development of the RSHP included State-level Stakeholder Consultative Workshop conducted in September 1997 and technical discussions at the State, District, Panchayat and Village levels undertaken by the PCC Project team. Consultations specifically in regard to Kota-Bijolia- Chittorgarh Corridor include the following:
MAJOR PROJECT SPECIFIC CONSULTATIONS WITH GOVERNMENT OFFICIALS AND NGOs
Name Address Aspects discussed Mr VC Sacheti Chief Conservator of Forests (Administration),(CCF), Forest & Wild Life and Jaipur Forest clearance Mr RG Soni Chief Conservator of Forests (Wild Life ), (CCF), Jaipur Forest & Wild Life Mr VK Salwan Deputy Conservator of Forests (DCF), Kota Forest & Wild Life Mr S. Sharma Deputy Conservatorof Forests (DCF), Bhilwara Forest & Wild Life Mr RP Siyag Deputy Conservator of Forests (DCF), Bundi Forest & Wild Life Mr VK Bissa Forest Range Officer Bassi Wild Life Sanctuary,Bassi Bassi Wild Life sanctuary Mr A Thomar Working Plan Officer ,Wild Life, Forest Department Wild Life Dr S.K Agarwal Additonal Director Infrastructure,MOEF (Government EIA & GOI Clearance of India) procedures Mr. Solanki Wildlife Warden, JawaharSagar Sanctuary Wildlife Mitigation Mr. Y. Singh ACF, Chittorgarh Forest
CONCLUSION
The assessment concludes that, properly mitigated,-the proposed actions within the Kota-Bijolia- Chittorgarh Corridor will result in no significant adverse impact and will greatly benefit the resident populations.
Louis Berger Iniernational,Inc.. BCEOM. CES andECI Executive Summary - Page 7 RaPjathanState Highway Project EUA-Kota Cerridor- August1998
ENVIRONMENTALMANAGEMENT AND MONITORING
An EnvironmentalManagement and Monitoring Plan (EMMP) is specified as a part of the SEA. As described therein, the GORJPWD is working closely with the World Bank to establish the institutional mechanisms necessary to implement the measures specified in EMMP and RehabilitationAction Plan (RAP). As part of its commitment to improve and enhance environment, PWD will set up an Environmental Management Unit (EMU) and Social Development and ResettlementCell (SDRC) which will implement and monitor the measures specified in the EMP and RAP for at least the five-year period of the project. Linkages with existing government programs, agencies and non-govemmental organization (NGOs) will be established to allow PWD to take full advantage of expertise that has been developed to mitigate any identified impacts. Specific actions within the Kota-Bijolia-ChittorgarhCorridor will include:
• Strict contract supervision to ensure that all specified environmental provisions are fully implemented;
• Tree planting at a replacement rate of ten-to-one;
• Placement of signs and noise strips to control speeds in sensitive and actions to assist the establishmentof appropriate land uses in the vicinity of all sensitiveareas; and
• Monitoringas specified above.
LouisBerger International. Inc., BCEOM,CES and ECI Fxecutive Summary- Page8 TABLE OF CONTENTS ENVIRONMENTAL IMPACT ASSESSMENT Of The KOTA-BIJOLIA-CHITTORGARH CORRIDOR IMPROVEMENTS A Sub-ProjectOf The RAJASTHAN STATE HIGHWAYS PROJECT The Government of Rajasthan -Public Works Department August 1998
TABLE OF CONTENTS
EXECUTIVE SUMMARY LIST OF ACRONYMS
1.0 INTRODUCTION. 1-I 1.1 Purpose. 1-1 1.2 Procedural And Regulatory Requirements ...... , 1-1 World Bank Requirements.1-1 MOEF Requirements...... 1-3 PWD Requirements.1-3 1.3 Organization of the Document ...... 1-3
2.0 PROJECT DESCRIPTION ., ;, 2-1 2.1 Description of the RSIHP...... 2-1 2.2 Construction Activities. 2-1 2.3 Identification of Priority Corridors ...... ,., 2-2 The Strategic Options Study...... 2-2..,,,,,,,,,,,,,,,,,,,,,,,,,,,...... ,.,.,2-2 The Feasibility Study...... 2..,,,,,,,,,,,,,,,,,,,,,,...... 2-2 2.4 Actions in the Kota-Bijolia-Chittorgarh Corridor .,,,,. 2-2
3.0 BASELINE DATA .,.,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,.,,,,,,,,,.,,.,.3-1 3.1 Topographic, Geological & Soil Characteristics ...... 3-2 3.1.1 Topography...... 3-2 3.1.2 Geological & Seismic Characteristics...... ,.,.,.,.3-2 3.1.3 Soils...... , , , , . ....3-2 3.2 Water Resources .33 3.2.1 Surface Hydrology.33 3.2.2 Wetlands.34 3.2.3 Subsurface Hydrology...... 3-4 3.3 Biological Environment...... 3-4 3.3.1 Plant Species.3-4 3.3.2 Wildlife Species.3-6 3.4 Land Use.3-6 3.4.1 Regional Land Use...... 3-6 3.4.2 Parks, Sanctuaries and Closed Areas...... 3-9 3.5 Economic Internal Rate of Return (EIRR) ...... 3-11 3.6 Climatic & Air Quality .3-11 3.7 Noise.3-22 3.8 Socio-Economic Characteristics 3-23 3.8.1 Communities And Their EconuniiLActiviCis ...- 2
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TABLE OF CONTENTS - CONTINUED
3.8.2 Land Acquisition And Resettlement ...... 3-29 3.8.3 Indigenous Peoples ...... 3-30 3.8.4 Cultural Resources ...... 3-31 3.8.5 Aesthetics And Landscape Considerations ...... 3-33 3.9 Human Health And Safety ...... 3-33 3.9.1 Traffic Safety ...... 3-33 3.9.2 Non-Motorized Traffic ...... 3-33
4.0 IMPACTS AND MITIGATION ...... 4-1 4.1 TOPOGRAPHIC/GEOLOGICAL/SOIL CHARACTERISTICS ...... 4-2 4.1.1 Topography ...... 4-2 4.1.2 Geological & Seismic Characteristics ...... 4-13 4.1.3 Soils ...... 4-14 4.2 WATER RESOURCES ...... 4-14 4.2.1 Surface Hydrology ...... 4-14 4.2.2 Wetlands ...... 4-15 4.2.3 Subsurface Hydrology . 4-15 4.3 BIOLOGICAL CHARACTERISTICS . 4-15 4.3.1 Plant Species . 4-15 4.3.2 Wildlife Species .4-16 4.4 LAND USE .4-17 4.4.1 Construction-Related Land Use Impacts .A-17 4.4.2 Regional Land Use Patterns .4-18 4.4.3 Impacts to Parks, Sanctuaries, and Closed Areas . 4-19 4.5 ECONOMIC INTERNAL RATE OF RETURN (EIRR) .4-20 4.6 CLIMATE & AIR QUALITY CONSIDERATIONS .4-20 4.6.1 Construction Phase .4-20 4.6.2 Operational Phase .4-21 4.7 NOISE .4-21 4.7.1 Construction Phase .4-21 4.7.2 Operational Phase .4-22 4.8 SOCIO-ECONOMIC CHARACTERISTICS .4-23 4.8.1 Communities and Their Economic Activities .4-25 4.8.2 Land Acquisition and Resettlement .4-26 4.8.3 Indigenous Peoples .4-28 4.8.4 Cultural Resources .4-28 4.8.5 Aesthetics and Tourism Considerations .4-28 4.9 HUMAN HEALTH AND SAFETY .4-29
5.0 ANALYSIS OF ALTERNATIVES ...... 5-1 5.1 Integration of Environmental Considerations the Alternatives Analysis ...... 5-1 5.2 Engineering Alternatives ...... 5-1 5.3 Alternatives in the Kota-Bijolia-Chittorgarh Corridor ...... 5-2 5.3.1 Project Specific Mitigation Efforts ...... 5-3 5.3.2 Design Alternative Efforts and Project Specific Mitigation ...... 5-5 5.4 The No Action Alternative ...... 5-5
6. 0 ENVIRONMENTAL MANAGEMENT & MONITORING ...... 6-1 6.1 Institutional Strengthening for Environmental Management ...... 6-1 6.1.1 Organization and Staffing ...... 6-1
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TABLE OF CONTENTS - CONTINUED
6.1.2 EnvironmentalTraining ...... 6-3 6.1.3 Monitoring and ReportingProcedures ...... 6-4 6.1.4 Record Keeping...... 6-5 6.2 Mitigating & Monitoring Actions in the Kota-Bijolia-ChittorgarhCorridor ... 6-5 6.3 EnvironmentalCosts ...... 6-6 6.4 ImplementationSchedule ...... 6-8
7. 0 ENVIRONMENTALMANAGEMENT AND MONITORING ...... 7-1 7.1 Stakeholder ConsultativeWorkshop I ...... 7-1 7.1.1 Workshop Procedures...... 7-1 7.1.2 Issues and Impacts Identified by the Workshop...... 7-1 7.1.3 Group Discussions...... 7-2 7.2 District, Panchayat and Village Level Consultations...... 7-2 7.3 Key Findings...... 7-3 7.4 Implications for Project Design...... 7-3 7.5 Project specific consultationsfor Kota-Chittorgarhcorridor ...... 7-4 7.6 Implications for remaining project consultations...... 7-4
References List of Prepares Appendices A. Policy, Administrative and Legal Context B. Road Safety and Response Plan C. Checklist for EnvironmentalManagement
LIST OF EXHIBITS
Exhibit Number Page
2-1 RSHP ImprovementCorridors ...... 2-3 2-2 Details of Phase 1, 1A and Phase 2 Roads ...... 2-4 2-3 Kota-Bijolia-ChittorgarhImprovement Corridor ...... 2-5
3-1 Intensityof Irrigation by Districts...... 3-3 3-2 GroundwaterPotential and Utilizationby District ...... 3-4 3-3 Rare and Endangered Plants of Rajasthan...... 3-5 3-4 Wildlife Encountered Along the Kota-Bijolia-ChittorgarhCorridor ...... 3-7 3-5 EndangeredWildlife Species of Rajasthan ...... 3-8 3-6 Forest Areas by District in the Kota-Bijolia-ChittorgarhCorridor ...... 3-10 3-7 Land Use Map - Kota District ...... 3-12 3-8 Land Use Map - Bundi District ...... 3-13 3-9 Land Use Map - Bhilwara District...... 3-14 3-10 Land Use Map - Chittorgrah District...... 3-15 3-1I LocationMap -Jawahar Sagar Sanctuary with Respect to Project Corridor...... 3-16 3-12 LocationMap -Menal Closed Area with Respect to Project Corridor...... 3-17 3-13 LocationMap - Bassi Wildlife Sanctuary with Respect to Project Corridor ...... 3-18 3-14 Prmiihle Air Pollutant Levels...... :3-19 3-15 Ambient Air Quality Statistics - Kota . 3-20
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TABLE OF CONTENTS - CONTINUED
3-16 Ambient Air Quality Statistics - Kota ...... 3-21 3-17 Ambient Air Quality Statistics - Kota ...... 3-21 3-18 National Ambient Noise Level Standards ...... 3-22 3-19 Sensitive Noise Receptors ...... 3-23 3-20 Demographic profile of Project Affected District ...... 3-24 3-21 Economic activity profile of Project Affected District ...... 3-25 3-22 Communities Affected by the Kota-Chittorgarh Corridor ...... 3-26 3-23 Socio-Economic Characteristics of PAPs ...... 3-27 3-24 Religions Sites and Temples ...... 3-32
4-1 Environmental Mitigation Actions . 4-4 4-2 Land Requirements .4-19 4-3 Typic'al Noise Levels Associated with Highway Construction .4-21 4-4 Typical Noise Levels Associated with Principal Construction Equipment. 4-24 4-5 Project-Affected Persons .4-27 4-6 Land Acquisition & Displacement Mitigation .4-30
5-1 Position and selection criterion of bypasses and stretches requiring land acquisition . 5-4
6-1 Proposed Organization of Environmental Management Unit with in the PI .6-1 6-2 Environmental Costs Analysis . 6-6 6-3 Implementation Schedule .6-9
7-I Consultations with Government Officials and NGOs ...... 7-4;
Louis Berger International. Inc.. BCEOM. CES and ECI TOC Page 4 LIST OF ACRONYMS LIST OF ACRONYMS
ADB Asian Developmentbank ASI Archaeological Survey of India
CADD Computer Aided Design and Drafting CAZRI Central Arid Zone Research Institute CPCB Central Pollution Control Board CW Construction Works
EIA Environmental Impact Assessment EIRR Economic Internal Rate of Return EMU EnvironmentalManagement Unit ENVIS Environmental Information System - a component of a World Bank-fundedprogram to provide an Aonline and geographically decentralized system of information on environmental issues in India@. Reported to include 32 centers (Source: Environmental Management Capacity Building Technical Assistance Program, Technical Annex on a Proposed Credit. The World Bank, Report T-6910-IN, December 3, 1996, page 15.) EO EnvironmentalOfficer
FIDIC FederationInternationale des Ingenieurs - conseils
GOI Government of India GOR Government of Rajasthan
IRC India Road Congress
MDR Major District Road MOEF Ministry of Environment and Forests MOST Ministry of Surface Transport MSL Mean sea level
NEAC National Environment AwarenessCampaign NEERI National Environmental Engineering Research Institute NH National Highway NMT Non-motorized traffic NOC No Objection Certificate
PAP Project-AffectedPerson PCC Project Coordinating Consultants PIA Project Influenced Area PWD Public Works Department (State)
RMS Road Management System RRA Regional Resource Agencies (a part of the NEAC) RSEP Rajasthan State Highway Project TV5T' -) - 2 1:_ LouisBergerInnloa. I, B M C a
Louis Berger Ingerntijonal. Inc.. BCEOM1. CESnnd ECI Acronyms - Pnge I Rajasthan State Highway Project EIA-Kota Corridor-June 1998
SEA Sectoral Enviromnental Assessment SH State Highway SOl Survey of India SOS Strategic Options Study SPCP State Pollution Control Board
SRAC State Remote Sensing Application Center
WB World Bank WWF World Wildlife Foundation
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i 1.0 INTRODUCTION
1.1 PURPOSE
The Government of Rajasthan (GOR), Public Works Department (PWD), has initiated an ambitious and much needed program to upgrade critical segments of the State's road network under- the Rajasthan State Highways Project (referred to hereinafter as the RSHP or "the Project"). The Project is supported by the Intemational Bank for Reconstruction and Development(the World Bank) and, assuming the GOR's loan application is approved, construction of road improvements proposed by Project will commence in late 1998. Eleven potential improvement corridors have been identified for. action. The Project requires World Bank, Government of India (GOI) and GOR environmental clearances and approvals before constructioncan proceed.
The cumulative impacts of the Project were the subject of a Sectoral Environmental Assessment (SEA) as the first step in the environmental approval process. The SEA concluded that the rehabilitation actions to be undertaken by the RSHP have a low potential for significant adverse environmental impacts, assuming actions are taken as specified in the SEA and as specified by corridor-specific environmental impact assessments (EIAs). The SEA stipulated that corridor- specific EIAs would to be prepared and circulated for review and comment for those eorrdors deemed to warrant such action in accordance with all appropriate GOI regulations and the World Bank's operationalprocedures. Details of these requirements are outlinedbelow.
The document in hand provides the corridor-specificEIA for the Kota-Bijolia-ChittorgarhCorridor and has been prepared to meet the GOI requirements as specified by the Ministry of Environmental and Forest (MOEF) and an Environmental Assessment (EA) meeting the requirements of the World Bank. Its purpose is to present an evaluation of potential impacts due to the proposed upgrading and realignments of existing State Highways within the corridor from Kota to Chittorgarh via Bijolia pursuant to the stipulations of the SEA. Details of the proposed action within the Kota-Bijolia- Chittorgarh Corridor are presented in Section 2.0 and evaluated in detail in the remainder of the document.
1.2 PROCEDURAL AND REGULATORY REQUIREMENTS
Environmentalrequirements of the World Bank are specified in detail in its Operational Directive (OD) 4.01 and related ODs. A detailed exposition of the policy, administrative and legal context of environmentalmanagement in India is provided by Appendix A. In instancesin which the procedural and regulatoryrequirements differ, the more stringent applies. The procedural and regulatory aspects of those requirements and those of the Ministry of Surface Transport (MOST), Public Works Department (PWD), the proponent of the Project, can be summarizedas follows:
World Bank Requirements. The World Bank environmental requirements are based on the World Bank Operational Manual, Directive 4.01 which out lines bank polycy and proceedures for the environmentalasseeement for bank lending operations.
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The RSBP, taken in its entirety is a project requiring extensive and detailed environmental documentation of existing conditions and potential impacts due to the proximity of the selected alignments to ecologically sensitive areas, necessiating adequate mitigation measuresand the preparation of environmental management and mitigation action plan. The EA process takes in to acount Public consultations and informationdissemination.
In recognition of the needs of large, multi-year lending programs likely to involve a number of projects or sub-projects such as the RSHP, the Bank's procedures also provide for the preparation of in a Sectoral Environmental Assessment (SEA) as that term is defined by its OD 4.01 dated 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 investment programs (which) has served to build up a demandfor a sectoral LA approach"'
. The SEA can hasten environmental clearance of projects or sub-projects that do not warrant more intensive investigation. It can thereby considerably simplify and expeditethe implementation process and reduce potential risks and uncertainties. If sensitive areas are within the potentially affected enviromnentof a project or sub-project, or if significant socio-economicimpacts are anticipated or it is otherwise warranted, detailed environmental documentation is required at the project-level. Clearance for the overall Program is obtained, however, provided that:
* World Bank Requirements. 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 deternined that the RSHP required a SEA to "develop simple, standard and practical recommendationsto be included in the design and constructionof the project" including:
- Proper use of existing borrow areas and quarries; - Landscapingof borrow areas and spoil tips; - Development of proper storage areas specifically for diesel fuel and bitumen; - Rehabilitation of the ROWs through replanting; - Minimizing soil erosion; - Protection, enhancement and proper management of sensitive habitats; and - Establishmentof an environmental management unit withinPWD.
The required SEA for the Project was prepared and formally submittedto the World Bank on 5 June 1998. In addition to the documentation and commitments in the SEA, World Bank approval is also contingenton the completion of detailed design for 25 percent of the total Project and the securence of all necessary environmental approvals for these actions from MOEF and other GOI agencies and the completion of project-level EAs where warranted. All Phase I RSHP construction activities were determined to require project-level EAs. The Kota-Bijolia-Chittorgarh Corridor is one of two corridors comprising Phase 1.
MOEF Requirements. Primary responsibility for administration and implementation of the GOI policy with respect to conservation, ecologically sustainable development and pollution control rests with MOEF and the regulations established pursuant to the National Conservation Strategy, National Forest Policy, the Policy for Abatement of Pollution (1992), and the Indian Environmental Protection
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Act 1986 (29 of 1986) revised in 1997. Additional information in regard to the administrative and legal framework for environmental management is provided in Appendix A. Guidance for the preparation environmental impact assessments (EIAs) within this overall framework for environmental clearance of new development proposals is provided by the GOI's Handbook of Environmental Procedures and Guidelines (1994).. Additional guidelines for road projects are provided by MOST in its publication entitled Environmental Guidelinesfor Rail/Road and Highway Projects. The Guidelines include a summary questionnaire to be submitted to MOEF for the preparation of EIAs for domestic road projects. The questionnairefor the Kota-Bijolia-Chittorgarh has been submitted in conformancewith the requirements.
Road widening and strengthening projects are generally exempted from GOI/EIA requirements (revised MOEF Notification No. S. 0. 318 (E) dated 10 April 1997 and in letter no. RW/NH- 11052/1/97-DOI dated 19.06.1997)provided they do not require substantialland acquisition, impact ecologically sensitive areas, or have more than one thousand project-affectedpersons (PAPs). It has been determinedthat the proposed actions in the Kota-Bijolia-ChittorgarhCorridor do not meet these conditions. Accordingly, an EIA addressed to the specific actions and circumstances within the Corridor must be prepared and approvals received. Forestry Department and MOEF applications are also required. As part of its review, the Rajasthan State Pollution ControlBoard (SPCB) establishes a Districtwise review panel and circulates the MOEF application for public review and comment in each affected Districts. After the Project receives Forestry Department and SPCB notices of clearance (NOC), the MOEF application will proceed to MOEF for review and action. MOEF establishesa review committee. The committeemay attach stipulationsto the NOC.
PWD Requirements. PWD currently has. no formal environmental internal review procedures. PWD will, however, establish an Environmental Management Unit (EMU) to develop an in-house capacity to implement and manage environmentalissues related to the highwaysas part of the RSHP. The PWD will be responsible for the mitigation measures adopted during and after the completion of construction.
1.3 ORGANIZATION OF THIS DOCUMENT
Based on these procedural and regulatory requirements, the EIA is organized in accordance with the stipulations of the Environmental Impact Assessment Act of 1994, as amended on 4 May 1994, Schedule III, GOI's Handbook of Environmental Procedures and Guidelines (1994) and Environmental Guidelines for Rail/Road and Highway Projects. Additional information required pursuant to World Bank guidelines is also incorporated pursuant to World Bank Operational Directive 4.01 and the recommendations World Bank Technical Paper Number 376: Roads and the Environment:A Handbook. Accordingly, the remainder of the documentis organized as follows:
* Section 2.0 - Project Description - a brief description of the RSHP, the components of the Project, the manner in which the priority corridors were identified, and details of the proposed actions in the Kota-Bijolia-ChittorgarhCorridor.
0 Section 3.0 - Baseline Conditions - an overview of the relevant aspects of the study area. The major headings of the statement of baseline conditions and the section that follows have been devised on the basis of MOEF's suggested outline and review procedures and supplemented to address World Bank concerns as follows. a Sub-Section 3.1 - presents the characteristics related to topography, geology and soils of the potentiallyaffected environment.
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* Sub-Section3.2 - presents the water resources of the potentially affected area.
* Sub-Section 3.3 - presents the characteristics related to biological characteristics, i.e., issues related to wildlife, plant species and related biological issues.
* Sub-Section 3.4 - presents the land use issues, including identification of forest reserves and other sensitiveland uses within the Corridor.
* Sub-Section3.5 - presents transportationcircumstances of the potentially affected area. In light of the fact that the proposed project is within the transportation sector, this section also presents the economicproject appraisal.
* Sub-Section3.6 - presents the characteristicsrelated to climate and air quality of the potentially affected enviromnent;
* Sub-Section3.7 - presents the noise considerations;
• Sub-Section 3.8 - presents socio-economic conditions. To ensure that World Bank, as well as Governmentof India concems under this heading are fully addressed in a manner that facilitates review, this section presents: potentially affected communities and the economic activities; land acquisition and resettlement; potentially affected indigenous peoples; cultural heritage; and aestheticand landscape issues.
* Sub-Section 3.9 - presents the characteristics related to human health and safety of the potentiallyaffected environment.
* Section 4.0 - Impacts & Mitigation - an examination of potential impacts and mitigation actions related to them. Section 4.0 follows essentially the same sequence and enumeration pattern as Section 3.0 to facilitate review.
* Section 5.0 - Analysis of Alternatives - an examination of alignment, design and technical altemativesconsidered in the evolution of the Project.
• Section 6.0 - Environmental Management and Monitoring - specific environmental managementactivities to be incorporated in both the constructionand operational phases for each component of the Project are presented along with a Monitoring Plan specifying the type of monitoring proposed, the activities and/or conditions warranting environmental monitoring, responsibleagency or organization, estimated costs and related factors.
• Section 7.0 - Inter-Agency, Public and NGO Participation Consultations - a description of coordination activities in the preparation of the EA, including coordination with government agencies, actions undertaken to obtain the views of local non-governmentorganizations (NGOs) and affected groups, and records of meetings and other activities, communications and comments.
The EIA is supplementedby a separatelybound Resettlement Action Plan (RAP).
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END NOTES
The World Bank, EnvironmentalAssessment Sourcebook Update: SectoralEnvironmental Assessment,October 1993, page 1.
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2.0 PROJECT DESCRIPTION -~~~~~ ~- 2.0 PROJECT DESCRIPTION
2.1 DESCRIPTIONOF THE RSHP
There are approximately 10,000 kilometers of State Highways in Rajasthan. Most are paved single- to intermediate-lanewidth roads with widely varying traffic loads, including a significant amount of through traffic between Delhi and agricultural areas to the north and from Gujarat in the south. Tourism,by domestic visitors and internationaltravelers, also generatessubstantial demand for travel capacity. In view of the current and increasing levels of traffic and the unsafe conditions presented by the narrow carriageways, the State Highways are in need of widening to provide two full lanes and additional up-grading improvements. In light of these needs, the Rajasthan State Highway Project (RSHP) has been devised to:
• Alleviate unsafe conditions related to inadequate road widths;
* Reduce transport costs and transport constraints on economic activity;
* Improvethe institutional capacity of the Governmentof Rajasthan in the sector;
* Improvethe riding quality and capacity of selected segments of the State's core road network;
* Reduce the backlog of periodic maintenance;
* Improveorganizational structure of the State's Public Works Department (PWD); and
* Establish effective systems and procedures for planning, budgeting, procurement, contract administrationmonitoring, financial managementand stakeholderconsultation.
2.2 CONSTRUCTION ACTIVITIES
Construction activities to upgrade and rehabilitate the priority roads, to be undertaken in concert with the institutional strengthening components of the Project, will:
* Raise the foundation levels of roads;
* Widen existing single-and intermediate-laneroad to two full lanes;
* Strengthenpavement;
* Upgrade in urban areas with provisions for drains, sidewalks and parking; and
* New alignmentsand/or re-alignments in some instances.
Except for certain short realignments, the proposed construction activities will be restricted to the
Louiis Berger International, Inc., BCEOM, CES and ECI Page 2- 1 RajasthanState Highway Project EIA- Kota Corridor- August 1998 existing ROWs and consist of widening of pavement and berms; replacementlimprovement of culverts drainage ways and bridges; upgrading of drainageways;improvements to road geometrics to meet design speeds and specifications; urban improvements; upgrading of the road management system, including preparation of three-year and routine maintenance programs; preparation and implementation of an institutional development strategy; procurement of equipment; and technical assistance and training; and supervision of civil works. A total of 1,505 kilometers will be widened and rehabilitated to an improved two lane-cross section with paved shoulders and berms. These activities will ultimately result in upgrading of the highways and improvements in transport capabilities, surface drainage, and highway speeds.
The proposed construction activities will raise carrying capacity to accommodate projected traffic forecasts and will be carried out in accordance with current Indian and international standards for highway engineering design. These standards are proposed in design and installation of drainage, roadbed and surfacing, and widening and stabilization of berms. Potential adverse impacts and benefits of these activities, and of reasonable alternatives, on the physical, socio-economic, and ecological environmentare addressed in detail in the sections that follow.
2.3 IDENTIFICATION OF PRIORITY CORRIDORS
Two studies were undertaken to identify priority corridors for actions.
• The Strategic Options Study. Local consultants, working on behalf of the Government of Rajasthan (GOR), Public Works Department (PWD) undertook a Strategic Options Study (SOS) completed in 1994. The SOS identified approximately2,500 kilometers of State Highways and Major District Roads where reduced carriageway width and/orpavement deteriorationresulted in capacity constraints. The SOS also included data on road inventories, traffic counts and analysis for the classification of road sections and links covering over 21,000 kilometers of National, State and Major District Roads.
• The Feasibility Study. A Feasibility Study for the RSHP was undertaken to evaluate the 2,500 kilometers identified as warranting attention by the SOS, identify corridors for priority, and form the basis of detailed engineering requirements. The Feasibility Study identified approximately 1,505 kilometers of highway to be addressed in phases (Exhibit 2-1) as follows:
- Phase 1: 404 kilometers, including the alignmentcorridor addressedby this ELA; - Phase 1A: 371 kilometers of roadway; and - Phase 2: 730 kilometers (Exhibit 2-2).
2.4 ACTIONS IN THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR
The Kota-Bijolia-ChittorgarhCorridor extends from the western side of the Chambal River Bridge at Kota south to Bijolia and then on to Chittorgarh, a distance of 176 kilometers Exhibit 2-3. Improvements in the Corridor will include four bypasses as follows: * Deogarh - a 0.4-kilometer bypass through an agricultural area to improve the alignment. * Govindpura - a 0.8-kilometer bypass through an agricultural area to improve the alignment. * Tejpur - a 1.1-kilometerbypass through an agricultural area to improve the alignment. And * Balderukha - a 0.7-kilometer bypass through an agricultural area to improve the alignment.
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RAJASTHAN ROD MAP
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EXHIBIT 2-2 DETAILS OF PHASE 1, IA AND PHASE 2 ROADS
Phase Principal Communitieson State Highway and Length (Alignment Alignment Major District Road (km) Number) Designations Phase_1I (Alignment 1) Jaipur - Kuchaman - Nagaur SH2A 228 (Alignment 3) Kota - Bijolia - Chittorgarh MDR 41, SH9 176 Sub total 404 Phase la . (Alignment 4) Rajgarh - Sikandra SH25 38 (Alignment 5) Kota - Indergarh SH33 72 (Alignment2) Kota - Anta - Baran SH17 72 (Alignment 9) Ratangarh - Pallu - Hanumangarh SH7 189 Subtotal 371 Phase 2 _ ___ (Aligmnent 3) Chittorgarh - Nimbahera (4 Lanes) SH4 33 (Alignment4) Dausa - Sawai Madhopur SH29 96 (Alignmnent4) Sawai Madhopur - Indergarh SH30, SH29 39 (Alignment6) Sirohi - Mandar - Dousa SH27 71 (Alignment 7) Nagaur - Mertacity - Ajmer SH39, SH21, SH18 158 (Alignment 2) Baran - Shahbad SH17 80 (Alignment 8) Nagaur - Bikaner SH3 110 (Alignment I1) Ratangarh - Talchaper - Nokha SH7, SH20 143 ______Subtotal 730 ___11 __I__._.___ Total 1505
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3.0 BASELINE DATAI 3.0 BASELINE DATA
This section of the Environmental Impact Assessment (ETA) provides a description of the environmental baseline conditions within the Kota-Bijolia-ChittorgarhCorridor as defined for the purposes of the Rajasthan State HighwayProject (RSHP). Several points should be noted:
U Definition of the Potentially Affected Area. The Ministry of Environment and Forest (MOEF) suggests the adoption of ten kilometers on both sides of road centerlines as the assessment study area for highway projects. The EIA, therefore, addresses this minimum 20-kilometer corridor for the purposes of the Project. At the same time, however, it is recognized that the exact limits of the "potentially affected area" may require expansion in accordance with the circumstances of the particular characteristic under discussion. Increased storm water run-off from the proposed roadways, for example, will have an impact on the conditions within the rights-of-way (ROWs) and the water courses they cross, but may also impact hydrological conditions down stream to a degree that can only be deternined by circumstances. The increased runoff due to the highway development and the additional development which it attracts (referred to as an "induced impact") may, therefore, warrant investigations in a considerablylarger area than the immediate ROWs.
- Organization. In order to set the stage for the environmentalanalysis, the statement of existing conditions is organized in accordance with the stipulations of the Environmental Impact Assessment Act of 1994, as amended on 4 May 1994, Schedule III. Additional information required pursuant to World Bank guidelines is organized pursuant to World Bank Operational Directive 4.01 and the recommendationsWorld Bank Technical Paper Number 376: Roads and the Environment:A Handbook as an organizational device. The topics and the manner in which they are presented are structured to facilitate the discussionsof potential impacts and mitigation related to them in Section4.0.
* Methodology. Existing baseline conditions were determined by teams consisting of environmental specialists, social impact specialists, regional experts, surveyors and engineers conducted field surveys of alignments to identify critical environmental concerns and road upgrading needs. Reconnaissancesurveys were conductedof the entire Corridor by automotive "windshield" surveys and in many areas by foot. Topographic surveys were conducted of the entire Corridor for purposes of design engineering. Relevant maps, regional experts and published data sources were also consulted to identify potential concerns. Numerous village level consultationswere held along the alignment. The following topics and potentially required actions were considered on a qualitativebasis.
As discussed in the foregoing Project Description, Section 2.0, the Corridor extends from the western side of the Chambal River Bridge at Kota south to Bijolia and then on to Chittorgarh, a distance of 176 kilometers.
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3.1 TOPOGRAPHIC, GEOLOGICAL & SOIL CHARACTERISTICS
3.1.1 Topography
The Kota-Bijolia-ChittorgarhCorridor is mostly level and lies on a gently rolling plateau west of the Chambal River. Elevations range from 300 meters above mean sea level (msl) near Kota to a maximum of 550 meters above msl along the middle of the Corridor and decrease to 400 meters above msl as the Corridor nears Chittorgarh. The most imposing of topographic feature occurs at Chittorgarh,where the remains of Rajasthan's largest hilltop fortress are located.
3.1.2 Geological & Seismic Characteristics
Geological data is of interest within environmental investigations for a number of reasons. An understandingof the underlying geology facilitates assessment of:
- Seismicity characteristics and footing/foundationrequirements.
- Groundwatercharacteristics (including potential impacts to aquifersand potable water sources);
- The likelihood of archaeologicalresources; and
- Quarries and mineral resources within the potentially affected area as required by MOEF guidelines.
The geological and seismic circumstances of the Kota-Bijolia-ChittorgarhCorridor are as follows.
Seismicity. The Kota-Bijolia-ChittorgarhCorridor is within Seismic Zone I as defined by the Indian Standard (IS) 1893-1984 Seismic Zoning Classification System, i.e., the most stable classification. The basic horizontal seismic coefficient (cc.) for this zone is 0.01 measured on a scale from I-V in which Zone I is the most stable and Zone V with xO0.08 is consideredto be the least stable.
Geology. Extensive sandstone quarrying operations border long stretches of the Corridor between Kota and Bijolia. These operations are the principal source of livelihood for a substantial portion of the residents. Kota stone is famous for its quality and is the basis for a significant industry with outlets in Kota and Bundi sending building material and decorative items to many points. Zinc, lead and copper are. also found in the region and a large lead/zinc smelting operation is located near Chittorgarh. Cement and fertilizer-manufacturing units, which rely on the region's supplies of limestone and phosphate, can be found at both Chittorgarh and Kota.
More than 15 kilometers of the Corridor between Kota and Bijolia pass through areas of active and abandoned sandstone quarries. Along this stretch of the alignment, the ROW and adjacent areas are dominated by large piles of rock overburden abandoned by the mining companies. Most residents along this portion of the route are dependent upon the rock quarriesfor their livelihood.
3.1.3 Soils
Shallow stony soils cover most of the plateau traversed by the Kota-Bijolia-Chittorgarh Corridor. These soils are difficult to cultivate and are subject to moderate erosion. Nearer Chittorgarh soils are deeper, more productive and easier to cultivate. In the southern portion of the Corridor, between
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Bijolia and Chittorgarh, greater soil depths occur due to the accumulation of alluvium at lower elevationsand permit more extensiveland cultivation.
3.2 WATER RESOURCES
3.2.1 Surface Hydrology
The Chambal River flows through Kota and is the only large perennial river in Rajasthan. The Chambal has been dammed and diverted at several points for use as cooling water at electrical generating plants, for industrial use, and in irrigation canal systems. Water availability is a major factor limiting agricultural growth throughout the State. Irrigation is used whenever possible (Exhibit 3-1). Dams and diversions on the Chambal River in the southeastern portion of Rajasthan are used to irrigate approximately 16 lakh acres in Rajasthan and Madhya Pradesh. Although these canals and numerous smaller diversions contribute significantlyto the enhanced productivity of this semiarid region, wells supply two-thirds of the land under irrigation (GOR 1995). Only a small section of the land along the alignmentnear Kota is irrigated.
EXHIBIT 3-1 INTENSITY OF IRRIGATION BY DISTRICTS KOTA-BIJOLIA-CHITTORGARH CORRIDOR
Gross Irrigated Area as a Percentageof Gross Cropped Area Districts (in hectares) ______Well Tank L Canal Kota 8.7 0.91 23.7 Bundi 11.87 0.47 38.2 Bhilwara 30.4 6.7 8.3 Chittorgarh 27.7 3.5 0.62 State 13.4 0.7 8.48 Source:Gurjar 1990.
Surface water quality is generally much better in the upstream segment of the Chambal River which falls within the 20-kilometer study area than it is further downstream after industrial effluents and sewage discharges from Kota enter the river. Other perennial streams are lacking and permanent water bodies are the result of dams which hold a reservoir of water throughoutthe dry season, except in the case of prolonged droughts.
Reservoirs,Lakes and Ponds. Reservoirs located in the Corridor include Jawahar Sagar, Bassi, and Orai Lakes. Water quality of Bassi and Orai Lakes are judged to be good due to its location inside the sanctuary and the catchment area mostly covered by forests. Intermittent streams which feed into these reservoirs generally carry high sediment loads due to the degradedcondition of the vegetation, high level of surface disturbance, and intensity of the infrequent storms. In all the active mining areas, as a result of mining operations a number of water bodies are being created. Some of these water bodies are larger in aerial extent but shallower in depth because of very high sedimentationas a result of active mining operations. Other than these ponds no other water bodies are noticed within the 1 km corridor of impact.
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3.2.2 Wetlands
Areas along the Corridor are well drained and no wetlands are present. The closest natural wetlands are the margins of the Chambal River approximately two to four kilometers east of the existing ROW in Kota District. A large mamnade ash settling pond for the fossil-fueled power plant at Kota lies just east of the alignment. The border of this pond has a dense growth of rushes and reeds and is attractivehabitat for some aquatic species of birds.
3.2.3 Subsurface Hydrology
Groundwaterresources are severely li'mited in their quality (Exhibit 3-2). Groundwater resources are generally insufficient in the area to support significant irrigated agriculture and are moderately saline (35-45 Mgf1).
3.3 BIOLOGICAL CHARACTERISTICS
3.3.1 Plant Species
EndangeredPlant Species. Grazing and agricultural developmenthave had significant impacts on natural plant communities and some 30 species of plants are now consideredrare and endangered in the State (Exhibit 3-3). None of these species was recorded during the surveys and due to the highly overgrazed status of the ROW. None are expected to occur.
EXHIBIT 3-2 GROUNDWATER POTENTIAL AND UTILIZATION BY DISTRICTS
Districts Net Recoverable Net Ground Availablefor Percentage of Recharge Water Draft Further Ground Water (MCM) (MCM) Development Development (MCM) Kota/Baran 1812.89 113.97 45.98 71.25 Bundi 202.48 79.46 123.02 39.24 Bhilwara 616.92 316.22 300.70 51.26 Chittorgarh 1179.04 288.16 890.88 24.44 Source: Gurjar 1990.
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EXHIBIT 3-3 RARE AND ENDANGERED PLANTS OF RAJASTHAN
Latin Name Local Name Habit Ammnanniadesertorum Blatt. & Hallb. Moto-jalbhangro Under shrub tree Anogessus sericea Brandis var nurnrularia King ex Indok Tree Duthie ( = A. rotundifolia Blatt. & Hallb.) Anticharis gladulosa Asch, var cacrulea Blatt. & ---- Herb Hallb. ex Sant Bouchea marrubifolia Schauer Bai Herb ( - Pleurostigma subrotuntdum Hoechst.nom nud) Commiphora wightii (Amott) Bhandari ( C. mukal Gugul Shurb aceae dendroid Engl. and = Balsamodendron mukul Hook. Ex Stock) form Convolvulus scindices Stock Kaland Herb Crypsis schoenoides Lamk. Herb ( grass) Dignathia hirtealla Stapf. Herb (grass) Dipterygium glaucum Decne Under shrub Ephedra ciliata Flan & Mey ex. C. A. May Suo-phogaro Climbing shrub ( - e. foliata Boisas.) Eriolaena hookeriana W & A. Bhoti dhaman Tree Euphorbia jodhpurensis Blatt. & Hallb. Dudheli Herb Farsetia macrantha Blatt. & Hallb. Motio-Hiran chabbo Under shrub Grewia damine Gaertan ( = G. salvifolia Weyne ex Phalsa Shrub Roth non Linn. f.) Monsonia heliotropoides Boiss Herb Malhania denhamii R. Br. _ Herb M. magnifolia Blatt. & Hallb. Shrub Morina concanensis Niunmo Sarguro Tree Nannae pulla Lamik. ex D.C. Herb Pulicarua rajputanae Blatt. & Hallb. Dhola ligru Herb Rhynchelytrum vilosum ( Par) chiov. Herb ( grass) Rose lyellii Lindi. Shrub Seetzenia orietalis Decne Dhakri Herb Talinum portulacifolium Aschers ex Schweinf Shrub T. averniera cuneifolia Arn. Under shrub Tecomrnela undulata ( Sm) seem Rohida Tree Tribulus rajasthanensis Bhandari et Sharma Gokhru Herb Tripogon jacquemontii Stapf Herb ( grass) T. roxburghuanus Bhide Herb (grass) Withania coagulans Dunal Paneer bandh Under shrub
Principal Vegetation Communities. As is the case in most parts of India, Rajasthan's ecological resources have endured a long history of use by man and his livestock. Vegetation of the region is generally dominated by species tolerant of low water availability, heavy grazing and high seasonal temperatures. The Chambal River has been traditionally been a destination for migrant livestock herders from western Rajasthan during times of drought. Centuries of intensive overgrazing have occurred throughout the region.
Water availability, grazing pressure, clearing for agriculture, and other uses have restricted the occurrence of forest. Remaining forest areas are generally degraded thorny remnants of the original forest tvnes. The remaining forest areas within the Corridor are principally dhok (Anogeissus pendula), usually in a degraded forn caused by repeated browsing, grazing and cutting of foliage Ior
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fodder. Acr:ia senegal and khair (Acacia catechu) are common associates. Anogeissus pendula is supplanted by dhaura (Anogeissus latifolia) in higher elevations, particularly in Bundi and Bhilwara District. Anogeissus dominated forests are the most common association in Rajasthan, occupying about 60 percent of the total forest area (Chouhan 1996). Degraded forests, frequently termed wastelands, serve as common pasturage for local and nomadic livestock herds and fuel sources for local villages. ROWs of all roads are subject to overgrazing and adjacent forest preserves, although technicallyprotected, fare little better.
3.3.2 Wildlife Species
Endangered Wildlife Species. It is reported that 418 species of birds, 77 species of mammals, 57 species of reptiles and eight species of amphibians occur in Rajasthan. Forty five species of birds, 16 mammals, and eight reptiles are considered endangered in Rajasthan (Exhibit 3-4). Several of these species have been reported in the sanctuaries near the road alignment (Bissa 1996, Ziddi 1998, GOR Department of Forestry 1997 personal communication), and a few may be locally common. Others (e.g. desert cat) within the 20-kilometer study area, but not in proximity to the ROW or potential disturbance area. The Corridor passes adjacent to the Jawahar Sagar and Bassi Sanctuaries in Kota and Chittorgarh, respectively. The alignment also abuts Menal closed area on the Chittorgarh and Bhilwara border. Although these areas are known to support populations of several species considered endangered in Rajasthan, the habitats adjacent to the alignment are highly degraded and their usage by rare species is expected to be low. Although principally noted for its breeding crocodile and gavial populations, JawaharSagar Sanctuary also has dhok (Anogeissuspendula) forest areas reportedly supporting leopard, sloth bear, black buck, caracal, wild wolf, jackal, hyena, sambar, nilgai and fox. The Bassi Wildlife Sanctuary covers some 13,800 hectares on the watersheds of the Orai and Brahmini Rivers and includes the Orai and Bassi Dams. Fauna reported present include gavial, leopards, chinkara, nilgai. wild boar, cheetal, jackal, four homed antelope, wild cat and hyena.
Principal Wildlife Species. Species observed on field reconnaissance of the Corridor are shown in Exhibit 3-5. All species recorded from the ROW are common, widely distributed species, found in both rural and suburban areas. They are highly tolerant of disturbance and frequently live in close proximity to humans.
3.4 LAND USE
3.4.1 Regional Land Use
Areas adjacent to the Kota-Bijolia-ChittorgarhCorridor are predominantly rural. Only very small areas near Kota are irrigated agriculture due to the general scarcity of water and tillable soil. More than 15 kilometers of the Corridor between Kota and Bijolia pass through areas of active and abandoned sandstone quarries. Along this stretch of the alignment, the ROW and adjacent areas are dominated by large piles of rock overburden abandoned by the mining companies. Most residents along this portion of the route are dependentupon the rock quarries for their livelihood.
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EXHIBIT 34 WILDLIFE RECORDED ALONG KOTA-BIJOLIA-CHITTORGARH CORRIDOR
Mammals Five-lined Squirrel Common Langur Monkey Rhesus Monkey Birds Large Egret Cattle Egret Pond Heron Median Egret Pariah Kite Little Egret Imperial Eagle Indian Shikra Egyptian Vulture Indian White-backedVulture Gray Partridge Indian Peafowl Sarus Crane White- breasted Waterhen Brown Crake Black-wingedStilt Watercock Turtle Dove Red-wattled Lapwing Red Turtle Dove Blue Rock Dove Little Brown Dove Ring Dove CornmonHawk Cuckoo Spotted Dove Blue-checkedBee-eater Rose-ringed Parakeet Indian Roller Indian Koel Black-belliedFinch Lark Indian House Swift Wire-tailedSwallow White breasted Kingfisher Indian Grey Shrike Small Green Bee-eater Rufous-backedShrike Hoopoe Golden Oriole Dusky Crag Martin Black Drongo Indian Baybacked Shrike Pied Myna Brown Shrike CoConun____ on Myna Brahiiiiny Myna House Crow M5ammals Bank Myna CommonWood Shrike Jungle Crow Red-ventedBulbul White-checked Bulbul Large Grey Babbler Common Babbler Indian Streaked Wren Warbler Jungle Babbler Plain Wren Warbler Ashy Wren Warbler Indian Magpie Robin Tailor Bird Pied Bush Chat Collared Bush Chat Indian Robin White-tailed Bushchat House Sparrow Brown Rock Chat Red Munia Purple Sunbird White Throated Munia Yellow-throated Sparrow Baya Weaver Bird
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EXHIBIT 3-5 ENDANGERED WILDLIFE SPECIES OF RAJASTHAN
Species Habitat Requirements Livelihood of Impact Occurrence * Potential Mammals . Tiger Forest or dense grassland U L Leopard Forest, scrub, plains U L Caracal Scrub jungle L L Desert Cat Desert scrub L L Fishing Cat Forest near streams U L Leopard Cat Forest, scrub, plains U L Indian Wolf Forest, scrub U L Sloth Bear Rocky forests U L Pangolin Plains L L Ratel Forest, scrub, plains L L Flying Squirrel Forests U L Mouse Deer Forests U L Black Buck Plains, open scrub M( 11) L Chinkara Scrub, plains R(l0, 11) L Four-homedAntelope Light forest L L Gangetic Dolphin River U L Reptiles Agra Monitor Lizard Arid, sandy country R(l) M Barred Monitor Lizard Plains M M Water Lizard Wetlands, trees R(2) L Crocodile River, lake, marsh H L Gavial Rivers H L Python L L Ganges Soft-shelled River M M Turtle Indian Flapshelled Ponds M L Turtle Starred Tortoise Sandyscrubland M L Birds Indian Peafowl Forest, scrub, cultivation R(ALL) L Arvalli Red Spurfowl Deciduous, scrub, ravines, ruins L L Great IndianBustard Grassland, scrub, cultivation __L_L Lesser florican Grassland, scrub, cultivation L L Houbara Bustard Sandy semi-desert L_L Siberian White Crane Marsh U L White Stork Marsh, cultivation U L Spoonbill Marsh, Lake U L Osprey River, Lake U L PeregrineFalcon Wetlands, cliffs U L Laggar Falcon Dry open country L L Red-headedMerlin Open country L L Black-wingedKite Open forest, Grassland, scrub R(1,2,4,8,9,10) L Crested Honey Buzzard Open forest, cultivation M L Pariah Kite Urban, cultivation, marsh R(ALL) L BrahminyKite Urban, shores L L Goshawk Forest U L Central Asian Shikra Forest, scrub, cultivation M L indian Shikra Forest,scrub, eultivaticn R(9) L
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Species Habitat Requirements Livelihood of Impact Occurrence * Potential Besra Sparrowhawk Forest L L Long-leggedBuzzard Cultivation, scrub, open forest M L Asiatic Sparrow hawk Forest L L Desert Buzzard Open areas M L White-eyedBuzzard Cultivation,scrub, grassland M L Eagle _ Crested Hawk-eagle Dry forest, near cultivation M L Bonelli's Hawk Eagle Open forest L L Booted Hawk Eagle Open forest, scrub L L Tawny Eagle Dry scrub, cultivation L L Imperial Eagle Open country R(10) L Great Spotted Eagle Shorelines U L Steppe Eagle Dry scrub, cultivation L L Lesser Spotted Eagle Woodlands, scrub, cultivation L L Palla's Fishing Eagle Lake, river U L White-tailed Eagle Lake, river U L King Vulture Open forest, scrub, cultivation M L Indian long-billed Open country H L Vulture Indianwhite-backed Open forest, marsh, cultivation R(ALL) L Vulture White Scavenger Dry open country R(ALL) L Vulture Pale Harrier Open country, marsh, scrub L L Marsh Harrier Wetlands R(4) L Hen Harrier Open plains, cultivation, L L foothills Short-toed Eagle Open country LL Montagu'sHarrier Marsh, cultivation,grassland L L Crested Serpent Eagle Open forest, scrub, cultivation L L Osprey River, lake U L Source: GOR1996 Notes: # = Alignmentwhere recorded. See Section2.0 for identificationby AlignmentNumber. L= Low Potential M= Moderate Potential H= High Potential R= Recorded U= Unlikely
3.4.2 Parks, Sanctuaries, and Closed Areas
Forestland. Forest lands and natural areas in India are subject to varying levels of protection depending upon their designation. Breakdown of this forest by districts crossed by the Corridor is presented in Exhibit 3-6.
None of these forest classifications provide full protection. Concessions for grazing, fuel wood collection, resin extraction, and lopping for fodder and many other activities are often permitted, particularly for the protected and unclassified areas (Mascot 1993). Combinations of the three classes of forest lands may constitute national parks, wildlife sanctuaries, game reserves or other
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Closed areas. The State of Rajasthan has administrative responsibility for preparation of forest use plans for village forests which may include village wastelands and village pasture lands. The State has no power of enforcement (Marcot 1993), however, and many of these areas are overgrazed and in serious need of reforestation. Management plans, even for State-Ownedareas, are often nonexistent.
EXHIBIT3-6 FORESTAREA BY DISTRICT KOTA-BIJOLIA-CEITTORGARHCORRIDOR
Forest Area by Classification I District Reserved Protected Unclassified Total % of ______~District Kota 434 874 83 1391 25.3 Bundi 800 647 34 1482 26.7 Bhilwara 433 292 8 733 7.0 Chittorgarh 1543 1088 1 2632 24.2 Total 3210 2901 126 6238 NA Source.Mascot 1993 Note: Units in hectares
Designated forest areas along the Kota-Bijolia-ChittorgarhCorridor are shown in Exhibit 3-7 through 3-13. Forest areas lie adjacent to the roadway at distances varying from zero to ten kilometers.These forests are highly degraded due to grazing, lopping, and other human activities and generally assume a bush-like appearance. Protective boundary walls are often lacking and camels, goats and cattle were commonly seen grazing in accessible areas. Over 100 hectares of forest area occur within ten kilometers of either side of the ROW. Forest areas farthest from the ROW, particularly those in ravines nearest the Chambal River and its tributaries are in better condition. Species diversity is greater in these areas, and evergreen species, e.g., mango (Mangifera indica), Jamun (Syzizium gumini), gular (Ficus glomerata), and churel (Hloloptiliaintergrifolia) can be found, especially if there is water available.
The wildlife sanctuaries, protected forest and a wildlife closed areas occupy approximately32 square kilometers of the Corridor. Although officially closed to unregulated grazing, these areas appeared to be extensively used by livestock belonging to local residents and migrant herdsmen. The region has been traditionally been a destination for the migrant livestock herders from westem Rajasthan, the Rebari or Raika, during times of drought. Existing fencing, when present, appeared inadequate to deter users determined to graze the livestock on public land. Consequently, the "forest" is often highly aegraded due to grazing, lopping, and other human activities and generally assumed a bush- like appearance. Protective boundary walls are often lacking and camels, goats and cattle were commonly seen grazing in accessible areas.
Jawahar Sagar Wildlife Sanctuary is a 315-square kilometer sanctuary on the Chambal River surrounding the Jawahar Sagar Dam about 17 kilometers south of Kota (See Exhibit 3-11). Although this sanctuary and the National Chambal Gavial Sanctuary are principally noted for their breeding crocodile and gavial populations, Jawahar Sagar Wildlife Sanctuary also has dhok (Anogeissus pendula) forest areas reportedly supportingleopard, sloth bear, black buck, caracal, wild wolf, jackal, hyena, sambar, nilgai and fox. Forest segments near the alignment are degraded by over grazing and other forms of disturbance while more remote areas closer to the Chambal River are in better condition.
The Kota-Bijolia-Chittorgarh Corridor passes adjacent to the Jawahar Sagar and Bassi Wildlife
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Sanctuaries in Bundi and Chittorgarh, (See Exhibit 3-11 and 3-13) respectively. Both these sanctuaries and the National Chambal Gavial Sanctuary are featured as "lesser known destinations" in the recent "Guide to the Wildlife Parks of Rajasthan" (Ziddi 1998). The National Chambal Gavial Sanctuary is located east of the alignmentalong the ChambalRiver between Jawahar Sagar Dam and the confluence of the Chambal with the Jamuna River some 400 kilometers downstream. The alignment also abuts Menal Closed area on the Chittorgarh and Bhilwara border (See Exhibit 3-12). Chittorgarh Fort near Chittorgarh is designated as a bird sanctuaryand is, as well, a popular historical site.
Visitors are encouraged to visit this sanctuary by jeep from Kota from September to June and to make observations by boating on the lake (Ziddi 1998).
The Bassi Wildlife Sanctuary covers some 13,800 hectares on the watersheds of the Orai and Brahmini Rivers and includes the Orai and Bassi Dams (See Exhibit 3-13). Fauna reported present include gavial, leopards, chinkara, nilgai, wild boar, cheetal, jackal, four homed antelope, wild cat and hyena. Dhok trees are the principal forest species. Visitors are encouragedto visit this sanctuary from Chittorgarh, Udaipur and Ajmer from July to February (Ziddi 1998). Menal Closed Area covers some 20 square kilometers and borders the alignment for some 9.5 kilometers.
All of these wildlife areas suffer from overgrazing, lopping , and other forms of disturbance and would benefit if greater attention could be shown to their management. At present they are considered difficult to reach by the average tourist and offer little in the way of amenities for visitors.
3.5 ECONOMIC INTERNAL RATE OF RETURN (EIRR)
The Kota-Bijolia-Chittorgarh Corridor connects Kota, the State's primary industrial area, with Chittorgarh. The highway improvements will significantly improve the flow of goods and services and will facilitate travel.
The economic intemal rate of return (EIRR) for the alignment from Kota to Bijolia was 35.5 % and from Bijolia to Chittorgarh it was 26.2 % (refer feasibility report).
3.6 CLIMATE & AIR QUALITY
Climate. Climate is considered within the context of EIAs because certain factors such as temperature inversions and winds are major determinants of air quality. A survey of the readily available climatic data indicates that the Rajasthan hot season extends from March through June with peak temperatures in May when the normal maximum daily temperaturemay reach 45 'C. January is the coldest month with normal minimum temperatures ranging from 10°C to 15 OC(Bhalla 1997, Ziddi 1998). Although the region is considered humid, rainfall may be sparse and highly variable. The monsoon season extends from mid-June to September with total annual rainfall ranging from 40 to 85 centimeters. Prevailing winds are from the west and northwest in the region. Dust storms are common, especially in May and June, and ironically, may trigger local rainfall events by cooling air temperatures (Singh 1995).
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N LEGEND DISTRICTBOUNDARY WATERBODIES AND RTVERS SCALE f PROJECTROAD 0 . S.l K, 4.46 0 4.46 S.91XAf _FORESTFOETAE AREA (SOURCE: SRACJODHPUR) CULTIVATEDAREA WASTE/BARREN/MIXEDJUNGLE LAND , OTHERROADS URBANAREA
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E-XHIBIT3-7 LAND USE MAP -KOTA DISTRICT
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LEGEND N DISTRICTBOUNDARY WATERBODIES .AND RIVERS ,,' PROJECTROAD
FOREST AREA SCAL
CULTIVATEDAREA ______WASTE/BARREN/MIXEDJUNGLE LAND s.5 0 s.5 i 1.0KM OTHERROADS (SOURCE:SRAC JODHPUR)
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FYfT-JTRT 3-8 LAND USE MAP - BUNDI DISTRICT
Loais Bei-ger lrnariana?. /Ic. SCEQAI, CES and ECI Page 3-13 EXJJIBIT 3-9 LAND USE MAP - BHILWARA DISTRICT Legend
-. __ ~_Road * ~~~~~jwnuaRailway line O~'Ka oliyaJanpr Lekan an,yaQ -Devafiyi ~~ AkaK arhl Project Road
C yfs 1'6 Y LRUpura 0 DistrictBoundary
S .~ Nghara jogpura 0-* I < Lakes/Ponds (Water Bodies) Lasar,ya , .. n River/Streams, 7sew s k~~~~rJkherao~~Dhlmnly'n ,|Wyau Ci a 01 tar1 2 j Waste Land/Barren Area i 98 i -DNi *anJr - > UrbanArea
N1Q p 'tNForest ~~~ o0> ~~~~~~~~Cultivated Ar-eaArea S - ola GaKhjn;' GvB,,td Barla wa ia r) _l X O *. cWlnDOlpura-
#-~~~~utepa~~~~~~~N*~~~' Saran ~ ~ ~ ~ ,pld
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lli~~~~~u ',Sarana!;0 R Rampur~ ~~~~~Inrapra medur
Scale . o 0 o~~~~~~~~~~~~~~~fal ~~~WaS0 -- / ~~~~~~~~ Jojula~~/arfly~~~~~~~~~ (l~~~~~Sur~~~~~2' %ei;j}0 "S ______a ( o r e:5 1 DISTRICT EXHIBIT3-10 LAND USE MAP - CHITTORGARH R_ ejr toliv 6, s5dfis chon Napi Lir tj )Wa a 7dpni Ohintolf; .'Akortya Na 11 na kfa d_piya Oil m Jawiffsl a 11"-' : ___? ka );Akoff)',a Devr. il los Itio Kuwiliya, #- t) O vdjn _D,` 'rumbiiya0 In9w, rinipt)j" Oii ffya Miinsingh ka Ktiora e A P' A"O' ilj lost iGufa R i(rfyg, p,ya Wda Q Kgtun _?t -1-S Y rt l Ptpiiy )B9no -zlvvantnat 7ar:, Sfidepi rra .11'. wj 'o N(_;RA. "I"' ' 11 V Song, '25 .'Gu P,51anp 9qn)1jYa,c_4 Sopurs ,Negdiya . ;. Z. K'4teriya ? .N Chogiwari " Eta Jaynsgaf' Ri ilRayfa O"rulld"V ,Kash,-, pura b 70 N ohanOia f, lgha anfj ("I v ;-r(iCJN v)5na utvariiya I i-nvta I Anvalhera BE' AIOU ------.'-,, Anopapqre ngm )uriy4 rodlya;' NM. Hatiputof I <.? f Pu ech 'l wll ih'01
lon a dnvla ai yro w5hera., flan(l Scale ir Legend ura s 5' Road m Kast, 1) 017 Railway line Pi-oject Road (Source: SOI) District Boundary 412) Lakes/Ponds (Water Bodies) O River/Streams i.ochhl ri Waste Land/Barren Area T Area Soni Ui-ban Cultivated Area chi uthpurn a Wa Forest Area Rajasthan State Highway Project EIA-Kola Corridor - August 1998
N LEGEND
BOUNDARY WATER.BODIES FOREST AREA sc ,.' PROJECT ROAD ,_._,_ ,_ ._ ._ , O URBANIZED AREA 0 2 4 6KM _ RIVERISTREAMS (SOURCE FORESTDEPARTMhEN1) .. - WASTEJBARRENLAND AND SMALL SETTLEMENTS /' OTHER ROADS
,,T~~~O KOTA
...... J .. ..
,,...... ~~~~~~~~.:.. .{ ......
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EXHIBIT~~~~~~~~~~~~~~TLOCATION3-11. JAAA -SAA SACTR-
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EXHIBIT311 LOCATON - JAWHAR SAGA COANYTR RajasthanState Highway Project EM-KouaCorridor- Augitsz199S
Legend ~N (All legends used are same as that of SOI)
Di.~~ ~ ~ ~ ~ ~ bi
%\1 ~~~~~~~~~-' ' Soure:ft. oudres et - .: .~~~~~~~~~~MB Scale B
EXHIBIT 3-12 LOCATION - MENAL CLOSED AREA
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LEGEND N
PRESENT BOUNDARY WATERBODIES FORESTAREA SCALE PROJECT ROAD @ SMALLSCATTERED SETTLEMENTS o 2 3KM OPENSCRUBS/JUNGLES TOWNS- (SOURCEFOREST DEPARTMENT)
4*40"*-_ ARSOL BICHOR 8 /7 ~ll-_ftf%ROlECTIt,D,_*
, - '-'H t
# ~* >1*,-*
EXHIBIT 3-13 LOCATION - BASSI WILDLIFE SANCTUARY
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The highly variable rainfall pattem results in periodic severe widespread droughts and uncertain farming conditions, sometimes for years, followed by flooding and severe erosion of barren areas during periods of even slightly greater than normal rainfall due to devegetation and soil surface disruption caused by livestock. Serious soil erosion problems are common in areas of even moderate relief and temporary ponding of runoff occurs frequently in low areas. Areas along the alignment have exhibited water erosion during the monsoon.
Air Quality. Air quality throughout rural Rajasthan is generally good although dust storms may be severe and affect the western two-thirds of the State during the dry season. Around urban areas deteriorationof air quality may be caused by industrial emissions,suspended particulate matter, and traffic exhausts. In Jaipur, the permissible limits for suspended particulate matter are commonly exceeded and nitrous oxides levels are occasionally in exceedance(Surana and Bhargava 1997).
Permissible air quality pollution levels have been established by the Rajasthan State Pollution Control Board (RPCB) for four air pollutants as indicated by Exhibit 3-14. The four regulated pollutants and their impact/effecton human being are:
* Suspended Particulate Matter (SPM) -Human exposure to inhalable particulate matter effects the respiratory system and can increase risk of cancer and heart attack. Small particulates effect visibility by scattering visible light and when combined with water vapor can create haze and smog.
* Sulfur Dioxide (SO,) - Human exposure to SO, can result in irritation to the respiratory system which can cause both temporary and permanent damage. Sulfur dioxide exposure can cause leaf injury to plants and suppress plant growth and yield. Sulfur dioxide can also cause corrosive damage to many types of man made materials.
* Nitrogen Oxide (NO2 ) - Human exposure to NO2 can cause respiratory inflammation at high concentrations and respiratory irritation at lower concentrations. Nitric oxide is not usually considered a health hazard. Nitrogen oxides reduce visibility and contribute to haze. Exposure to NO, can cause serious damage to plant tissues and deterorate man-made materials, particularly metals.
* Carbon Monoxide (CO) - Human exposure to carbon monoxidecan cause serious health effects before exposure is detected by the human senses. The most serious health effect of CO results when inhaled CO enters the blood stream and prevents oxygenfrom combining with hemoglobin, impeding the distribution of oxygen throughout the blood stream. This process significantly reduces the ability for people to do manual tasks, such as walking.
Permissible pollution levels for the four regulated pollutant have been established for various land use categories as indicated by Exhibit 3.14.
EXHIBIT 3-14 PERMISSIBLE LEVELS OF AIR POLLUTANTS
Area Land Use Permissible Levels (ug/m3)* SPM SO, NOx CO Industrial and mixed use 500 120 120 500 Residential and rural 200 80 80 200 Sensitive 100 30 30 100 ug/m5`=microgram per cubic meter Source: Surana and Bhargava 1997
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The RPCB has initiated air monitoring to assess the four regulated ambient air quality pollutants at selected locations to document time-variable trends and to examine the relationship between air pollution and human health. Levels of SPM, SO2, No., and CO are monitored in Alwar, Jaipur, Jodhpur, Kota and Udaipur. Five air quality monitoring stations were established in Kota in 1985. The number was reduced to three in 1991. Two additional stations were established in Chittorgarh in 1995 for which no monitored data is available. The three continuing air quality monitoring in Kota are located at:
- The Anantpura RIICO Industrial Area; - Borkheda, a residential area.; and - The Veterinary Hospital a commercial cum residential area.
Monitoringdata is available for three stations for one year period from January to December 1995 for three of the four air pollutants for which standards have been established. (Exhibit 3-15 to 3-17) Although none of the three monitoring stations are within the immediate area of the proposed RSHP road improvements the available monitoring data indicates the followingfor the regulated pollutants.
EXHIBIT 3 - 15 AMBIENT AIR QUALITY STATISTICS LOCATION: ANANTPURA, KOTA
Month Sulphur Dioxide Nitrogen Dioxide Suspended Particulate .______M atter MIN. MEAN MAX MIN. MEAN MAX MIN. MEAN MAX January 6.1 74 8.5 65.8 81.0 99.2 198 375 558 February 5.9 6.5 7.8 50.1 74.4 93.7 216 368 532 March 6.6 8.8 11.3 73.1 91.2 126.1 295 429 568 April 6.3 7.6 9.8 61.2 79.3 101.2 256 352 439 May 5.5 10.6 22.7 51.8 61.0 71.6 300 412 577 June 4.5 6.2 10.5 28.4 40.4 56.5 207 311 525 July 9.0 9.0 9.0 40.1 40.1 40.1 147 345 543 August 5.5 5.7 5.8 47.6 58.3 68.9 76 121 220 September 4.8 5.8 7.3 41.2 60.4 82.2 62 171 250 October 6.1 8.3 11.7 26.0 57.3 105.1 112 344 529 November 5.9 6.5 7.0 48.9 56.0 63.0 323 366 408 December 71 7.1 71 47.9 47.9 47.9 435 435 435
Annual |74 _4.5 22.7 26.0 65.6 126.1 62 317 577l Note: Unit in microgram per cubic meter (ugln) Source: CPCB 1995
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EXHIBIT 3 -16 AMBIENT AIR QUALITY STATISTICS LOCATION: BORKHEDA, KOTA
Month Sulphur Dioxide Nitrogen Dioxide SuspendedParticulate Matter NUIN. MEAN MAX MIN. MEAN MAX MIN. MEAN MAX January 6.2 6.5 7.2 56.1 71.3 87.1 120 194 249 February 6.5 7.9 10.2 68.2 86.1 111.1 78 161 229 March 4.8 7.1 11.0 51.2 69.6 89.4 83 131 231 April 5.6 7.6 107.4 54.6 78.3 114.8 94 200 393 May 4.8 6.5 12.0 40.8 46.3 53.8 63 177 463 June 4.7 5.5 7.0 26.6 34.9 40.0 55 104 195 July 6.9 7.1 7.2 40.8 44.8 46.7 110 244 463 August 5.4 6.0 7.6 36.5 55.2 83.4 28 50 63 September N.A N.A N.A N.A N.A N.A 363 456 548 October N.A N.A N.A N.A N.A NA 117 252 386 November 6.1 8.8 11.4 31.1 41.6 52.0 156 325 544 December N.A N.A N.A N.A N.A N.A 514 514 514
Annual | 4.7 l 7.01 12.0-| 26.2 | 62.6 | 114.81 28 | 197 1 548 Note: Unit in microgram per cubic meter (ug/m3 ) Source: CPCB 1995
EXHIBIT3 -17 AMBIENT AIR QUALITY STATISTICS LOCATION: VETERINARY HOSPITAL, KOTA
Month Sulphur Dioxide Nitrogen Dioxide SuspendedParticulate Matter___ MIN. MEAN MAX MIN. MEAN MAX MIN. MEAN MAX January 5.2 7.3 8.7 56.9 73.0 80.9 98 170 283 February 5.6 7.0 8.5 55.5 81.1 99.6 89 163 234 March 5.0 5.6 6.7 54.3 57.7 61.9 78 165 275 April 4.7 7.6 9.9 56.0 70.9 84.7 141 187 253 May 6.0 8.0 10.7 53.8 63.6 76.5 91 198 290 June 4.6 6.1 8.2 30.4 45.6 67.7 148 276 617 July 7.0 8.6 10.1 48.8 50.3 51.8 322 548 773 August 5.0 5.9 6.8 50.6 80.6 103.7 43 79 103 September 6.0 6.4 7.3 52.4 61A 69.8 131 165 190 October 6.2 7.0 7.7 23.2 48.3 73.4 101 268 668 November 4.8 5.7 6.7 42.1 52.8 70.2 130 223 542
Annual 4.6 69 l 10.7 23.2 64.1 103.7 43 201 773 Note: Unit in microgram per cubic meter (ug/m3) Source: CPCB 1995
* SPM - The annual mean concentration of SPM is moderate in Anantpura Industrial Area (121- 435 11mg 3) Tn Rorkherlsreqiieintial area this is verv high (50-514).This is grouped as critical
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category (CPCB 1995). In the veterinary hospital area SPM level ranges from (190-773 ug/m3) classified as high.
3 * (SO2) - SO2 levels at the three Kota locations (0-40 ug/m ) are well within the industrial/mixed use standardindicated by Exhibit 3-7.
* (NO2) - NO2 levels shows the same trend of SPM levels. The annual mean concentration of NO2 is moderate in Anantpura Industrial Area (40.1 - 91.2 ug/m3). In Borkheda residential area the concentration 3 is very high (34.9 - 86.1 ug/m ). This is critical area with regards to NO 2 levels 3 (CPCB 1995). In the veterinary hospital area NO2 levels ranges from (45-6 - 81.1 ug/m ) classified as high.
Conclusions that can be drawn from the available data due to RSHP activities in the Kota-Bijolia- Chittorgarh Corridor are limited. Clearly, however, air pollution within the City of Kota is a significant problem. The area of potential impact due to the RSHP is located predominantly within the rural portions of the Corridor. Air quality within the rural areas are judged to be generally less polluted than the urban area and are considered well within the specified limits. This is mainly because of the presence of forests within the 20 kmn impact corridor and absence of any pollution sources other than the limited traffic in the area.
3.7 NOISE
Noise levels within the Kota-Bijolia-Chittorgarh Corridor are primarily attributable to vehicular traffic and are particularly high in congested areas due to frequent use of homs as a means of announcing one's presence and intentions.
Excessively high noise levels are a concern for "sensitive receptors", i.e., recipients of sound for whom exposures to excessive sound levels are detrimental - hospitals, for example. Sensitive receptors are usually identified in terms of specific land uses and activities and the concept is inherent in the establishment of most noise standards. Specific standards are usually specified for activities which occur outdoors, including recreational areas associated with residential developments, parks, outdoor auditoriums, and other uses for which excessive noise levels would be detrimental or for which the maintenance of low noise environments is particularly important (e.g., designated silent zones).
For India the noise level standards, as prescribed by the Central Pollution Control Board, are depicted in the Exhibit 3-18.
EXHIBIT 3-18 NATIONAL AMBIENT NOISE LEVEL STANDARDS
ARACUOIX ll'' I:'';i)YN D)tCIBLlS l)b (A) | D1AY I'lAlE NIt;l'l l'lME A RNVUSIRIAL7 (ICUMMERCiAL 5S L]~ ~~~~KSIDN(EIT M S1) 45)
Notes: Day time: is defined as 6 AM to 9 PM; night time is defined as 9'PM to 6 AM. Silence zone is defined as an area up to 100 meters around such premises as hospitals, educational institutions and courts. Silence zones are to be declared bv the comnetent authoritv Use ofvehicular homs, loud speakers and bursting of crackers is
Mixed category areas are declared as one of the four above mentioned categories for regulatory purposes by the competent authonty and corresponding standards shall apply.
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Presence of Sensitive Receptors. School and hospitals within the Kota-Bijolia-ChittorgarhCorridor are indicatedby Exhibit 3-19.
EXHIBIT 3-19 SENSITIVE NOISE RECEPTORS IN THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR
VILLAGE SCHOOL / HOSPITAL REMARKS Budhpura School on left Within 30 m Corridor of Impact Salawatia Two schools on left Within 30 m Corridor of Impact Amartia School on left Within 30 m Corridor of Impact Aaroli School on left Within 30 m Corridor of Impact Bihore Primary Health Center & Within 30 m Corridor of Impact School on right Parsoli School on left Within 30 m Corridor of Impact Hospitalon left Palka School on left Within 30 m Corridor of Impact Bassi School on right Within 30 m Corridor of Impact Hospital on left
3.8 SOCIO-ECONOMIC CHARACTERISTICS
Assessments of socio-economic conditions and potential impacts are an integral part of the EIA. Guidance, particularly relative to road projects, is provided by a number publications, including World Bank Technical Paper Number 376, Roads and the Environmnent:A Handbook. The organizationalstructure suggested by these guidelines has been adapted in conjunction with the other requirementsof the World Bank for the purposes of this portion of the EIA.
3.8.1 Communities and Their Economic Activities
In order to accommodatethe 20 km impact corridor specified by the MOEF, districts have been taken as the macro unit for soico-economic analysis. The socio-economicand demographicpattem of the districts have been established from the 1991 census data and has been describedin this section. The project affected district wise information's are furnished in comparisons to state level information's Exhibit 3-20.
The total population of the project affected district is 5,878,397. The urbanpopulation in Kota is high about 36.43% compared to other district because of the Kota urban area which is the industrial capital of Rajasthan. Except in Kota in all other district the rural population is more than 80%. In Kota population density, population growth, literacy rate are high because of the urban influence. Similarly female literacy rate is also is very less in all other districts although in Kota this is comparatively higher. The percentage of Scheduled Castes (SC) and Scheduled Tribes (ST) population are high (9-20%) in all the project affected districts. This is comparable with the state average.
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EXHIBIT - 3 - 20 DEMOGRAPHICPROFILE OF PROJECT AFFECTED DISTRICTS IN COMPARISON TO RAJASTHAN STATES
Demographicdetails Rajasthan Kota Bundi Bhilwara Chittorgarh State District District District District Population 44,005,990 2,030,831 770,248 1,593,128 1,484,190 Rural 77.12% 63.56% 82.36% 80.46% 84.39% Urban 22.88% 36.43% 17.64% 19.54% 15.61% Population Density (persons / 129 163 139 152 137 sq.1am) Population Growth 28.44% 32.32% 25.85% 21.58% 20.42% Sex ratio (Number of females 910 887 889 945 950 for 1000Males) Literacy rate 38.55% 47.88% 32.75% 31.65% 34.28% Male 54.99% 64.03% 47.40% 45.95% 50.55% Female 20.44% 29.50% 16.13% 16.50% 17.15% ScheduledTribes (ST) 12.44% 14.00% 20.20% 9.02% 20.28% ScheduledCastes (SC) 17.29% 19.00% 18.00% 17.12% 14.63% (Source: Census 1991)
The Corridor connects the District capitals of Kota and Chittorgarh and carries a substantialportion of the traffic between Chittorgarh and Bundi. Although the ends of the Corridor are urbarn(Kota's populationis over a half million, the settlementsbetween are small, compact units whose economy is based either on agriculture or mining. There are 47 villages located on or immediately adjacent to the ROW between Kota and Chittorgarh. They are generally small, ranging in size from less than 150 persons to slightly over 3,000 residents. Regional population densities range between 100 and 200 persons per square kilometer (Chouhan 1996). The population within the 20-kilometer Corridor is approximately1.13 million persons.
Economic Activity Profile of Project Affected Districts. The economic activities are of 10 types as given in census 1991. Details of percentage of people engaged in each group of all project affected district in comparison to Rajasthan state as a whole is given in Exhibit 3-22. About 40-70% of the people are engaged in farming activities. Another 10-15% are Agricultural labours. Percentage of people engaged in other activities are comparatively less.
Industry. Kota is considered the industrial capital of the State and Chittorgarh also supports a variety of industrial activities, including fertilizer and cement manufacture, copper and zinc smelting and agricultural produce processing enterprises. Most of the settlements along the Corridor, however, are economically repressed. Rock quarrying supports a very large portion of the working population in the northem half of the Corridor. Active mining operations border approximately 15 kilometers of the Corridor between Kota and Bijolia. More than 4,400 persons are directly employed in mining in the area (GOI 1991).
Tourism Development Potential. The tourism potential presented by the area's historic sites, temples and sanctuaries along the alignment is substantial. Chittorgarh, with the largest hilltop fortress in Rajasthan, and Bundi, considered by some to be the most picturesque town in Rajasthan, have the potential to rank among the most popular tourist destinations if accessibility and Louis BergerInzerna . Inc. BCEOS. CES an>-dECn te,.-it r3-2i4e-nnz tN R4Jpctlqn PagrnctVr)t,
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although often overlooked by tourists as only an industrial center, has many scenic and cultural attractions including: the Garh (fort), numerous temples, royal cenotaphs, and the Chambal Gardens. Bijolia has eight temples, a palace and rock inscriptionswhich would attract many visitors. Remains of a fort, temples and a palace can be seen at Mandalgarh, less than ten kilometers northwest of Ladpura. At Menal, about 15 kilometers from Bijolia within the Menal Closed Area, there are the ruins of a 12bcentury retreat of the Raja, Prithviraj Chauhan, including the remains of the palace and a complex of beautiful temples, which attracts hundreds of visitors yearly.
Tourism within the wildlife sanctuaries has been recognized as a long range goal with "tremendous tourist potentialities" (Bissa 1996) and tourists are being encouraged to access the sanctuaries from Kota, Bundi, Ajmer, Udaipur and Chittorgarh (Ziddi 1998), all of which have tourist attractions (principally historical sites) and accommodations. Orai and Bassi Lakes are considered to have potential as "excellent holiday resorts" and visitors are recommendedto boat on the lake at Jawahar Sagar to view gavial and birds (Bissa 1996 Ziddi 1998).
Access at present to the wildlife sanctuaries, temples and historical structures along the Corridor is severely restricted by the condition of the existing highway. Local accommodationsare lacking or inadequate and are unlikely to improve until highway conditions improve to a point where demand for these services prompts developmentof support amenities.
EXHIBIT - 3 - 21 ECONOMIC ACTIVITY PROFILE OF PROJECT AFFECTED DISTRICTS IN COMPARISON TO RAJASTHAN STATE
Economic Activity Profile Details Rajasthan State Kota -Bunda Bhilwara chittorgarh (%)l District District District District |Farmers 58.81 46.84 6U.Io o5.YY iU.06 Male 56.22 41.76 59.77 61.20 66.75 Female 69.34 36.49 60.91 77.53 77.26 lAgncultural labours IU.W 16.3 ------U6 9.71 | Male 7.99 11.80 9.23 5.90 6.64 Female 18.23 38.10 24.47 13.28 16.37 Workers| involved in Livestock l.0 2.U 3.3 2.YU 1.32 | forestry fishing, hunting and plantations orchards an allied activities Male 1.92 2.3 3.72 2.99 1.49 Female 1.34 0.8 1.87 2.66 0.97 Mining and Quarrying Workers I.U3 3.0 3.74 1.40 Male 1.14 3.0 3.80 1.82 1.75 Female 6.56 4.50 3.50 0.38 0.42 Workers involved in manutacturing 2.0U 1.2U1.t 1 1.5 lrocessing servicing and repairs in l ouse hold industr,vy lMale 2.07 1.0 1.16 2.02 16.9 Female. 1.72 2.1 0.82 1.22 1.08 WWorkers nvolved in manutacturmig n.4 .3 4.42 6.31 3. 2 processTng servicing and repairs other than house hold industry 6 lMale 6.37 9.2 4.96 8.S7 4.44l Female 1.66 4.2 2.38 0.85 0.60 Constructions Workers 2.42 3Z 1.6 1. 1.50 Male 2.87 3.6 1.90 1.80 2.03 Female 0.61 1.4 0.60 0.38 0.33 a rade and Commerce workers b.42 8.5 4.83 4.6U 4.03 Male 7.78 10.0 5.89 6.30 5.68 Female 0.82 1.7 0.93 0.51 0.45 Workers involved In transport 2.3Y 3. 1 16 1.43 storage and Communications Male 2.94 3.9 2.01 2.35 2.00 Female 0.13 0.3 0.06 0.07 0.09 Workers involved in other services Y.69 -12. 6.YI .5 5.Y2 Male 10 70 13 0 7.56 7 nn 7 sx Female 1 5.59 1 10.0 1 4.46 1 3.12 2.43 (Source: Census 1991)
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The total number of communities affected (Exhibit 3-22) are 2 in Kota, 6 in Bundi, 10 in Bhilwara and 23 in Chittorgarh. The Project Affected Household (PAH) are 49, 240, 568 and 690 in Kota, Bundi, Bhilwara and Chittorgarh districts respectively.
EXHIBIT 3- 22 COMMUNITIES AFFECTED BY THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR
District Communities or ProjectAffected Project Affected Vilage Households Persons (PAH) (PAP) Subhash Nagar 46 285 Kota Nanta 3 18 Total 49 302 Dhaneshwar 8 41 Dabi 76 495 Parana 59 357 Bundi Budhpura .73 449 Mataji Ka Nala 9 59 Deogarh 15 81 _Total 240 1482 Kama 7 52 Govindpura 15 90 Bijolia 61 356 Kalyanpura 11 60 Berisal 25 - 117 Bhilwara Salavatia 212 1317_ Keshavpura 21 122 Aroli 178 1081 Menal 11 74 Ladpura ~~ 27 ~ ~~~~~ ~ 162 _ Total 568 3431 Chittoria 12 63 Samariya 30 170 Madana 7 _ 10 Tejpur 11 24 Khera 11 50 Bichhore 80 300 Lakshmipura 4 27 Khae2pura T 12 Parsoli 193 1158 Rajgarh 22 135 Chainpura 2 111 Chittorgarh Gopalpura 2 12 Meghpura 1 8 Palka .7 47 Bassi 258 1574 Ghosundi 10 70 Dala Ka Khera 8 38 Balderkha - 15 95 Hukumpura 5 39 Piplipahar 1 Gopalnagar 6 39 Sarjana 1 4 Manpura 2 12 .______Total 690 3904 (Source: Socio-EconomicSurvey)
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Demography. The total numbers of households that will be affected due to the project are 1556 in this corridor. The total numbers of Project Affected Persons (PAPs) in this corridor are 9,479. The Number of families affected are 2,022 in the Kota-Chittorgarh corridor. The Socio-Economic Characteristicsof PAPs are detailed in the Exhibit 3-23.
EXHIBIT 3-23 SOCIO-ECONOMIC CHARACTERISTICS OF PAPS
SI.No. Particulars Kota-Bijolia-Chittorgarh Corridor 1. HouseholdsAffected 1556 2. a) Total number of PAPs 9479 b) Total number of families 2022 3. Sex ratio- 1000:923 (i) Male % age 52 (ii) Female % age 48
4. Social Stratification
(a) Religious Group (%) Hindu 87.8 Muslim 9.1 Sikh L______Chritian 0.1 Jain 2.1 Others 0.9 (b) Ethnicity (%) SC 21.8 ST 17.0 OBC 36.2 Other Caste 25.0 5. Occupation Main Subsidiary .______(%) (%) Agriculture 37.0 67.7 AL Expand 1.1 4.8 Allied Agriculture Activity 1.9 10.3 Forest Labour 0.2 0.5 Govt. Service 3.0 0.9 Private service 9.6 0.4 HH industries 0.5 1.6 Trade and business 29.3 0.5 Professional 3.7 2.3 Squatter 13.8 11.0 6. Average Annual Household Income (in Rs.) 39,632
_7. Average Annual Household Expenditure (in Rs.) 39,833 8. Women Headed Households 1.8 9. Land holding (%)l Landless 13.3 Marginal Farmer 73.4 Small Farmer 8.3 ______Medium Farmer 4.3 LargeFarmer 0.7 10. Below Poverty line (BPL) families (in %) 12.8 (Source: Socio-EconomicSurvey)
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Sex Ratio. The sex ratio in Kota-Chittorgarhcorridor is 1000: 903.
Ethnic Groups. Majority of the PAPs are Hindus accountingfor 87.8%in Kota-Chittorgarh.However Muslimpopulation was found to be (9.1%) in Kota-Chittorgarh.The Christians and Jains are almost negligible.
Local Marwari dialect is spoken all over the study area althoughHindi is spoken and understood every where. Amongthe caste categories Other Backward Castes (OBCs) are in majority followedby higher caste in both the corridors. Scheduled Castes are more than ScheduledTribes, but tribal populationis higher in Kota-Chittorgarh(17%).
Literacy. Approximately 89% of the total PAPs surveyed in Kota-Chittorgarhare literate. However, further analysis shows that of the majority of the literate persons are educated upto school level. Significantproportion of PAPs are just literate due to their abilityto read simple sentencesand sign.The female literacy shows that 59% of femalesin Kota-Chittorgarhare literate.
The literacy rate among the SCs is high (65%) as comparedto STs (21%) in Kota-Chittorgarh.
Age Group Classification. The age classificationshows that in both the project corridors more than half the PAPs are in the economicallyproductive age group of 15 to 59 years. Approximatelyone-fifth of the total PAPs are in the school going age group of 6 to 14 years. Less than one tenth of the total PAPs are old and retired.
Economy. The economic indicators or parameter considered during the survey were occupational structure,usual activity, average annualhousehold income, quality of life, land tenure.
Usual Activity. Although the age group classificationshows that more than half of the populationis in the economicallyproductive age group the usual activityclassification shows that only 33% of the total PAPs surveyedin Kota-Chittorgarhcorridor.
The worker as per census of India means "a person engaged in some kind of economically gainful activity".If a person is gainfully employed for 183 days or more than that the person becomes main worker and less than 183 days means marginalworker.
Less than one percent of the total PAPs were found to be in non-workerscategory, but this certainly does not mean that area is economicallyprosperous. In the rural scenario,some kind of employmentis always available,but that may not be sustainableover a long periodof time.
More than one -fifth of the PAPs surveyed are engaged in householdactivities and another one fifth come under the category of students. Rest of the PAPs account for old and retired people, children below the age of six years i.e., non school going age, handicappedand childrenin the age group of 6-14 years but not attending schools.
Occupation. In order to facilitate the development of incomerestoration schemes, occupation has been divided into two categories: main and subsidiary.
For majority of the PAPs surveyed agriculture seems to be the main occupation in Kota-Chittorgarh (37% of the total PAPs) followedby trade and business where, approximately30% of the PAPs in Kota- Chittorgarh are engaged in this occupation. Squatters and encroacher (commercial establishment) accounts for 14% Kota-Chittorgarh corridor. Other main occupationsare agriculture labour (AL) non agriculturelabour (NAL), Govemmentand Private services,self employment,etc.
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Similar to the main occupation, agricultureis followed by the majority of the PAPs as a subsidiary occupation in both Kota-Chittorgarh (68% of total PAPs) corridor, followed by allied agriculture activities such as diary, poultry, sheep rearing, etc. One tenth of the total PAPs in the corridor are followingallied agricultureactivity as subsidiaryoccupation.
Nearly 11%of total PAPs are squattersin Kota-Chittorgarh.
Land Tenure. Three kinds of land were encountered during the survey of phase I project corridors viz.,
* Private land (agriculture,homestead) * Gqvernmentland (revenue,forest, military) * Communityland
As the land holdings are small and yield per acre is also low, governmentland has been encroached upon and cultivated in order to supplementthe householdincome.
Land holding Categories. In this corridor approximatelyfour-fifth of the total households holding agriculture land fall under the category of either small or marginal farmers and another 13 percent comesunder the category of landlesslabourers.
Women Headed Households. Not many householdsheaded by women were found in the project corridorssurveyed. Only 1.7% of the total householdsare headed by women.
Homeless Population. During the socio-economicand census survey it was found that all PAPs surveyedhad some kind of housing facility,either as an owner or a tenant.
Average Annual Household Income and Expenditure. The averageannual householdincome in Kota-Chittorgarhwas found to be Rs. 39,632. The expenditurefigure is higher than income.The reason being that the PAP always tends to downplaythe income and enhancesthe expenditurein order to gain more compensation.Moreover, there are some hidden income in rural areas (e.g. fuel wood from forest),which cannot be translated into monetary terms.
The averageannual expenditurein Kota-Chittorgarhcorridor was found to be Rs. 39, 833.
Analysisof Below Poverty Line (BPL) families was also carried out consideringannual income to be below Rs.24,000.Kota-Chittorgarh almost 13%were found below the povertyline.
3.8.2 Land Acquisition and Resettlement
Overview. Although large portions of the Project will involve existing ROWs, the RSHP will require govemment procurement of privately owned land and the displacement of land users which currently occupy these ROWs, either legally or illegally. Voluntary sales of properties may be achieved in some instances, while expropriation (i.e., compulsory acquisition) may be required in other situations.
Expropriation,by its very nature, is regarded as causing economic loss and social and physiological disruption for the affected individuals and their families, and may include the loss of business income,on either a temporary or permanentbasis.
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Issues of potential importance in the context of the Project include:
* What compensations standards apply? World Bank publications note that the "right to expropriate carries with it the responsibility to ensure that those affected do not bear an unfair share of the costs of a project which will bring benefit to others. In the simplest terms, this responsibility should be to ensure that the standard of living of all affected persons is restored to the level enjoyed before the commencementof the road project. To the extent that a government is successful in restoring those living standards for all affected, the adverse impacts will have been minimized and possibly obviated." (Tsunokawa and Hoban 1997)
* Who has compensation rights? World Bank publications also note that "the presence of squatterson the right-of-way poses particular challenges....Nationallegislation, which determines the categories of land ownership, often recognizes only formal, registered title. However, in many countries there are various forms of informal or unregisteredtitle, including usufruct rights (permanentor temporary use), seasonal use rights, tights of access to commons, and others. In short, the lack of legal tenure to land or assets should not be regarded as a criterion for withholdingfinancial compensationor assistance in relocation."(Tsunokawa and Hoban 1997).
The RSHP has conducted a Resettlement and Rehabilitation Study and prepared a Resettlement Action Plan (RAP) which is being currently reviewed and will be submittedunder separate cover.
3.8.3 Indigenous Peoples
Potential impacts to indigenous peoples are matters of concern within World Bank-supported environmentalassessments. Publications pursuant to these environmentalrequirements recognize the many different way in which national legislation identifies and defines indigenous peoples and the differing social and economic contexts within which they are found. They note that "indigenous people are commonly among the poorest segment of a population. They engage in economic activities that range from shifting agriculture in or near forests to wage labor or even small-scale market-orientedactivities". They suggest, therefore, that rather than proposing a formal definition of who these groups are, it is more helpful to recognize five characteristics which can be used to identifyindigenous peoples within particular geographical areas. These characteristics, which may be present in varying degrees, are:
- A close attachment to ancestral territories and to the natural resources in these areas; - Self-identification and identification by others as members of a district cultural group. - An indigenous language, often different from the national language; - Presence of customary social and political institutions; and - Primarily subsistence-oriented produce.
Tribal groups present in the region potentially affected by the Kota-Bijolia-Chittorgarh Project Corridor have been found to include the following:
* Meena. The Meenas held power over a large part of Rajasthan preceding the emergence of the Rajputs. They can be broadly divided into two groups: the Zaminidar Meena who are generally owner-cultivators;and the Chowkidar Meena who initially worked as guards and night watchman and looked after the property of the feudal lords. They are also now engaged largely in agriculture and animal husbandry. The Meenas being relatively prosperous in comparison to other tribal groups have been able to take advantage of the programs made available to
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"scheduled groups", e.g., their representation in educational institutions, administration and legislatures. The status of women remains low. Although the populationis found throughout the State, the Meenas are concentrated in Alwar, Dausa, Sawai-Madhopur,Kota, Tonk and other districts of eastern Rajasthan. They comprise the largest section (approximately49 percent) of the total tribal population of the State.
* Bhil. Bhil tribes are the oldest of the aboriginal tribes of Rajasthan. They have traditionally resided in forest and are animists. The Bihl are scattered throughout southern Rajasthan, but are mainly concentrated in Banswara, Dungarpur, Udaipur and the adjoining districts. There are estimated to be approximately 40 percent of the total tribal population in Rajasthan. Their huts are located on the hillocks and foothills of the Aravalis. The Bhil traditional way of life has been severely threatened by deforestation.
* Bhil Meena. The social institutions and ritual practices of the Bhil Meena are similar to the Bhil tribe. They are self-identified as Bhil Meena to establish their connection to the Meena and thereby attain higher social status in the region.
* Garasiya. The Garasiya are traditionallyhillside dwellers and the name is derived from Giri, the' word for hill. The Garasiya claim to be descendents of the Chauhan Rajput rulers. The -populationis concentrated in Sirohi and some parts of the neighboringdistricts.
- Nomadic Communities. Nomadic communitiesin the general area include.
- GadoliyaLohar - a gypsy tribe once employed as warriors of the Rajput rulers of Chittorgarh. After the defeat of the Rajaputs by the Muslims in the medieval period, the tribe took to the profession of wandering blacksmiths. The GOR launched a scheme to rehabilitate the Gadoliya Lohar by allotting them agricultural land and providing housing. Many, however, prefer to stay along the roadsides as a convenient site for their traditional occupation. Significant numbers are found along the Kota-Bijolia-ChittorgarhCorridor.
- Rebari or Raika - traditionally cattle breeders, the Rebari or Raika tribe own thousands of sheep, goats, camels and cattle, one of the major economic resources of the State. The portions of the tribe engaged in trade migrate along with the cattle and other animals throughout Rajasthan and the neighboringstates in search of good grazing land. Significant numbers are found along all the State's highways, including the Kota-Bijolia-Chittorgarh Corridor.
- Banjara - a community traditionally engaged in the production and trade of transportation and basic necessities for bullock carts in rural areas, the Banjaras usually survive as tradesmen or laborers.
Other groups, including the Sansi, Kalbelia and Jogi are also found in the area.
The total number of indigenous people affected are 1,611 along Kota-Bijolia-Chittorgarhcorridor.
3.8.4 Cultural Resources
A number of the Corridor's cultural resources have been noted in the foregoing discussion of tourism developmentpotential. The best known cultural resources in the region are the expansive (690 acres) ro~zir.zof tho,h -lt.Ior o-^.'Zh- rC,hi:.: t;. S'- ^__orf__- ' often_ *¢sxiessfill defensive
LouisSerger International. Inc.. BCEO.V,CES andEC Page 3-31 RajasthanState Highway Project EMA-Kota Corridor- August 1998 actions. Constructedmore than a twelve hundred years ago and the site of intense battles through the 17' century, the fortress epitomizes, for many, the sacrifices which the Rajput people have made during many centuries of warfare (Rani 1997, Goyal, no date). Well known as a tourist destination, the fort and its temples, palaces and memorials receives thousands of visitors a year, most of whom make excursionsor day trips from Udaipur.
Kota, at the other end of the highway, is a thriving industrial city, but also has numerous scenic and cultural attractions including: the Garh (fort), numerous temples, royal cenotaphs, and the Chambal Gardens. The City Palace at Kota also houses a museum and an art gallery and is considered one of the best places to see representations of the Kota style of painting. Less well known but of substantial interest are the ancient remains at Bijolia which include eight temples, a palace and rock inscriptions. 'Remains of a fort, temples and a palace can be seen at Mandalgarh, less than ten kilometers northwest of Ladpura. Archeological monuments at Menal, about 15 kilometers from Bijolia, lie within the Menal Closed Area. They constitute the ruins of a 12' century retreat of the Raja, Prithviraj Chauhan, including the remains of the palace and a complex of beautiful temples. The latter complex receives hundreds of visitors per year at present. Shrines and temples along the Corridor are listed in Exhibit 3-24.
EXHIBIT 3 - 24 RELIGIOUS SITES AND TEMPLES IN THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR
NAME OF THE VILLAGE NO. OF SHRINES Subhash Nagar 2 | Nanta 3 Dhaneshwar 2 Parana I Bijolia 1- Berisal 5 l Aroli 4 Menal 2 Ladpura 2 Fatehpura 1 Balwant Nagar 3 Katmde 1 Tej'pura 3 | iBichhore 2 Parsoli _ 2 Bassi 2 || Balderkhla 11 Chisundi I Semalpura 1 Doula Ka Khera 2 Manura 1
The total number of shrines/temple affected are 45 along Kota-Bijolia-Chittorgarhcorridor.
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3.8.5 Aesthetics and Landscape
Much of the aesthetic and landscape character of the area derives from roadside planting and the visual dominance of the area's natural geographic features and the man-made features such as the forts which dominate the hilltops and surroundingcountryside.
3.9 HUMAN HEALTH & SAFETY
The Kota-Bijolia-ChittorgarhCorridor is used by pedestrians,cyclists, pack animals and herdsmen as well as cars, buses, and trucks. Camel/bullock drawn carts, speeding buses and over laden trucks are a dangerouscombination creating hazardous conditions for pedestrians and other road users as well as themselves.
There are numerous intersections, bridges, and railroad crossings within the Corridor. Although some have warning signage, or in the case of railroad crossings, guards and/or speed bumps, many are inadequately marked. Road users, particularly high speed modes of transport, lack signs, speed bumps, and other warning symbols at intersections, water crossings, flood prone areas, and the outskirts of towns and villages. The hazard created by wide slow-movingvehicles which force faster vehicles into the opposite lane are a problem. Many of these vehicles have no lights, move only slightly faster than walking speed, and lack reflectors which might at least alert motorists to their presence. Although wide unpaved berms were present on several of the project roads, animal-drawn carts and pedestrians are seldom observed to utilize the berms as a travel-ways to avoid potential collisions with faster moving vehicles. Despite the obvious dangers, all road users, including livestock driven daily to and from foraging areas, prefer to compete for the paved roadway. These dangers are magnified in and around towns where most of the populace walk or pedal on the roadway, and livestock have no place to move off the roadway.
3.9.1 Traffic Safety
Reliable road accident statistics were not available for the Kota-Bijolia-ChittorgarhCorridor. It is apparent, however, that road accidents in all parts of India are a matter of concern (See Appendix B). Existing shoulders/berms are often eroded and below the level of the road surface. This creates hazardous conditions for motorists and others who are forced to utilize the shoulder/berm to avoid collisions. Existing shoulder/berm conditions also discourage its usage by bicyclists and other slow moving road users. The entry of tractors and other farm vehicles from the adjacent fields often constitutes a special safety hazard.
3.9.2 Non-Motorized Traffic
Non-MotorizedTransport (NMT) makes up a significant proportion of road users in the Kota-Bijolia- Chittorgarh Corridor. Sections of Corridor are currently used by non-motorized traffic, especially at approachesto towns and villages. Non-motorizedforms of transport are environmentallyfriendly and normally the only means of transport available to the poor.
A safety issue exists because of the great difference in speeds between NMT and motorized vehicles using the road. The seasonal migration of large herds of livestock is a factor on many Rajasthan
Louis Berger International.Inc.. BCEOM. CES and ECI Page 3-33 Rajasthan State Highway Project EIA-Kota Corridor - August 1998
roads. Herds of hundreds of animals may be encountered creating significant constraints to traffic flow. Provision of additional carriageway width is essential to help alleviate congestion/safety problems.
In urban areas and at the approaches to urban areas the safety of NMT is a major problem despite slower motorized vehicle speeds, because of the much greater volume of NMT. In addition, non- motorized transport adds significantly to traffic congestion in these areas.
Louis Berger International. Inc.. BCEOM. CES and ECI Page 3-34 f
4.0.IMPACTS & MITIGATION 4.0 POTENTIAL IMPACTS AND MITIGATION
This section of the EnvironmentalImpact Assessment (EIA) provides a description of the potential impacts and mitigation measures related to them. The discussions follow the same sequence and enumerationpattern as the preceding statement of existing baselineconditions.
Road upgrading projects generally produce relatively small potential for negative impacts. Most of these negative impacts can be avoided or otherwise mitigatedthrough proper engineering designs and by requiring contractors to apply environmentally appropriate construction methods. The construction activities in the context of the RSHP will be restricted almost entirely to the existing rights-of-way (ROWs) and consist of widening of pavement, shoulders, and berms, improvement of bridges, culverts and drainage ways, and improvements to road surface. All proposed construction activities will be carried out in accordance with current Indian and international standards for highway engineering design. These standards are applied in the design of drainage, roadbed, surfacing,and widening and stabilization of berms.
The impact assessment mitigation measures presented herein are based on field inspection of the Kota-Bijolia-Chittorgarh Corridor. The Corridor was physically inspected by members of the EnvironmentalAssessment Team of Project CoordinatingConsultant (PCC) with due consideration of direct, indirect, cumulative and secondary impacts related to the following:
• Tree removal and replacement tree planting; L Land acquisitionand potential realignments; • Eviction from habitationand work places; • Protectionof sacred groves, grave sites and temples; • Effectiverestoration of borrow areas and quarries; • Noise and air quality; * Maintaining drainage including waterway areas and preventingsiltation; * Waste management,particularly from construction camps; * Flora and fauna including potential occurrence of endangered species; * Protection of forests, nature reserves and, sanctuary areas; * Cultural heritage; * Road safety; * Accommodationof non-motorized transport; * Additionaluses of the road surface; * Impacts during construction; * Potential spread of disease; * Asphaltplants and equipment; * Bypasses; * Resettlementand rehabilitation; * Contractualenhancement; and * Institutionbuilding.
*.. st potetijial impacts were found to be reiatively short term, provided attention is given to restoration and rehabilitation. Issues regarding land acquisition and eviction from habitation and
LoWisBerger international, Inc., BCEOM. CES and ECI Page 4-1 RajasthanState Highways Project EtA - Kota Corridor - August 1998 work places are dealt with in the Project's Resettlement Action Plan (RAP).
Both potential impacts and the mitigating actions related to them to avoid or compensate for adverse impactsare presented. Formal responsibilities for implementationthe mitigation actions are indicated in summary fashion by Exhibit 4-1. The Exhibit identifies potential impacts, proposed mitigation, the implementing and responsible agencies and, where relevant, the appropriate contract clause to ensure that the proposed mitigation actions are implemented.
As noted in the Project's Sectoral Environrnental Assessment (SEA), "mainstreaming" of environmental concerns and mitigating actions (i.e., the considerationof environmental issues as an integral part of the process and not simply an attempt to solve problems that could have been more easily avoided with forethought), has been an important considerationin the design and development of the RSHP. Mainstreaming recognizes that the most efficient and cost-effective way to ensure that construction works are environmentally sound is to include these requirements in the construction contract provisions. To this end, the RSHP contracts includeprovisions to establish the scope of and conditions under which work is to proceed and ensure financial sanctions. Revegetation survival, for example, must be checked and found adequate before contractors are fully compensated for plantings.
The RSHP will follow the Ministry of Surface Transport (MOST) Specification for Road and Bridge Works (1995) and FIDIC General Conditions of Contract for construction contract purposes. Provisions for the protection of the environment are included in these documents and will be supplementedby additional clauses particularly in provision of specific mitigation and enhancement works. The MOST Specification has, for example, a number of clauses relevant to environmental concerns. Clause 111 (Precautions for Strengthening the Environment)has general requirements for borrow-pit location, quarry operations, control of erosion and pollution, as well as bazardous substances. The Scope of Works (Clause 105) calls attention to first aid, adequate sanitary arrangements, and regular clearance of rubbish and clearing-up of the site. Clause 201 on Site Clearance has requirements to preserve roadside trees, for monuments not to be disturbed and for control of erosion and water pollution. It also provides for removal of roots, overhanging trees and wastes. Clause 306 (Soil Erosion and Sedimentation Control) provides for provision of berms, sediment basins, fiber mats, mulches, grasses, slope drains and other devices to be specified, or directed. It also provides for minimization of areas opened and corrective action at Contractor's expense. Clause 307 provides for Turfing with Sods and clause 308 for Seeding and Mulching.
Details of potential impacts and mitigation actions incorporated in the RSHP designs, proposed contract provisions and additional mitigation actions related to them are as follows.
4.1 TOPOGRAPHIC/GEOLOGICAL/SOIL CHARACTERISTICS
Potential impacts to the topographic, geological and soil characteristics of the area as a result of the RSHP and mitigation actions related to them are foreseen as follows.
4.1.1 Topography
Potential Impacts. Topographic impacts could occur due to:
Altered Road Embankments. The RSHP road improvements will require alteration of existing embankments. Although RSHP activities will be largely confined to existing alignments within
Louis Berger International. Inc., 8CEOM. CES and ECI Page 4-2 Rajasthan State Highways Project EIA- Kota Corridor- August 1998
existing ROWs, the rehabilitation and widening activities will raise, extend and enlarge existing embankments at some locations. New embankments will be constructed in some areas (e.g., where new drainage structures are required). Freshly consolidated fills in the flood-prone areas may be subject to erosion.
* Borrow Pit Excavations. Embanknents and other requirementsfor fill will necessitate the use of borrow pits which may cause drainage and visual problems and present a potential for increased vector activity (e.g., mosquitoes or water contamination). When water-filled, they also attract livestock to the roadway thereby slowing of traffic flow and creating safety hazards.
* Erosion Potential. Other than the identified bypasses, the improvements in the Kota-Bijolia- Chittorgarh Corridor will occur with the existing ROW alignmentand will present little potential for topographic impacts due to erosion. Raised berms are seldom required and will, whenever necessary, be stabilized by riprapping, fiber mats, sodding, and/or replanting. As detailed in the hydrology discussion below, stor-mdrainage will be upgradedto accommodatethe 50-year flood in the cases of bridges and 25 year in the case of culverts and drainage ways will be adequately sized, lined and contoured to minimize erosion potential.
Mitigation. Actions to address the potential impacts noted above will include the following in regard to:
* Altered Road Embankments. All necessary actions will be taken to ensure embankment stabilization, including the selection of less erodable material, placement of gabions and riprap and good compaction, particularly around bridges and culverts. Contract documents will specify that final forming and re-vegetation will be completed as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover. Trenching will be required where necessary to ensure successful establishment of vegetation. Monitoring and construction supervision pursuant to the terms of the contract will ensure that regeneration efforts are successful.
The berms and batter slopes of road embankments will be seeded with a fast growing crop and potential native seed mix immediately after fill placement to prevent scour and to encourage stabilization. Where appropriate, grass sods will be placed in the form of tiles and payment for turfing will be made on a unit area basis. Berms and embankmentslopes and road cuts will be stabilized by re-vegetation with grazing resistant plant species,placement of fiber mats, rip-rap, rock gabbions, or other appropriate technologies. Most areas to be cleared of vegetation are roadside berms slated to be covered by pavement and will not need re-vegetationto be stabilized. Installation of drainage structure and raising of road formationlevel may create bare slopes that will be stabilized before the onset of the monsoon. Dischargezones from drainage structures will be furnished with riprap to reduce erosion when required. Where necessary, grass sods will be imported and laid to provide ready made turfing. Down drains/chutes will be lined with rip- rap/masonry or concrete to prevent erosion. Side slopes will be adjusted to 1:2 or flatter to reduce erosion potential or, if steeper, stabilized, covered with riprap or other material to prevent soil erosion. These requirements will be clearly specified in construction contracts. Construction in erosion and flood prone areas will be restricted to the dry season.
Louis Berger International, Inc., BCEOM, CES and ECI Page 4-3 Rajastan. lateluighivways Project EIA-KoteCorridor - August1998
EXHIBIT 4-1 ENVIRONMENTAL MITIGATION ACTIONS RAJASTHAN STATE HIGHWAYS PROJECT
Environmental Impact MitigationMeasures taken or to be taken Time frame Implementing Responsible Contractual l ______Organization Organization Clause DESIGN P HASE The existingalignment was selected to minimize During design DesignUnit RPWD Not Applicable Alignment the land disturbance to avoid archaeological PCC sites, temples and other environmentally sensitive areas. Land and Propertyacquired Informationdissemination and community During Design Phase RPWD RPWD Not Applicable (ResettlementAction Plan) consultation. NGOs recommendedin EMU Compensationwill be given to PAPs based on RAP the RAP that includesthe EntitlementPolicy. Affected persons must be movedbefore constructionstarts. ROW to be acquiredhave already been identified. Culturalilcritage Cultural heritage sites along the alignment were During design ArchaeologicalSurvey RPWD Not Applicable identified. Archaeological sites and Temples of India (ASI) EMU were avoided by adjustment of alignment. Shrines may be moved with prior consultation and approval of local community. Flood(refer hydrology Bridges have been well designed for the 50-year During Design Design Unit RPWD Not Applicable report) flood frequency. All culverts have been Engineering designed for 25 years flood frequency. Fill Consultants height has been designed for 50-year flood avoidance. CONSTRI JCTIONPHASE * EnvironmentalManagement This will include institutional requirements, During and after EMUof RPWD EMU of RPWD, Project specific and Monitcring training, environmental management and construction(Five RSPCB action. monitoring. Years) Facility Eq iipmentfor Provision for purchasing requiredequipment. Immediatelyafter EMU of RPWD EMU of RPWD Project Specific EMMP(M. ters, Vehicles and construction Action. Buildings)
Louisfret. erIntern atiotil. Inc.,IBCEOM, CES andECI Page 4-4 L" - glal A YYU
Environmeltal Impact Mitigation Measurestaken or to be taken Time frame Implementing Responsible Contractual Organization Organization Clause Dust Watcr shotild be sprayed during construction During reconstruction Contractor RPWD Specification 111, phase, at the lime and earth mixing sites, asphalt of grade and wherever EMU 111.5, 111.8, 111.9 mixing site, and temporaryroads. In laying sub- asphalt is removed until At present no in base, water spraying is needed to aid asphaltingis replaced. house compaction of the material. After the environmental compaction, water spraying should be done at Duringthe capacity in RPWD, regularintervals to prevent dust. Constructionphase induct Env. Eng. Vehiclesdelivering materials should be covered from RSPCB for to reduce spills and dust blowing off the load monitoring. Asphalting Asphalt mixing sites should be over 500 m from During Construction Contractor RPWD Specification Il11, any communities. EMU 111.5 Mixing equipmentshould be well sealed, and be equipped with dust-removal device. Operators should wear dust masks and ear protection Air Pollution Vehicles and machinery are to be regularly Beginningwith and Contractor RPWD Specification i11, maintained so that emissions conform to continuingthroughout EMU 111.5 Nationaland State Standards construction Noise Noise standard at processing sites,e.g. aggregate Beginningand Contractor RPWD Specification Il1, crushing plants, will be strictly enforced to throughoutconstruction EMU 111.5 prevent exceedances of GOI noise standards. Workers in vicinity of strong noise will wear earplugs and their working time should be limitedas a safety measure.. In construction sites within 150 m of sensitive receptors construction will be stopped from 22:00 to 06:00. Machinery and vehicles will be maintained to keep their noise at a minimum. Constructionof noise barriers (Stone walls and RPWD EMMP plantation) for silence zones including schools EMU Special project and hospital. specific action.
7~~~~~ I7
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EnvironmentalImpact | Mitigation Measuirestaken or to be taken Time frame Implementing Responsible Contractual I I I Organization Organization Clause WATER _ Loss of wetlands and ponds Alignment shifting and filling affected lakes, Wheneverencountered DesignUnit and RPWD Specification ponds and wells. during construction. Contractor PCC 201,301, 304,306, In sections along watercourses, earth and stone 309 Alterationtof drainage will be properly disposed of so as to not block Contractor RPWD rivers and streams, there by preventing adverse EMU impacton water quality. All necessary measures have been taken to prevent earthworks and stone works related to the road form impeding cross drainageat rivers \ streams and water canals or existing irrigation and drainage systems. Siltation Construction materials containing fine particles Throughout Contractor RPWD Specification306, e.g., in lime or fly ash will be stored in an constructionperiod. EMU 305.3.7 enclosures such that sediment-ladenwater does Forest Dept. not drain into nearby watercourses, but rather percolates slowly into the soil. Contamination from Wastes All justifiable measures will be taken to prevent Throughout Contractor RPWD Specification 306 the wastewater produced in construction from constructionperiod. EMU enterinig directly into rivers and irrigation system.
SewerageDisposal during A minimum distance of any sewage or toilet Throughout Contractor RPWD Specification 111.9 Constructionat Services facility from water sources should be 200 constructionperiod. EMU Centres meters. Contaminationfrom fuel and Vehicle maintenance and refueling will be Throughout Contractor RPWD Specification lubricants confined to areas in construction camps constructionperiod. EMU 201.2 201.4, designed to contain spilled lubricants and fuels. RSPCB 301.1.3.10, 304.3.3 Waste petroleum and lubricants must be collected stored and taken to approved disposal sites, accordingto GOTlaws.
I.isis Ierger Inte rantioli, lhi., BCEOM. CESmaid EO /'nge 4-6 Rajasthin SrateIigihways Ptn/eel FIA-Kota Corri(lor - Aitgusi /998
Environmental Impact Mitigation Measures taken or to be taken TIimeframe Implementing Responsible Contractual Organization Organization Clause Sanitation and Waste Sufficient measures will be taken in the Before and during Contractor RPWD Specification Disposal in Consiruction construction camps, i.e. provision of garbage building of construction RSPCB 122,201.2, 201.4, Camps tanks and sanitation facilities. Waste in septic camps. 306 tanks will be cleared periodically. Drinking water will meet Indian National Standards. Garbage will be collected in a tank and disposed of daily. Special attention shall be paid to the sanitary condition of camps. Camps will be located minimum distance of 200 m from water sources. Borrowpits Borrowpits shall be identified outside the ROW During construction Contractor RPWD IRC:10 1961 Before opening additional borrowpits operating EMU Specification 111.2, pits shall be closed as per the IRC Specification 305.2.2 Equipment Selection Construction plants and equipment will meet During construction Contractor RPWD Specification 106, maintenance and operation recognized international standards for emissions EMU IRC:72- 1978; and will be maintained and operated in a manner IRC:90-1985, that ensures relevant air, noise, and discharge 111.9, 201.3 regulations are met. Quarrying Quarrying shall be carried out at approved and During construction Contractor RPWD Specification 111.3, licensed quarries only. EMU 302,305.2.2 Sand dune areas Regarding route selection, design, construction During construction, Contractor RPWD IRC Special and maintenance of rural roads, special criteria and operation Stage. EMU Publication 20 need to be followed. SOIL Soil Erosion and Soil In slopes and other suitable places along the Upon completion of Contractor RPWD Conservation roadside, trees and grass should be planted. On construction activities Forestry Dept. Specification 306 sections with filling (>3 m) and deep cutting at these sites. GOR their slopes should be covered by stone walls sod, or planted with grass, etc. If existing irrigation and drainage system ponds are damaged, they will be rebuilt by suitable During construction methods.
I.osts Iferger /nter *wz7tiotmel/ic..1l, BCtM,,O4 CAl*Sannd EC'I /'oge 4- 7 Rajasthlan. rare lighiways Pt oject ElA -Kola Corridor - Augutst/ 998
EnvironmentalImpact MitigationMeasures taken or to be taken Time frame Implementing Responsible Contractual Organization Organization Clause Loss of agriculturaltopsoil Arable lands should not be used as earth Duringconstruction Contractor RPWD Specification201.2 borrowing whenever possible. If needed, the topsoil (15 cm) will be kept and refilled after excavation is over to minimize the impact on productive lands. Contractor RPWD Specification201.2 Compactionof Soil Constructionvehicles should operate within the Corridor of Impact i.e., approx. 11 m to either side of the carriageway centerline to avoid damaging soil and vegetation. Flora Areas of tree plantation cleared will be replaced After completionof ForestDept. GOR RPWD Specification 201, Loss of tree; and Avenue accordingto CompensatoryAfforestation Policy constructionactivities. Forest Dept. GOR 301.3.2, 307, 308, Plantation under the Forest Conservation Act - 1980. About 35,000 trees will be planted against a loss During cleaning of 3,500 trees (10 trees will be planted against operations Contractor every tree cut). Tree clearing within ROW should be avoided During construction beyond what is directly required for construction Contractor activitiesand / or to reduce accidents. Compactiou of vegetation See soil compaction. Specification 201.2 | Fauna Construction workers should be told to protect During construction Contractor Specification201.2, natural resources and wild animals. Hunting is 201.3, 201.4. prohibited. Afforestation(habitat Provision for 100 hectares of afforestation and During construction Forest Department RPWD Project specific Improvement)as a mitigation habitat improvementsin each of the three wild Forest Department mitigationincluded action for thewild life life habitats totaling 300 hectares (Jawahar in the contract sanctuaries Sagar, Menal and Bassi). costs. SOCIAL I Loss of Access Temporary access should be built at the During construction Contractor RPWD and Specification interchangeof the highway and other roads. State Police 112, Traffic jam; and congestion If there are traffic jams during construction, During construction Contractor measures should be taken to relieve the congestion with the coordination of transportationand traffic police department. Specification 112, 119, 201.2
I.ois /erg- lhInterntitioflal.Ine., IICIOM.CES andi EOI Pnge4-8 R aiaSn.S I/e //hghwsi'.rProj'Cl EIA-Aora Corri;lor - Augttt 1998
Environr-ientalImpact MitigationMeasures taken or to be taken Time frame Implementing Responsible Contractual I______Organization Organization Clause Roadsafety Control speed of construction vehicles through Duringconstruction Contractor RPWD Specification Collisionswith vehicles, road safety education and fines. 112.4, 124, peopleand livestockand Allow for adequate traffic flow around signage constructionareas. TRC:2 - 1968 Provide adequate signage, barriers and flag IRC:30 - 1968 persons for traffic control. IRC: 67 - 1977 Communicateto the public through radio, TV & month previous IRC: SP- 31 - 1986 newspaper announcementsregarding the scope and timeframe of projects, as well as certain construction activities causing disruptions or access restrictions. Increasein disease Make certain that there is good drainage at all during construction Contractor RPWD Specification Water-bome constructionareas, to avoid creation of stagnant Health Dept., GOR 120, 121,122, Insect-borne waterbodies especially in urban/industrialareas, Communicablediseases includingwater in old tires. Provide adequate sanitation and waste disposal At start-up at constructioncamps. Provide adequate health care for workers and Throughotit locate camps away from vulnerablegroups. construction AccidentalI .isks from Effective safety and waming measures will be During construction Contractor RPWD Specification blasting taken to reduce accidents. State Police, 302, 305.22 - along road vay Blasting will not be carried out during rush Mining Dept. - in quarries hours so as not to cause trafficjams and injuries. The management and use of blasting materials will be in strict conformity with the safety requirementsfor public security. CulturalResources If archaeological relics or remains are Throughout Contractorwith RPWD Specification201.2 discovered, the ASI should be notified construction ArchaeologicalSurvey immediately. The construction should be of India stopped until authorizeddepartment assesses the remains. Archaeologistswill supervise the excavation to avoid any damage to the relics. ocationO camps depots and Locationof camps depotsand storage areas shall Throughout Contractor RPWD Specification 120, storage area; be as per the contractspecifications. Construction 121, 122
ILouirBerge hierniionaJl. Inc.. B(LEOM. ('ES antdEI Page 4-9 RajasthanSUm tl 1h9)n%la'!ns Project rIA -Kota corridor - Angist199,Y
EnvironmentalImpact MitigationMeasures taken or to be taken Time frame Implementing Responsible Contractual Organization organization Clause Constructionof New Hand Any additional hand pumps required as a result DuringConstruction PHntED RPWD Specification2l0a . Pumps of Resettlement. All existing hand pumps that will be affected by the project will be replaced as per the provision of RAP Accidentof hazardous COMPLIANCE with "Rules" as defined in Prepareplan within 6 RPWD EMMP |materials Environmental (Protection) Act, 1986, months of Flying Squad of including: commencementof Motor Vehicle For delivery of hazardous substances, three constructionand Dept. and State certificates issued by transportation department familiarizecontractor police are required permit license,driving license, and with Spill Contingency guarding license. Vehicles delivering hazardous Plan at start of work substanceswill be printed with unified signs. and implementation Public security, transportation and fire fighting measuresare required. departments will designate a special route for these vehicles. These vehicles can only be harbored at designated parking lots. This project's hazardous substances will be administered by highway management department registration system, as specified in EPA, 1986 lIn case of spill of hazardous materials,report of the relevant departments will be informed at once and will deal with it in accordance with l ______the spill contingency plan. Developmentof Parks against At Salavatia village a portion of communal DuringConstruction Revenue Department, Gram Panchayat Project specific loss of communal space (Park) will be affectedby the project. Gram Panchayatand RPWD mitigation included (Community)areas This will be suitably compensated in the same PWD. in the contract settlement. costs. OPERATIONAL PIhASE I I AIR __ Dust Replace roadside trees lost to constructionat 10 Immediatelyafter area 1ForestDepartment RPWD, EMU | Specification for I basis and encourage new afforestation is no longer disturbed lI Il projects. I
.obn/sIerger Internationtal.hni../,C'EOM ( 'ESnnaI E0 Page4-10 4 Reajast/ai Suitte Iigig'nys Projece EA-Koea C.orridor - 4Iugutst/998
^Environmen`tal Impact Mitigation Measurestaken or to be taken Time (rame Implementing Responsible Contractual I______Organization Organization Clause Pollution Check vehicular emissions of CO, HC, NO, After completionof Motor VehicleDept. Motor Vehicle Environmental SPM, RPM enforce Pollution Under Control construction Dept. Managementand (PUC) Programs. The public will be educated Forest Department EMUof RPWD MonitoringPlan about the regulations on air pollution of (EMMP) vehicles. Monitoringair pollution Afforestation programs - Tree Plantations |Noise - The use of sound barriers or other nieasures After completion of Motor VehicleDept. RPWD EMMP should be considered where warranted. The construction EMU public will be educated about the regulationson Motor Vehicle noise of vehicles. ____R_Dept._
______WATER ______Contaminationfrom spills Contingencyplans for clean up of spills of oil, If not existing should Flying Squad of Motor Flying Squad of EMMP due to trafficmovement and fuel, and toxic chemicals. be developed vehicle Dept. and State Motor vehicle accidents Police Dept. and State
______.______,______Police ____Poic M9aintenanceof StormWater The urban drainage systems will be periodically Beginningand end of RPWD3Municipal EMMP DrainageSystem checked and cleared so as to ensure adequate monsoon Corps. . storm water flow. ______FAUNA _ _ Collisionwith wildlife Post signs for Wild Life Crossing. {At end of Construcftion Forest Dept. ]| DRPWep G EMMP IOII EMU Forest Dept. GOR I Accidentof hazardous COMPLIANCE with "Rules" as defined in During Operational RPWI)- EMMP materials Environmental (Protection) Act, 1986, stage Flying Squad of including: Motor Vehicle For delivery of hazardous substances, three Dept. and State certificates issued by transportation department police are required permit license, driving license, and guarding license. Vehicles delivering hazardous substanceswill be printed with unified signs. , Public security, transportation and fire fighting departments will designate a special route for these vehicles. These vehicles can only be harbored at designatedparking lots. In case of spill of hazardous materials, report of the relevant departments will be informed at once and deal with it in accordancewith the spill contingencyplan. I
L,,is BinergerI,(tern,tionta Inc., R('EOAI, CES mtid E('/ Page 4-1I Raijasthin .Sote lligih ways Project EMA-KotnC.'orridtor - Autgust I YYd
|Enviro=ilnental Impact Mitigation Measures taken or to be taken Time frame Implementing Responrsible Contractual Organization Organization Clause |Safety and Xtoise disturbance New buildings are prohibited within 50 m oftthe Throughout and after Env. Eng. of each RPW[ IRC 35-1971 edge of Carriage way. No new schools and project development Division of RBD and IRC 79- 1981 hospitals are allowed within 200 m of the 10 m period planning Department IRC 93- 1995 frbm the edge of Carriage way.
* An Ervironmental Management Plan prior to the commencement of construction, indicating how the Contractor plans to implement environmental requirem znts as stated in contractual sub clause 19.1 titled "Protection of environment" is also required.
LoutisIkri'er Internialonal. ne., IJ'CEOM.CIXS and ECIi Page 4-12
S ~~~~~~~~ ...... ,_.._. Borrow Pits. Borrow areas will be located outside the ROWs and restoration of the pits will follow the completion of works in full compliance with the new Indian Roads Congress (IRC) specifications. Although locations of the borrow areas are negotiated between contractor and landowners,arrangements for opening and using material borrow pits used within the RSHP will contain enforceable provisions. The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner to the satisfaction of the Supervising Engineer, will be required 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 the borrow pits will be saved and reused in re- vegetating the pits to the satisfaction of the Engineer. Additionalborrow pits will not be opened without the restoration of those areas no longer in use.
* Erosion Potential. Spillage ways will be lined with riprap to prevent undercutting and drains will be provided at points where surface flows during the monsoon currently overtop the road, depositing soil and debris of the existing pavement, thereby creating serious hazards to traffic after storms. Improvements in drainage structures will better contain the intermittent flows to existing drainage ways and lessen sheet erosion which may occur now when the road is overtopped by flash flooding. Mitigation plantings and fencing will be provided to stabilize the soil and reduce sheet erosion which occurs regionally due to overgrazing and trampling of the ground surface by livestock.
4.1.2 Geological & Seismic Considerations
Potential Impacts. Substantial quantities of crushed rock and sand will be required for the both concrete and the macadam-based pavements normally constructed in Rajasthan. As noted in the foregoing statement of Baseline Conditions, commercial quarries are found throughout the Kota- Bijolia-ChittorgarhCorridor. The Project will impact these resources by increasing the rate at which they are consumed, but it is unlikely to cause or contribute significantlyto their depletion. Sources used for road upgrading materials will depend upon the location of the segment being upgraded. Rock materials will be obtained from commercial suppliers and hauled by road to the segment being upgraded as needed. Existing sources in active operation are expected to be used in most cases although contractors may elect to use other supply options provided they are cost competitive and provide rock meeting established quality standards.
Mitigation.Quarry operations are independently regulated activities and outside the purview of the RSHP. It is, nonetheless, appropriate that consideration be given to the environmental implications in selection of quarry sources. Poorly run operations may create dust problems, contribute noise pollution, ignore 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 are not available the contractors may be made responsible for setting up their dedicated crusher plants at approved quarry sites. Efforts will be made to use accumulated stone waste commonly found along the roadway as a construction material. Other than the actions as noted and adherence to good engineering practice, no mitigation actions related geological and seismic characteristics are warranted. Designs of all structures including bridges have taken the area's seismic characteristics into account.
Louis Berger Internationnl, Inc.. BCEOM.CES and ECI Page 4- 13 Rajasthan State Highway Project EIA-KotaComdor- August 199
4.1.3 Soils
Potential Impacts. No significant loss of prime soils or other adverse impacts to soils are anticipated. Areas requiring soil stabilization have been identified during study reconnaissance surveys and fully taken into account in the construction design documents.
Mitigation. Actions to avoid potential impacts and soil erosion are fully detailed above in Section 4.4.1 under the sub-heading of Altered Road Embankments. Other than these actions, no additional mitigation actions related to soils are warranted.
4.2 WATER RESOURCES
4.2.1 Surface Hydrology
Potential Impacts. Streams crossed by the Kota-Bijolia-ChittorgarhCorridor are all intermittent. Proposed improvements to drainage structures will facilitate passage of high flows and reduce scouring and bank erosion in the vicinity of the road, ensuring the integrity of the road surface even during peak monsoon rainfalls. No impacts on water quality or availability of water for domestic or agriculturaluse will occur. Storm drainage will be upgraded to accommodatethe 50-year flood. The increased runoff due to widening of the roadway will be statisticallynegligible. Water quality in roadside reservoir / lakes! ponds adjacent to the ROW may show slight improvements after road upgrading due to reduced erosion from improved roadside berms and embankment slopes stabilized or protected by rip-rap or other material including vegetation to prevent soil erosion.
Mitigation. The proposed upgrading will reduce erosion from the roadway and will result in minor improvements in water quality (i.e. reduced silt loads). Care was taken in the design stage of the Project to provide side drainage in villages and towns. Improvementsin side drainage will result in significant improvements in human health conditions in virtually every community along the alignmentby reducing human contact with pollutants and disease sources.
Where practical, widening of the roads will be undertaken on the side away from tanks or other water bodies, but where this is not possible then slope protection will be installed until embankment surfaces are stabilized. Care was taken in engineering design to ensure that the road drainage provisions and the new embankments do not alter the current status of natural water bodies and irrigation structures adjacent to alignments. In addition to adherence to good engineering and constructionpractices and the enforcement of contract provisions for related to drainage during both the construction and operational stages of the Project, the newly created and RSHP-supported EMU/PWD will coordinate with local land use planning authorities to ensure that any future developmentsalong the existing ROW in the vicinity of all sensitive areas. Contract provisions will ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities.
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4.2.2 Wetlands
Potential Impact. No adverse impacts to, or significant alterations of, area wetlands are anticipated in the Kota-Bijolia-ChittorgarhCorridor.
Mitigation. Nore required.
4.2.3 Subsurface Hydrology
PotentialImpacts. No impacts to groundwaterresources are anticipatedas a result of the proposed actions in the Corridor. Wells/hand pumps within the proposed construction zones were avoided whenever possible by shifting the alignment whenever possible. There will be no net loss of water access points.
Mitigation. In the event that wells must be relocated, temporaryalternative water sources (e.g., new wells, trucked potable water) will be provided to ensure that local residents have ready daily access to clean water. In such cases, EMU will be responsible to arrange potable water to residents.
4.2.4 FloodlInundation Characteristics
Potential Impacts. New road construction has been implicated in floodwater retention and water logging of adjacent soils (Singh 1996).Common practice in some cases is to raise the road formation level in flood prone areas without installing culverts or other cross drainage structures which would allow flood waters to equilibrate or pass freely. This practice aggravates local flooding conditions both by prolonging the flood period and by heightening the flood level on the upstream side of the roads.
Mitigation. The RSHP will ensure the provision of adequately sized drainage structures at regular intervals in flood-prone areas and at crossing points (e.g. intermittent streams). The present "Irish crossings" of intermittent that interrupt traffic flow during the monsoonseason will be eliminated.
The RSHP will install adequately-sized drainage channels to accommodate25-year flood levels and. will stabilize downstream slopes with concrete, or rock gabbions,or walls to avoid erosion. Care will be taken to provide side drainage in villages and towns where street levels often are near or above the ground level of adjacent houses.
4.3 BIOLOGICAL CHARACTERISTICS
4.3.1 Plant Species
Potential Impacts. No impacts to threatened or endangered plant species are anticipated. Plant species present within the ROW are either introduced species or ubiquitousnative species which are highly tolerant of grazing, compaction, and other physical disturbances. Construction activities will impact only a narrow band of vegetation adjacent to the existing highway. Large evergreen trees have been avoided wherever feasible by design modifications/alignmentshifts. All publicly owned trees along the ROW are within the purview the State Forest Department and considered to be part of the State Forest Reserve. Their removal must be approved by the MOEF and they must be replaced by planting at least twice the number of trees removed. Any use of Forest Reserve areas requires
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Forestry Department and Central Government clearance and will be subject to compensation as per GOI policy. Very few areas outside the ROW will be affected. (See Land Use discussion below).
Improvements within the Kota-Bijolia-ChittorgarhCorridor will require removal of approximately 3,500 trees. The issue of tree removal is one of particular relevanceto any road project in India, as the trees provide shade for travelers in an otherwise hot and dusty country and avenue planting has an aesthetic appeal. (See section 4.8.5 below.)
Mitigation. A generous program of compensatory reforestation is proposed not only to replace the trees which must be cut to accommodatealignment widening and improvements in geometric design required to meet safety standards, but also to upgrade the condition of adjacent sanctuaries and protected forest areas. The Project will contribute positively to the conservationof bio-diversity by adopting an aggressive approach with plantings to replace trees removed. Trees will re re-planted at a rate of ten planted for each one removed.
4.3.2 Wildlife Species
Potential Impact. Although the Corridor abuts two existing wildlife sanctuaries and a Closed wildlife, impacts on wildlife are expected to be insignificant. Current habitats along the Corridor are highly degradedand wildlife species most susceptible to collisionswith traffic are generally found in more remote locations (e.g. near the Chambal River and in inaccessibleravines) where forest cover is in much better condition. The seventy-fourspecies of wildlife recordedalong the alignment (Exhibit 34) are highly tolerant of human disturbances (Berger and Gochfield, 1991) including traffic. The rare species reported to occur in the wildlife areas are generally secretiveand unlikely to occur in the degradedopen habitats along the ROW or in areas adjacent to it. Limited (five-year) mortality of wildlife has been noted on the current highway (Bissa personal communication). Endangered species potentially present within wildlife sanctuaries and closed area could be subjected to additionalpoaching and habitat degradation due to grazing and lopping activity within the Corridor.
Considerationhas been given to potential direct impact to wildlifeunder the following headings:
* HabitatLoss. Improvements within the Kota-Bijolia-ChittorgarhCorridor will occur within the existing ROW or previously disturbed agricultural areas with little loss of habitat. Bypasses are located only in areas previously disturbed by agriculture or other uses. Borrow pits and quarries used for the purposes of the improvements will be restricted to licensed areas previously disturbed. No significant habitat loss is anticipated.
* Habitat Fragmentation. It is recognized that when a road cuts through an ecosystem, the sum of the parts created is less that the value of the initial whole, even when the habitat lost is ignored. Ecosystems are characterized by complex, interdependent relationships between component species and their physical environment, and the integrity if the ecosystem relies on the maintenance of those interactions. Roads tend to fragment an area into weaker ecological sub-units, thus making the whole more vulnerable to invasion and degradation. In this instance, however, the fact that the road already exists minimizes any potential for habitat fragmentation.
* Wildlife Migrations. Most animal species tend to follow established patterns in their daily and seasonal movement patterns. A road blocking a wildlife corridor results in either a cessation in its use because animals are reluctant to cross the road, an increase in mortality due to collisions, or a delav in migration natterns. In this instance. the fact that the road already exists minimizes any potential for migratory restrictions.
LouisBerger International. Inc.. BCEOM, CES and ECI Page 4-16 RajasthanState Highway Project EIA-KotaCorridor - August 1998 a Aquatic Habitat Damage. Road development may have serious and far-reaching impacts on aquatic ecosystems. Erosion can lead to downstream siltation, thus ruining spawning grounds for fish. Constrictionat crossings can make the current too fast for some species. In this instance, the fact that the road already exists and crosses only intermittent streams in a semiarid environment minimizesany potential for aquatic damage.
* Accidents Involving Wildlife. Accidents involving wildlife attempting to cross the road are a potential impact faced by any road project. In this instance, the road and the potential for such impact already exist. The possibility of such accidents could be exacerbatedto some degree due to the increased travel speeds made possible by the proposed road improvements.
Considerationhas also been given to potential indirect wildlife impactsunder the following headings:
* Accessibility. Penetration of previously unmodified areas and upgrading existing roads generally facilitates an increase in the number of people having access and is accompaniedby an increase in the likelihood of impacts. In this instance, the road already exists and although movement along it will be facilitated, the proposed improvementswill not result in a significant increasein accessibility.
* EcologicalDisequilibrium. The importation of new plant and animal species.along a ROW can upset the dynamic balance which exists in the ecosystem. Native species face competition for resources from new arrivals. Predator-preyrelationships can be altered, often to the detriment of the native species. In this instance, the fact that the road already exists minimizes any potential for ecologicaldisequilibrium.
* 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 vehiclesis anticipated as a result of the proposedProject.
Mitigation. To ensure that speeds in the vicinity of sensitive areas are adequately controlled, and to mitigate the potential impact related to increased travel speeds in the area, warning signs will be placed at five-kilometer intervals along the portions of the alignment which abut the boundaries of wildlife areas. Noise strips (also known as rumble strips) will be placed on the road at the point at which it crosses the boundaries of wildlife areas. The newly created and RSHP-supported EMUIPWD will also coordinate with local land use planning authorities to ensure that any future developmentsalong the existing ROW in the vicinity of all wildlifereserve areas are-compatible.
4.4 LAND USE
Potential land use impacts are discussed under three sub-headings:Construction-Related Land Use Impacts,Regional Land Use Pattems, and Impacts to Parks, Sanctuariesand Closed Areas.
4.4.1 Construction-Related Land Use Impacts
Potential Impacts. Construction activities present potential impacts to land uses that could have long-term effects in certain circumstances. Construction workers camps, for example, constitute a temporarv land use change and raise issues related to:
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* Unauthorizedtree felling to get fuel-woodeven when altemative fuel is made available,
* Poaching of edible animals and birds of the locality in spite of prohibition,
* Poor sanitation arrangement and impropermethods used for disposal of solid wastes and effluent,
* Indigenous people getting invaded by imported construction labor-force, due to lack of discipline,
* Transmission of communicable diseases to the local people by the construction workers due to inappropriatehealth monitoring facilities, and
* Creating hazardous traffic flow at constructionsite due to lack of concern about the local needs.
Mitigation. To avoid the possibility of such impacts, contracts for the RSHP activities require construction operators to attend to the health and safety of their workers, maintain and cleanup campsites, and respect the rights of local landowners. If located outside the ROW, written agreements with local landowners for temporary use of the property will be required and sites must be restored to a level acceptable to the owner within a predeterminedtime period.
4.4.2 Regional Land Use Patterns
Potential Impacts. Although localized land use changes will occur, no significant changes in existing regional land use pattems are expected as a result of upgradingof the existing highway. The majority of the land is devoted to mining activities; agriculturalproduction or public use in the form of forestland, military land, sanctuaries or closed wildlife areas. A transfer of forestland will be required to support the proposed road widening as discussed in detail below. These land uses impacts, however, are localized and unlikelyto change the regional land use pattems.
The highway upgrade will facilitate better economic conditions for local residents who are able to get 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 nor are there anticipated to be development of industrial zones, strip developments or other commercial endeavors which might result in substantial changes in the demographics of the region.
Road improvements are also likely to contribute to continued growth of the eco-tourism business in Rajasthan and to facilitate demand for wildlife viewing areas. The two reserve areas within the Corridor (Jawahar Sagar and Bassi) are ideally situated to capitalize on this demand. Both have water resources that concentrate wildlife and offer opportunitiesfor visitors to view wildlife animals from the relative comfort and safety of a boat. Both sanctuaries are within easy driving distance of towns which have plentiful accommodationsand which are already well-knowntourist destinations. Visits are currently being encouraged (Bissa 1996, Ziddi 1998). Enhanced access to the sanctuaries will contribute to this potential.
Travel services (e.g. sleeping areas, food and drink), particularly those in the northem portion of the Corridor between Bijolia and Kota, are likely to benefit from substantialincreases in through traffic which currently detours around this stretch of the highway by going north through Bundi (thereby avoiding the section of the alignment now in worst condition).
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Mitigation. In addition to adherence to good engineering and construction practices and the enforcementof contract provisions during both the constructionand operational stages of the Project, the newly-createdcand RSHP-supported EMU/PWD will coordinate with local land use planning authoritiesto ensure that any future developmentsare adequatelycontrolled in the vicinity of wildlife sanctuariesand other sensitive areas.
4.4.3 Impacts to Parks, Sanctuaries, and Closed Areas
PotentialImpacts. The RSHP will require the transfer of approximately46.36 hectares of forestland as indicated by Exhibit 4-2. This impact, however, is more apparent than real and is due in part to the fact that legal title to the existing ROW has not previously been transferred to PWD. Roughly half of the land to be transferred is within the existing de facto ROW of the existing roadway. In many locations it is marked by either walls or existing as cleared berms. The neighboring land is heavily grazed, mostly devegetated. Its transfer to PWD will have no significant impact on the quality of habitat available to wildlife in these areas.
EXHIBIT 4-2 FORESTLAND REQUIREMENTS KOTA-BIJOLIA - CHITTORGARHCORRIDOR (In Hectares)
Total Minimum . Actual Total Total Additional Net Forest Length Land Existing Minimum Forestland Land District of Requirements' Transport Additional Requirements3 Requirement 3 Road . Corridor Land ' Kota 26 52 17.78 34.0 32.76 30.42 Bundi 33 66 9.9 12.6 12.6 7.2 Bhilwara 42 84 121.2 8 Nil Nil Chittorgarh 71 142 213 Total 172 344 361.88 55.6 46.36 38.62
Notes: 1. Assumesa minimum20-meter ROW. 2. Requiredlegal transfer including the existing de facto ROWnot previously transferred to PWD. 3. Excludingthe existing de factoROW.
Upgrading of the highway and secondary land use impacts are expected to have little direct or indirect impact on the wildlife of the area (See Section 4.3.2 above). It will, however, permit a greater segment of the public access to view points where they can enjoy seeing species that are becomingever rarer in India, thereby increasing the area's tourism potential and providing a demand for higher levels of maintenance. The RSHP improvements will also have a generally beneficial impact on the maintenance of wildlife and other protected areas. The sanctuaries currently have difficulty patrolling the wildlife areas because of poor access road. They also have problems restricting uncontrolled access to the roadside areas by the herds of livestock which traditionally use the region during dry periods. The RSHP will have an indirect beneficial impact on the level of maintenanceservices and patrol activities by facilitating access.
Mitigation. The impact of officially convertingthe required hectares from their official designation of forestland to PWD use will have no significant impact. As noted above, actions to mitigate tree loss in these areas, as well as the other portions of the ROW not requiring a land transfer will be mitigated by an intensive tree-planning program. The transfer will present no significant adverse impact to area wildlife as discussed above. No additional mitigation actions related to the proposed land transfer, other than those already incorporated in the Project, are considered warranted.
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4.5 ECONOMIC INTERNAL RATE OF RETURN (EIRR)
Potential Impact. The primary impact of the Project will be to improve the performance of the transport sector and greatly facilitate the flow of traffic, goods, and travelers. The Project is also expectedto substantially benefit the economic growth of central Rajasthan.
Economic intemal rate of return (EIRR) is a criteria used for economic evaluation of projects such as the RSHP and is defined as the annual rate of return generated by the investment. It is calculated in terms of a base case and is a means of evaluating the economic benefits. The calculations depend on administeredprices and net of taxes, duties and royalties. The economic benefits that are normally consideredin evaluating EIRR are:
* Savings in vehicle operating costs; * Time savings for passengers and goods; and * Savings in road maintenance cost.
The EIRR depends on various factors including:
* Traffic volumes; * Roughnessvalues that indicate the state of the road; * Presenceor lack of shoulders that can carry traffic percentages;and * Side friction and percentage of slow traffic.
Anticipated improvements in these variables after upgrading of the highway are used in the calculatingthe economic benefits.
The Kota-Bijoliasegment of the alignment had an EIRR of 35.5 % and from Bijolia-Chittorgarhthe EIRR was 26.2 % indicating relatively high rates of return for the economic investments required to undertake improvements.
Mitigation. The Project has been specifically designed to mitigate adverse transportationconditions. No mitigation actions related to transport, other than those actions already incorporated in the RSHP, are considered warranted.
4.6 CLIMATE & AIR QUALITY CONSIDERATIONS
Noise issues are addressed in two phases: the construction phase and operational phases. Potential impacts and mitigation actions related to them (if any) are identifiedin each phase as follows.
4.6.1 Construction Phase
Potential Impacts. Potential air quality impacts during the constructionphase of the Project can be anticipated due to fugitive dust generation in and around constructionactivities and related activities such as plants for crushing rocks, hot-mix and asphalt plants.
Mitigation. Asphalt and hot-mix plants will be located at least 500 meters away from the nearest sensitive receptor (e.g., school, hospital). Operators will be 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 water sprayed to keep them
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Potential significant adverse impacts to adjacent residents or site employeesduring construction will be mitigated by either discontinuing until favorable conditions are restored, or, if warranted, sites may be watered to prevent dust generation,particularly at crushing plants. Machinery and equipment will be fitted with pollution control devices, which will be checked at regular intervals to ensure that they are in working order. Best available pollution control technologieswill be required.
4.6.2 Operational Phase
Potential Impacts. The net air quality impacts during the operational phase of the Project are beneficial when measured against a basecase that takes growth and related factors into account. Improvements in road surface condition and traffic capacity will alleviate local congestion and improvetraffic flow, thereby reducing engine idling and the contributionit makes to local air quality degradation: With improved vehicle performance on a new better, and wider, road surface, the air pollution should actually be reduced. Paving and provision of adequateside drainage in villages will significantly reduce human exposure to air pollution, including both vehicular emissions and roadside dust saturated with sewage is a health concern in most communities.
Mitigation. No mitigation actions related to air quality in the operationalphase of the Project are considered warranted. However the Environmental MonitoringUnit (EMU) to be established under Project Implementation Unit (PIU) will be responsible for monitoring all environmental aspects includingair quality if required by the circumstances. EXHIBIT 4-3 TYPICAL NOISE LEVELS 4.7 NOISE ASSOCIATED WITH HIGHWAY CONSTRUCTION Noise issues are also addressed in two phases: the construction phase and l ACTVITY NOISE LEVELS IN operational phases. Potential impacts and dBA mitigation actions related to them (if any) l are identifiedin each phase as follows. Grading & Clearing 84 Excavation 89
4.7.1 Construction Phase Foundations 88 Erection 79 Potential Impacts. Temporary impacts in the Finishing 84
immediate vicinity of the Project may occur due Nisi ______Notes: Measured as L,~assuming 70 dBA AmbientNoise Level. to construction. The magnitude of impact will Source: U.S. EnvironmentalProtection Agency, 1971. depend upon the specific types of equipment to be used, the construction methods employed and the scheduling of the work. General conclusions can be based on the types of construction work anticipated, the types of equipment required and their associatedrange of noise levels.
In India no national standards are available for highway constructionequipments, at the same time for World Bank aided projects there are norms to use the construction equipments of international standards. The construction activities will consist mostly of excavation for foundations and grading. Exhibit 4-3, Typical Noise Levels Associated with Highway Construction,and Exhibit 4-4, Typical
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Noise Levels of Principal Construction Equipment,provide representative construction noise levels associatedwith the project activities.
Construction noise is generally intermittent and depends on the type of operation, location and function of the equipment and the equipmentusage cycle, and attenuates quickly with distance.
Potential construction related noise levels of 85-90 dBA at 50 feet from the source would be reduced to less than 62 dBA 2,000 feet from the source. Excavation noise levels, for example, assuming bulldozer 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.
Mitigation. Noise impacts during the constructionphase will be mitigatedthrough the use of:
* 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; and regular equipmentmaintenance will be undertaken.
* Site Controls, i.e., requirements that stationary equipment will be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shieldingmechanisms where possible. • Time and Activity Constraints,i.e., operations will be scheduled to coincide with periods when people would least likely be affected; work hours and work days will be limited to less noise- sensitive times. Hours-of-work will be approved by the site engineer having due regard for possiblenoise disturbance to the local residents or other activities. Construction activities will be strictly prohibited between 10 PM and 6 AM in the residential areas.
* Community Awareness, i.e., public notification of construction operations will incorporate noise considerations; methods to handle complaints will be specified. sensitive receptors as possible (i.e., aggregate crushers, operators, etc.); disposal sites and haul routes.
4.7.2 Operational Noise
Potential Impacts. Sources of road noise during the operational phase of the Project considered in the environmentalassessment include:
* Vehicle Noise - No significant increase in the volume of traffic within the Corridor is expected to result from the proposed action. Operational noise may be reduced in some areas due to the alleviationof stop-and-go traffic conditions.
* Road Noise - Frictional noise from the contact between tires and pavement contributes significantly to overall traffic noise. The level depends on the type and condition of the pavement. Frictional noise is generally greatest at high speeds and during quick breaking. The necessity for these actions will be reduced as a result of the proposed Project and overall noise levels within the Corridor will be reduced accordingly.
• Driver Behavior. Drivers contribute to road noise by the use of homs, the playing loud music, shouting and causing tires to as a result of sudden breaking or acceleration. Alleviation of the frustrations due to the adequacy of the current road conditions will lead to reduction in noise levels resulting from these factors.
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* Constructionand Maintenance. Road construction and maintenance generally require the use of heavy machinery. Although these activities may be intermittent and localized, they nevertheless contribute to the noise levels to the areas in which they occur. The RSHP will provide improved maintenanceon a routine basis.
* Human Welfare. Although it may not be consciously perceived, chronic exposure to noise can affect human welfare in varying degrees, both physiologically and psychologically. Chronic noise exposure can be a source of annoyance, creating communicationsproblems and leading to elevated stress levels and associated behavioral and health effects. It can cause auditory fatigue, temporary and permanent lessening of hearing ability, sleep disorders and contribute to childhood leaming problems. Net operational noise levels are expected to be reduced by the RSHP due to the alleviation of congestion, thereby obviating the potential for noise impacts on human health.
* Vibration. The vibration induced by the resonance of traffic noise can have a detrimentaleffect on structures and can be a particular concern in the case of cultural heritage sites or lightly constructed buildings not designed to withstand such vibrations. No significant increases in vibration levels are anticipated as a result of the proposed action nor are there expected to impacts on neighboring structures.
• Wildlife Disturbance. Noise may prevent many animal species from approaching or crossing road corridors, thereby effectively rendering roadside habitat areas inaccessible to some species. No significant impact on wildlife is anticipated as a result of the proposed action since habitats near the alignmentare highly degraded and inhabited by disturbancetolerant wildlife species.
Mitigation. Estimated noise levels due to road use following construction warrant considerationof mitigation actions in regard to those sensitive receivers for which noise levels may exceed the ambient noise standards specified by the Central Pollution Control Board and presented by the foregoing Exhibit 3-18. Sensitive receivers within the Corridor are tabulated by the foregoing Exhibit 3-19. Mitigation at these locations will include the posting of signs prohibiting the use of horns and, to the extent possible, landscape plantings and construction of walls to serve as noise barriers.
During the operation phase EnvironmentalMonitoring Unit (EMU) will monitor the activities as per the EnvironmentalAction Plan for a period of five years. EMU shall be responsible for any required monitoring and mitigation action.
4.8 SOCIO-ECONOMIC CHARACTERISTICS
Impacts to the social welfare of local residents and travelers may occur because of direct effects on cultural resources (e.g. shrines), highway safety, or the residents' abilities to obtain their livelihoods due to loss of commercial facilities or agricultural land. Indirect economic effects may also occur due to impacts to area resources, or goods, or if the availability of services. Both beneficial and negative impacts are possible. These factors were assessed during road reconnaissance trips made by the environmental and social specialists and were further reviewed in the economic evaluations carried out as part of the feasibility study. Impact mitigation measures are outlined in the Resettlement Action Plan which is being submitted separately. These impacts and mitigation related to them can be summarized under the headings proposed by the World Bank in its guidelines for road projects as follows.
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EXHIBIT 4-4 TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT (Noise Level in dBA at 50 Feet)
CLEARING Bulldozer 80 Front end loader 72-84 Dump truck 83-94 Jack hammer 81-98 Crane with ball 75-87
EXCAVATION AND EARTH MOVING Bulldozer 80 Backhoe 72-93 Front end loader 72-84 Dump truck 83-94 Jack hammer 81-98 Scraper 80-93
STRUCTURE CONSTRUCTION Crane 75-77 Welding generator 71-82 Concrete mixer 74-88 Concrete pump 81-84 Concrete vibrator 76 Air compressor 74-87 Pneumatic tools 81-98 Bulldozer 80 Cement and dump trucks 83-94 Front end loader 72-84 Dump truck 83-94 Paver 86-88
GRADING AND COMPACTING Grader 80-93 Roller 73-75
PAVING Paver 86-88 Truck 83-94 Tamper 74-77
LANDSCAPING AND CLEAN-UP Bulldozer 80 Backhoe 72-93 Truck 83-94 Front end loader 72-84 Dump truck 83-94 Paver 86-88
Source: U.S. Envirornental Protection Agency, Noise From ConstructionEquipment and Operations.Building tquipment and HomeAppliances, NJID, 300.1, December 31, 19 i1.
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4.8.1 Communities and Their Economic Activities
Potential Impacts. Potential community impacts are those likely to affect communities as an economic and social entities. Closely related impacts which may have community-wide implications, but which tend to acquire their significance from their effects on individuals, are addressed primarily in Subsection4.8.2 (Land Acquisition and Resettlement). Potential community- level impacts have been considered under the following headings:
* Economic Enhancement. One of the primary objectives of the RSHP is to improve highway conditions so that traffic can flow more smoothly and efficiently between market and manufacturing centers. Proposed improvements in pavement width and surface condition are expected to be greatly facilitate movement of people, produce, and products along these established travel corridors. Local residents will benefit from easier access to the market place and improved traffic safety. Manufacturers and processors will benefit from more reliable transportation links between suppliers of raw materials and major markets both within and outside Rajasthan. Consumers, in turn, may be able to more readily access these markets to obtain goods which previously might have been either unobtainableor prohibitively expensive.
* Split Communities. Road projects often have a potential to split communities, particular in situations that require new ROW acquisition through existing communities. In this instance, however, the Project will rely almost entirely on the use of the existing ROWs. No instances of split communitieswill occur.
• Loss of Roadside Community Business and Social Activities. The RSHP may, to some degree, impact both business and social activities within or adjacent to the existing ROWs, particularly at intersections. Conflicts and safety concerns may arise when road improvement plans call for widening or relocation of the roadway and reducing encroachments and access. It is recognized that these activities may play an important part in the social and economic life of the community and that economic impacts could include loss of businesses and customers, induced need for capital investments and high opportunity cost losses. Within the RSHP, these potential impacts are localized and considered as part of the Project's land acquisition and resettlement impacts in Section 4.8.2. and the Project's ResettlementAction Plan (RAP).
* Impacts on By-Passed Communities. Road realignmentsto bypass problem areas will have the positive benefit of reducing the immediate impacts of the traffic on the community and local commercial activities may flourish as a result. 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 patterns. In this instance,however, although minor bypasses may be included in the Project where re-alignments are necessary, none of these minor bypasses will result in major diversions of local traffic or loss of business within the community as a whole. Potential impacts on individualbusinesses are assessed on a case-by-casebasis within the Project's RAP.
* Impacts on Current Modes of Transport. Measures which impederoad crossings, control bus stops, restrict parking of informal public transport vehicles may reduce the attractiveness of current transport modes on some highway projects. Increases in travel distances for short trips, especially those by foot or other non-motorized transport, have been considered in the impact assessment where warranted. No actions resulting in reductions in the attractiveness of current modes of transport are anticipated as a result of the proposed Project within the Kota-Bijolia- ChittorgarhCorridor.
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Impacts on Tourism. The RSHP is expected to have predominantly positive impact on the tourism potential of the areas served by the improved roadways as noted in the foregoing discussion of regional land use patterns.
* Impacts Related to Culture Shock. Rapid exposure of isolated communities to increased comrnmunicationand contact with the outside world may lead to significant community impacts referred to as "culture shock". Potential impacts of this nature are closely associatedwith impacts to indigenouspopulations as discussed in Section 3.8.3. No impacts of this nature are anticipated as a result of the RSHP.
* GentrificationImpacts. "Gentrification" is a tern applied to situations in which the value of land in a particular area is increased by infrastructure improvements leading to higher rental values, occupancyturnover and a replacement of previous tenants and residents by those who can afford higher rents. No impacts of this nature are anticipated as a result of the RSHP.
Mitigation. Mitigation for individuals and business affected by the proposed Project are separately addressed by the Project's RAP. Community-level mitigation and/or enhancement actions will include the provision of bus stops and other communityamenities as detailed by the RAP.
4.8.2 Land Acquisition and Resettlement
Potential Impacts. Land acquisition required by the Project in the Kota-Bijolia-Chittorgarh Corridor will include the acquisition of approximately 52 hectares of land technically classified as forestland. Most of this acquisition, however, is due to the fact that the existing and long-established ROW has nor been officially recognized as ceded to highway use.
Additionalland acquisition and potential impacts to Project-AffectedPersons (PAPS) are the subject of a ResettlementAction Plan (RAP) has been prepared as a part of the RSHP. Definitive surveys have been undertaken as a part of the RAP and summarized in the formnof a table of PAPS identifying the type of persons affected (e.g., owners, tenants, employees, squatters); the type of property impact (e.g., farm size reduced, house or shop acquired, access limited); and the type of personal impact (e.g., reduced livelihood, lost house). Residential impacts have been tabulated through an inventory of residences affected and the extent of property acquisition. Impacts on businesses have been estimated on the basis of temporary financial loss and/or the cost of relocation and re-establishment. Economic losses tabulated for farms include the value of crops and loss of earnings.
Because in many cases PWD has only a ROW equivalent to the existing roadway, acquisition of additional ROW to accommodate road widening and minor shifts in alignment for safety will potentially impact a substantial number of people. At present several altematives are being considered as follows:
* Acquisitionof a full 30-meter ROW;
• Acquisition of a 30-meter ROW where essential for alignment shifts and bypasses, but only 20 meters on other sections of the highway; and
* Acquisitionof a 20-meter ROW throughout.
A detailed analysis of all the above altematives have been carried out and detailed in Resettlement
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Action Plan. Out of the above three altematives the second alternative of acquisition of 30 meters ROW where essential for alignmentshifts and bypasses but only 20 meters on other sections of the highway has been chosen and fit into the design and Resettlement Action Plan (RAP) requirements. The major factors considered for the final selection of altemative included total land requirement under private and public ownership,number of people effected and other State Highways Standards.
Within the Kota-Bijolia-Chittorgarh Corridor the Project will impact 1,556 households and 9,479 people. Approximately three-fourthsof these are legal occupantsof the affected properties. Squatters and encroachers are a minority of those affected. A breakdown of the PAPs is presented in Exhibit 4-5.
EXHIBIT 4-5 PROJECT AFFECTED PERSONS WITHIINTHE KOTA-BIJOLIA-CEIITTORGARHCORRIDOR
LAND USE Kota Bundi Bhilwara Chittorgarh TOTAL /DISTRICT l HH PAPs HH PAPs HH PAPs HH PAPs HH PAPs RESIDENTIAL 29 176 53 317 91 539 99 631 272 1,663 COMMERCIAL 11 63 117 753 103 622 178 1,029 409 2,467 AGRICULTURAL 4 31 26 147 222 1,389 243 1,559 495 3,126 MIXEDUSE 4 27 11 63 65 398 42 243 122 731 OTHER 1 6 9 62 118 686 130 738 258 1,492
NOTES: HH = Households PAPs = Project-AffectedPersons
Mitigation. Details of mitigation actions related to land acquisitionand displacements are provided by the Project's Resettlement Action Plan (RAP) and presented in tabular form by Exhibit 4-6. Briefly, however, it can be noted that compensation for land and asset acquisition in the context of the RSHP will be made on the basis of replacement costs established on the basis of land market surveys of properties undertaken by the Project.
When displacementresults in the loss of a house or shelter, every effort will be made to ensure that new housing is available before people are required to relocate. Relocationdistances and disruptions of local support networks will be minimized. Relocation housing will be provided within the Corridor when possible. Those not eligible for legal compensationfor the loss of structures and assets will be assisted by other support mechanisms as explainedin detail in the Project's RAP.
In the event that large population clusters are affected and must be relocated,the Project will provide new housing in a resettlement site approved by the affected people. Adequate infrastructure and utilities will be provided. The affected households may also elect self-relocation, if preferred. In such cases, compensation and other support will be provided to self-relocating households and the Project will assist the resettlement process. There is no such population cluster encountered in this alignment.
A part of community space (Park) will be lost as a result of the corridor improvements. Provisions have been kept to compensate this lost community space suitably. This is included in the environmental cost for this project corridor.
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4.8.3 Indigenous Peoples
Potential Impact. For the Project as a whole, close to two-thirds of the households affected, including those that will be displaced, will be from vulnerable groups such as Scheduled Tribes, Scheduled Castes, other backward castes, widows and woman-ownedbusinesses, the disabled, and those below the GOI established poverty-line.
The total number of indiegionuspeople affected are 1,611 along Kota-Bijolia-ChittorgarhCorridor.
Mitigation's. Indigenous peoples have been classified separately and compensation and other benefits are well defined (Exhibit 4-6) in ResettlementAction Plan (RAP).
4.8.4 Cultural Resources
PotentialImpacts. Potential impacts to cultural resources may include:
• Damage caused by road construction, related works such as quarries and borrow pits, and unregulated access to cultural heritage sites.
• Aesthetic impacts on cultural monumentsand archaeologicalsites; and
• Positive impacts on the amenity value arising from improved access to sites recognized for their cultural value. Proposed road improvements are predominantly within the ROW of established highways and will have little potential for adverse impact on graves, shrines or historical structures. Historic or religious buildings and sacred trees were identified during field surveys and potential adverse impacts addressedby modifications in engineering design.
Mitigation. Cultural resources potentially affected by the RSHP in the Kota-Bijolia-Chittorgarh Corridor are identifiedby the foregoing Exhibit 3-24.
Altogether45 shrines are affected by this corridor and a number of shrines were bypassed. A number of shrineswill be rehabilitated as given in the ResettlementAction Plan (RAP).
4.8.5 Aesthetics and Landscape Considerations
Potential Impacts. No view-sheds will be adversely affected by the upgrading within the Corridor. As noted in the foregoing discussion of area vegetation,widening within portions of the Corridor will require removal of a number of trees which are largely responsible for the Corridor's aesthetic and landscape characteristics. Tree removal will, therefore, have a notable impact on the aesthetic and landscape characteristics of the area. In spite of the large number of trees to be removed in some areas, however, it should be noted that numerous trees will remain and the aesthetic impact of the tree removals will be insignificant compared to the benefits of increased traffic capacity and safety. The primary aesthetic impacts of the Project will be an improvement in the overall appearance and functional characteristics of the affected roadways. No adverse impacts on tourism are anticipated.
lu"llbt as weii as all other uaxcib LIsing inC Ivau,b uNlllV UACIII LuAL lC LUau llsP. permitting greater access to tourist sites.
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Mitigation. To the extent possible, tree loss has been avoided by shifting the alignment to one side or the other within the existing ROW or modifications of engineering designs. Reforestation efforts will compensate for tree loss at a rate of ten-to-one. No additional mitigation actions related to aestheticsand tourism, other than those already incorporatedin the Project, are considered warranted.
4.9 HUMAN HEALTH AND SAFETY
PotentialImpacts. Beneficial human health and safety impacts of the RSHP will include:
* Improved road safety. Inadequate lane widths and other inadequateroad characteristics will be corrected and the overall safety of the Corridor will be significantlyincreased.
* Improvedaccess to health care facilities.
* Quickerresponse time in emergency situations.
* The provisionof wider shoulders for the accommodationof non-motorizedtraffic (NMT).
At the same time, however, it has been noted that road projects can be inadvertentlybe instrumental in the decline in health of a local population in several ways. During either the construction or operationalperiods or both, it can:
* Facilitate the transmission of diseases. The transmission of diseases along previously undeveloped corridors has been identified in retrospect as a major unintended environmental consequence of road developments in Africa and elsewhere. In this instance, the proposed roadways are located within existing transport corridors and, in the absence of any indication to the contrary, transmission of diseases is not considered to be a factor in the definition of the potentiallyaffected area. The issue is more fully addressed in the Project's RAP.
* Contaminate local water supplies. Potential impacts to local water supplies include the possibility of temporary labor camps and the water supply and wastewater disposal associated with them during the construction period. Contract provisions to ensure that these facilities are properly sited have been incorporated in all RSHP bid documents.
* Pollution of air. As noted in Section 4.6, no significant impacts to air quality are anticipated in this instance. Air quality problems may be alleviated to some degree due to the proposed road improvementand more efficient traffic movement, thereby having a beneficial impact.
* Become a source of noise pollution with health consequences. Potential noise issues are discussed in Section 4.7. Noise problems may be alleviated to some degree due to the proposed road improvementand more efficient traffic movement, thereby having a beneficial impact.
* Adverselyaffect road safety in various ways. Although the correction if inadequate lane width and other road improvements will enhance safety, widening and improvementof the road surface together with alignment improvements could encourage increased speeds and the risk of more serious accidents. The risks faced by pedestrians not used to fast traffic could increase as a result. NMT use of the Corridor will continue after completion of the upgrading and conflicts with motorized traffic will continue. The entry of tractors and other farm vehicles from the adjacent fields will continue to constitute special safety hazard.
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EXHIBIT 4-6 LAND ACQUISITION & DISPLACEMENT MITIGATION
CATEGORIES TYPE OF LOSS RAJASTHANSTATE HIGHWAYS PROJECT ENTITLEMENTS Private Property A. Agricultureland and other Assets Case 1. Residualland is ' EH may electto eitherretain ownershipof residual portionand economicallyunviable receivecompensation, as above, for only the portion acquiredfor the projector to receivecompensation, as above, for the entire plot for whichfull ownershipof residualis not takenby PWD, giving EH usufructrights thereon, which rmaybe transfenredto PWD withnotice of six months. * MaintenanceAllowance of Rs.2000per month for one year. * Assistancein findingsuitable altemativeland form RAP imnplementationagencies * All fees, taxes and other charges, as applicableunder relevant laws, accruedin relocationand resourcereestablishmcnt to be bome by the project * AlternativeEconomic Rehabilitation Schem and tminingfor the samc if required Case 2: Residual land is economically * Compensationat actualmarket value viable ' MaintenanceAllowance of Rs.2000 for 3 months * In case of severanceof agriculturalland, an additionalgrant of 100/oof the amountpaid for land acquisition * All fees, taxesand other chargesas applicableunder laws, to be bome by the project B. Loss of ResidentialStructures Case I Remainingstructure unviable * If acquisiton leaves EH with less than recommendedunit and propertysize for their incomegroup, there are several optionsto be given to the EHs: 1. Compensationat replacementcost or marketvalue 2. A housesite equal to the area lost or maximumof 25-35sqmt under LIGhousing schere and for BPL family a plot of 15 - 25 sq mts under EWS housingscheme ,whichever is less 3. HouseConstruction Loan of Rs. 100,000 for LIG schemeand Rs.30,000for EWS housing scheme. 4. Assistancein accessinghousing schemes or other targeted support for vulnerablegroups to assist in reestablishinghomes. 1* Shifting Allowanceof Rs.600 * MaintenanccAllowance of Rs. 2,000 per month for a year * RentalAssistance of Rs.500 per nonth for 6 ronths l* Rightto salvage materialsfrom the demolished structure .* Optionof housingin resettlementsites in cases of cluster relocation
Case 2: Rem-ainingstructure viable Compenstion at marketvalue or replacemientcost * Right to salvagematerials from the demolishedstructure C. Lossof commercialstructure Case I : Remainingstructure 1* Compensationat replacementcost or actualmarket value l ~~~~~unviablell unviable 1 MaintenanceAllowance of Rs.2000for a period of one year. *l Free of cost shop site equal to the area lost or a maximumof. I5 ~~~~~~~~~~~~~~sqmtswhicheveris less Shifting Allowanceof Rs.600 l* ShopConstruction Loan of Rs. 30,000 Rental Allowanceof Rs.500 per month for 6 months. Case 2: Remainingstructure viable * Compensationat actualmarket value or replacenmentcost Tenantsl A. Loss of rentalaccommodation ShiftingAllowance of Rs.600 *l Rental Assistanceof Rs.500per month for 3 months Amountdeposited as advance money to landlord will be returned after deductingthe same from the landlord ' Assistancein findingsuitable relocation site. B. Loss of rented commercialstructure * Same as above. Livelihood A. Losing only source of incomen A grant equal to 6 months lost income I or to be dealt on case to case basis
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CATEGORIES TTYPE OF LOSS | RAJASTHANSTATE HIGHWAYS PROJECT ENTITLEMENTS * AltemativeEconomic Rehabilitation Scheme and taining for the sare if required, B. Non perennial crops * Standingcrops be allowedto harvest * If standingcrops are lost due to forcedrelocation prior to harvest, twicethe cost of market value of the crops be paid. C. Perennialcrops ' Compensationfor perennial cropsequal to the capitalisedvalue (ie., net presnt value of productionof such crops, at a discountof 12%per year) Illegaluse of the A. Encroachers * Will not be entitled for any compensation for land but will be ROW compensated for the structureand other lost assets at replacerent cost or actualmarket value. * Encroacherson agricultureland will not be entitled for any compensationfor land, but will be given advance notice for harvestingof standingcrops. Right to salvagematerials from the demolishedstructures Will be assisted, case by case accordingto household income and existingassets (includingownership of viableplot of land)in cases fulfillingboth of the followingconditions: a) Not owning the land adjacentto land encroached,and b) Being a memnberof a vulnerable group B. Squatters * Squatterswill not be entitled for any compensationfor land but will be compensatedfor the structure and other lost assets at _replacement costor actual market value. * Wheresquatters are from vulnerablegroup, they will be assisted case -by - case.
* ShiftingAllowance of Rs.600 Lossof private Compensationat rrarketvalue or replacementcost facilities Lossof Commnunity A. Common Property Assets * Communityassets such as public water pumpslwells,.sanitation infra-structure and drainagefacility, schools, temples and shrines are cultural heritage resourceswill be restored and improved(by means of specialprotection, relocation, replacement, etc) in consultation with the community. B. ConmmonProperty Resources * Common propertyresources such as access to water, fodder, fuelwood,etc will be rcstored and improved.Loss of fuelwoodfor examplewill be compensatedby involvingthe communitiesin social forestryschemnes, in coordinationwith the Departmentof Forest, where ever possible * Landscapingof projectaffected commnunitycomnmnon areas in urban environments will be provided where ever possible * Lossof trees will be replacedby compulsoryafforestation C. Women'sNeeds * Women'sneeds particularly related to locationof sources of water and fuelwood,will be providedfor throughfor exampleprovision of additional wells/handpumps D. Safe Space and Access * Safe space and access for businesspurposes, local transport,and public use will be provided for in projectdesigns through, for examnpleadequate parking, bus stops and lay bys, footpathsand other features * Contractdocuments require that privateand public access is to maintainedand disruptionminimized during construction. Where unforeseencircumstances result in severedisruption beyond that normnallyexpected and losses can be substantiated,assistance will be consideredfor businessand crop/seedloss. E. Pedestrian/Non-MotorizedTransport * The projectwill provide for pedestriansafety, particularly for Safety children,through designs incorporatingspeed control features, signageand other measures; and in urban areaskerbs, footpaths, and crosswalks.In cooperationwith other governmentagencies and NGOs the project will also provide for safetyawareness ______programmes in schools and impacted conmmunities. * The projectwill provide for non - motorisedtransport safety through design featuressuch as adequateshoulders and access. In cooperationwith other govemmentagencies and NGOs, the projectwill also provide for safety programmesincluding the distributionof safety reflectors.
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CATEGORIES TYPE OF LOSS 1 RAJASTHAN STATE HIGHWAYSPROJECT ENTITLEMENTS F. Amenities for HighwayUsers * In coordinationwith othergovemnient agencies and the private sector,the projectwill includeprovision of roadside rest areas, midways and otheramenities for travellers and other highway users where possible. G. DisabledPersons The project willrmaintain and improve where possibleaccess and opportunitiesfor disabledpersons and will include an audit of design and constructionphase plans by knowledgeableexperts to enhanceincorporation of appropriaterneasures. H. Highway-AssociatedHealth The project designincorporates measures to improve drainage and Concerns minimiseconditions conducive of transmnissionof water related diseases. * The project in cooperationwith other govemment agenciesand NGOs will includeprovisions to enhanceawareness, preventions and treatmentof sexuallytransmitted diseases including AIDS that may be associatedwith highway improvements
1. Tribal and Ethnic Groups * The project willcomply with lending agency policy directive on indigenouspeoples and in cooperationwith other govemment agencies,NGOs and other will provide measures to enhance projectbenefits and mitigateproject impacts on affected tribal and ethnic groups includingroadside communities, nomadic pastoralists,and otheritinerants. Advocacy and lgal assistanceto enhancetenure security,facilitate compensationand maintain cormrmunitycohesion, wherewarranted will be provided .J. EmergencyResponse/Accidents * The projectin cooperationwith other govemrnentagencies, road user groups and impactedcommunities will include provisionsto enhanceemergency response capabilities and upgrade treatment facilitiesfor victimsof highwayaccidents K. Labor Camps/HostCommunities The projectsill includeprovisions to enhance health,safety, and work conditionof migrantlabour groups involvedin project constructionand to promote positive impactson impactedhost communities * Whereresettlement colonies of more than 200 personsor greater than 10%of the receivingcommunities population are necessary, the projectwill provideappropriate infrastunscture and other assistancein consultationwith the impactedhost communities * lTheproject willinclude provision of employmentopportunities in the projectfor local residents,particularly those project affected persons fromvulnerable groups NOTE:
1. All entitled project affected persons are entitled to consultation,counseling regarding altematives and assistancein identifyingnew sites and or opportunitiesfor relocation/rehabilitation 2. If the replacement cost of land or other assets is more than the compensation(at market price as determinedby the Land AcquisitionOfficer) then the differencewill be paid by the project in the form of assistance. The replacementcost or actual market price to be decided by an independent agency 3. Vulnerable groups include ST, SC, Women headed households,BPL families, landless, marginal and small farmers. 4. Any case not falling under the above listed categorieswill be dealt with in the general spirit of the social assessment,land resettlemententitlement policy, 5. Cost of land has been estimatedas per field data. 6. MaintenanceAllowance of Rs.2000per month includes Rs.1666 (povertyline) and 25% incentive. Inflationrate of 10% should be added for every year projectgets delayed. 7. Rental Assistance of Rs.500 and Shifting Allowance of Rs.600 is as per field data. Inflation rate of 10%should be added for each year project gets delayed. 8. The housing and commercial facilities for urban PAP would be as per LIG and HIG schemes of HUDCO. 9. The compensationand assistance paid will be deposited in the joint account holding of the head of the family and spouse.
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10. The shiftingallowance is one time grant.
Mitigation. The Road Safety and Emergency Response Plan attached as Appendix B will guide PWD safety and emergencyresponse activities in the Corridor. Improved signs and warning symbols at intersections, water crossings, flood prone areas, and the outskirts of towns and villages will be installed as a part of the Project.- In an effort to address the issue of NMT, access to the roadway has been designed to ensure adequate provisions for private landowners. Inter-urban NMT is catered for in the road design by the inclusion of 0.3-meter wide paved shoulder followed by a berm at both sides of the 2.2-meter earthen carriageway, thereby allowing NMT to stay off the main carriageway and away from faster moving traffic. Provision of additional carriageway width will help alleviate congestion/safetyproblems related to the seasonal migration of livestock.
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5.0 ANALYSIS OF ALTERNATIVES 5.0 ANALYSIS OF ALTERNATIVES
5.1 INTEGRATION OF ENVIRONMENTAL CONSIDERATIONS IN THE ALTERNATIVES ANALYSIS
As noted in the introductory remarks and Project Description,section 2.0, a Strategic Option Study (SOS) was undertaken on behalf of the Government of Rajasthanin 1995 to identify the most viable candidate roads for improvement. The SOS identified approximately 2,500 kilometers of State Highways and Major District Roads with reduced carriagewaysand/or pavement deterioration for feasibilitystudies. All subsequent feasibility studies and design efforts undertaken within the context of the Projecthave been directed at the identification of priority roads and analysis of alternatives for detailed engineering and subsequent improvements. Studies have been conducted to prioritize these roads based on their condition, construction cost and expected economic internal rates of return (EIRR). Evaluations of approximately 2,470 kilometers of candidateroadways were presented in the June 1997Feasibility Study Report prepared by the Project CoordinatingConsultants (PCC).
Environmental considerations were an integral part of the analysis of alternatives throughout the Project. The once-proposed 20-kilometer Kota Bypass, for example, was dropped from the Project because of both economic and environmental concerns. Resettlement and rehabilitation issues also prompted identification of several short bypasses to reduce local impacts. Shifts in alignment carefully weighed impacts on existing land use, loss of natural resources, and costs against benefits derived from reductions in village congestion, improvement of street safety, avoidance of sensitive resources (e.g. shrines, hospitals, sanctuaries) and the decrease in the number of project affected persons.
All Project roads were visually inspected during the present study to identify environmental constraints that might affect selection of alignments for detailed engineering. Only minor environmentalissues common to all alignments, were noted. Although the road segments differed in their length, number of villages along them, presence of nearby protected areas, frequency of flood- prone sections and other drainage characteristics, the potential environmental impacts of upgrading were comparable for all segments, particularly when considered with overall benefits. Although environmentalconditions differ considerably from the arid westem portions of the State to moister areas of the southeastem sections of the region, the magnitude of the impacts did not differ substantially.
5.2 ENGINEERING ALTERNATIVES
As part of the viability analysis the following engineering design options were tested:
* Option 1 - Rehabilitation of the existing pavement and shoulders consisting of repairing and strengtheningof the carriageway and shoulders;
* Option 2 - Widening pavement to fit the existing formation,consisting of rehabilitation as above plus construction of additional pavement width for single lane and intermediate carriageway width roads, including one-meter wide paved shoulders;
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* Option 3 - Widening pavement to State Highway standards, consisting of rehabilitation as above plus earthworks and widening of structures to accommodatea seven-meter wide pavement plus 1.5-meterwide paved shoulders and a one-meter wide berms.
* Option 4 - Dualling the carriageway, consisting of widening pavement plus provision of a second carriageway.
Details of this evaluation were presented in Chapter 2 of the Feasibility Review/Study Report June 1997. Based on this evaluation, six road sections were not recommended for upgrading under RSHP because of their low EIRR. The preferred improvement altemative for the remaining roads was to State Highway standards - Option 3. This option most economically addresses the improvements required to handle the generally high projected future volumes of motorized and slow moving traffic. Option 3 is also considered the most environmentallysound altemative since it effectivelyaddresses needs to improve both traffic capacity and highway safety issues. It provides a seven-meter wide carriageway and two 1.5-meter paved shoulders that should significantly reduce roadside friction, providing slow moving traffic with relatively safe and smooth travel avenues. Options I and 2 fail adequatelyto address the issue of traffic safety for non-motorizedtraffic. Option 4 is unwarranted for most projected traffic situations except for a section of the alignment from Chittorgarh south to Nimbahera
5.3 CRITERIA FOR ANALAYSIS OF ALTERNATIVES WITHIN THE KOTA- BIJOLIA-CHITTORGARH CORRIDOR
Road design has been based on co-ordinationbetween the design, environment and the R & R team. In the design phase, selection of the present alignment and the details of alternatives considered are based on the following criteria:
Avoiding unnecessarydisplacement by modifying project alignments,reducing the width of the corridor of impact or modifying design - A number of geometric realignments( which require additional land acquisition) have been designed mainly to straighten out curves and increase safety. The corridor of impact has been reduced through all built up areas except at Parana located between Kota and Bijolia, which has only temporary stone structures housing contract labor. In cases such as in Berisal located between Bijolia and Chittorgarh, design has been modified to accommodateshrines in the shoulder. The same has been done at a number of other sections too such as at Devri .
Reducing design speed in built up areas - The project roads have been designed for highway speeds of 80-100 'kms.per hour. However in all urban/ settlement areas the design speed is between 40-50 kms. per hour.
Reducing the width of corridor of impact based on rural and urban cross sections - The Corridor of impact i.e. the zone including the carriageway, shoulders, embankmentsand drainage in rural areas is 20 mts., in some cases the COI extends marginally beyond these structures The urban cross section has a minimum of 10 mts. reduced cross sections can be seen at Budhpura, Parsoli, Bichore and Bassi to mention a few.
Building realignments or bypasses around narrow and congested areas - Four bypasses were considered during highway design as a potential method to avoid village congestion, improve street safety, reduce costs. avoid sensitive resources (e.g. shrines, hospitals, sanctuaries) and decrease the number of project affected persons. Four bypasses have been identified as desirable on this Corridor.
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The bypasses will significantly reduce the number of people affected, improve highway safety, decrease travel time, reduce emissions levels associated with stop-start traffic, and lower noise levels.Thereare approximately four bypasses (Exhibit 5-1) varying in length from less than half a km as in the case of Deogarh to Tejpur bypass which is 1.1 kms.
Reducing impacts on existing shrines and religious structures - In many cases the design cross sectionhas been reduced or redesignedto protect shrines such examplesare at Menal and Berisal.
Providing suitable safety measures, such as speed reductions near schools and hospitals - Engineering team has designed special road crossing designs near schools, with guard rails on the pavementsoutside the school, including signages and speedreductions near hospitals.
Providing access to businesses and residential units that would be otherwise impacted by constructionand;
Minimizing losses of public property, such as tube wells, tree plantations and other common property resources within the ROW , by minimizing the width to be cleared - Wells/ pumps within the proposed construction zone have been avoided wherever possible by shifting the alignment.
5.3.1 Project Specific Mitigation Efforts
In this corridor, between Kota and Bijolia design was modified in the built up areas/villages of Subhasnagar, Dhaneswar, Dabi, Parana, Budhpura and Bijolia junction to reduce impacts and the number of potential project affected persons. At Subhasnagar, Dhaneswar, Dabi, Budhpura and Bijolia junction the road width has been reduced to 10 - 15 mts. keeping impacts to a minimum. In these areas urban cross sections have been incorporated with sidewalks,drains, pavements and street lighting. In Parana because of the stone quarries the structures being affected are temporary shelters built by quarry contractors for the laborers. Here the alignment has been shifted by 5 mits. to avoid the stone heaps/hills, this shift has resulted in the road affecting the temporarystructures. However in the RAP the entitlements provided to these stone quarry workers,who live in sub human condition, would be provided with better living standards. Realignments at Deogarh and Govindpura have been done as a result of better geometric design.
Between Bijolia to Chittorgarh the habitat areas which have urban cross sections include, Berisal, Salawatia,Aaroli, Menal, Ladpura, Samaria, Bichore, Parsoli, Rajgarh and Bassi. At Berisal the cross sectionhas been has been reduced to accommodatetwo shrines on either shoulders. At Salawatia and Aaroli the design cross section mainly leads to the displacement of vendors. At Menal the cross sectionhas been reduced to 10 mts. to accommodatea shrine near the archeologicalsite of he Menal temple complex. At Samaria Kalan and Parsoli sections at the beginningof the settlements there are a number of structures getting affected. However displacement here is minimal. At Bassi the design alignmentaffects commercial structures on the left. The remaining villages/settlementshave reduced corridor of impact widths.
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POSITION AND SELECTION CRITERION OF BYPASSES AND STRETCHES REQUIRING LAND ACQUISITION
0
KOTA - BIJOLIA SEGMENT
DEOGARit BYPASS GOVtNDPURA BYPASS 601 to 60.51400M) 61.8 to t2.550 {te00M) DUE TO GEOMETRIC TO AVOID SHARP 0~~~~~~~~~~~~~~~~~~~~~~~~~~~4 REASON CURVES
4 6 JS5
Cha'nage(hm) 10 20 t° so so s
BIJOLIA - CHITTORGARH CORRIDOR
BALDERKHIA BYPASS 84.950 to TEJPUR BYPASS 50.5 to 85.650 B700M 4 St 61 cnSM A 10 AVOID NARROW BUtLT UP FO AVOID CURvt S AND ISECTION MTH MUL7IPLE DENDS CURVES & BENDS
Chainage(krn) 0 10 20 30 40 so tso 70 so go 100
By passes~ ~ ~ ~ ~ ~ ~ ~ / L
/, Land Acqulsltlon rerqulied 0. RajasthanState Highway Project EIA-KobaCorridor - August 1998
5.3.2 Design AlternativeEfforts and Project Specific Mitigations
The mitigation efforts that have been incorporated into design are focused around minimizing resettlement and safety measures. Safety issues have been addressed at all settlements. Accident prone areas are identified as part of engineering design and corrective measures like realignments, culverts, bridges, signage etc. were selected as appropriate. As part of detailed engineeringstudies all accident prone areas like urban areas and the vicinity of schools and hospitals were delineated. Strict speed restrictions are being proposed for such areas. Given below are some examples of mitigation efforts.
Overall on this corridor there are eight schools. In no case has the actual structure of the school building been affected,only parts of the compoundor boundary wall have been affected.
There are three hospitals on this improvement corridor, all between Kota and Bijolia. At Bichore and Parsoli only the boundary walls are getting affected. While at Bassi the design alignment had to be readjusted as it was affecting the total structure. The new design alignment presently keeps to the existing road alignmentwith no part of the hospital within the urban cross section.
On this improvement corridor, there are approximately 47 shrines that have been identified. In places such as Nanta realignment has been made to protect an old shrine. While in places such as Berisal, Menal etc. cross- sections have been reduced.
In the case of minimizingresettlement for example at the start of the project road at the Kota junction at Subhasnagar, the number of PAP's whose commercial or residential structures were getting affected, identified within the 20 mts. corridor was 70 .With the final design the number of PAPs have come down one third of this. This is possible due to the existence of sufficient ROW available for a urban cross section and careful design planning which avoid the structures on both sides of the road. With careful design inputs the number of PAP's have been reduced to approximatelyby 50%.
BeyondBijolia, at village Balderka the width of the road is only seven meters. The number of PAH's identified within 10 mts. of the center line were 48. Due to the lack of space and unviability of demolition of structures, a realignment has been designed. On the realignment the number of PAHs' were reduced to about seven households.. Thus as a result of the above it is seen that the nurnber of PAP's can be reduced by good design
5.4 THE "NO ACTION" ALTERNATIVE
Road conditions throughout Rajasthan are characterized as inadequate, dangerous, and in need of improvement.. Its highways are crowded and unsafe. Some road segments are impassable during the rainy season. Travel and transport of people, produce and manufactured goods is considered a substantial constraint to future improvements in the ecoriomyof local communities and of the State. Currently the State is a tourist center, a producer of hand crafted and processed goods (e.g. textiles, cut stones, marble and building stones) and is increasinglybecoming industrialized. Local producers need to transport their produce to markets outside the State to capitalize on their full economic potential. Proximityto Delhi and the presence of several national highwaysserving the State all point to continuedeconomic growth fuelled by commerce within and outside the State.
Failure to initiate highway improvements will impede regional development and add to the obstacles which residents currently have to overcome to maintain economic stability and growth. For example the famous Kota mine industrv and tourist attractions like Menal and sancturies. The safety of people
Louis BergerInternatronal, Inc., BCEOM. CES and ECI Page 5-5 Rajasth Sate Highway Project EIA-KotaCorridor- August 1998
using the highways daily, and their quality of life, which is strongly related to their ability to tansport, process, and market agricultural crops, raw materials, and processed goods will decline if the ability of the existing highways to handle the ever increasing traffic load decreases.
Accordingly,it has been determined that the "No Action" Alternativeis not a reasonable nor prudent course of action.
Louis Berger International,Inc.. BCEOM. CES and ECI Page 5-6 6.0 ENVIRONMENTAL MANAGEMENT & MONITORING 6.0 ENVIRONMENTAL MANAGEMENT & MONITORING
As indicated in the foregoing section, many of the measures identified to mitigate negative impacts have been "mainstreamed", i.e. implemented by incorporating them as integral parts of the design guidelines and tender documents. This section of the EIA addresses those actions over and above good design and engineering practice that warrant consideration as part of a targeted Environmental Managementand Monitoring Plan (EMMP). The EMMP consist of actionsto be taken to achieve:
• InstitutionalStrengthening for EnvironmentalManagement; and
* SpecificActions Determined Necessary within the Kota-Bijolia-ChittorgarhCorridor.
6.1 INSTITUTIONALSTRENGTHENING FOR ENVIRONMENTAL MANAGEMENT
The RSHP incorporates an institutional strengthening component to identify the specific actions necessary to achieve a number of goals, including sound environmentalmanagement. The component will include the establishment of:
- Organizationaland staffing arrangements;
• Environmentaltraining;
• Monitoringand reporting procedures;and
• Record keeping as follows.
Activities in each of these areas will include the following.
6.1.1 Organization and Staffing
The Sectoral Environmental Assessment (SEA) noted that environmental issues were not formally recognized and the means to address them were not institutionalized within PWD. All staff have some responsibility to meet GOI's environmentpolicy. The SEA also noted that in the absence of a formal environmental focus within PWD it is unlikely that adequate attention will be given to ecological concems. As a first step in the short term towards establishing mechanisms to address environmentalissues, therefore, an EnvironmentalOfficer (EO) will be secondedto the PWD Project ImplementationUnit (PIU) (Exhibit 6-1) from the Departnent of Forests or related department. The EO will be assisted by the Project Coordinators (PCs) identified by PWD to oversee construction contracts. Before the commencement of construction,the PCs will undergotraining in environmental issues associatedwith road construction and maintenance projects. The EO will organize the training.
Louis Berger International.Inc.. BCEOM. CES andECI Page 6-i EXHIBIT6-1
PROPOSED ORGANISATIONOF PROJECTIMPLEMENTATION UNIT (PIU)
k~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~W _. _ . "s.1 to r)7 _ _|z Sanclhon contracts rectommended by F'(U
_ 1t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2)Ovef eas Land acrtuisHton and R6R OCethlhs t ' l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~(31Inter Deparltmnlal Cordutbn 1-) Pt nwiylp:;c l3:.I i einsna
Secretary. PWto | {t)5ec*1ary PYvO _~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~tldewafntioo Functions W4ces O_ p Pr :tnclpl ;:c :Fary Revnune or his ieprosenUUtve Tner Comn mee Implement and monitor EMAP as rnephmenftand mnwHotRAP and
t4) Chbbl t.,;no 1l* ) tPldpe'o Ollociril -el as dbhw,er 1 enviroe2d Lentl aled Resiihiment & Rehabiltaon r iS5Financt.1 Ndvbeso Pwo acl,Inres , clites o e2PRincipi ;eelary ForestDepl. orhis rep,eseni*iiv* "(3I Principal ;eeiUry FnanCe. Or hl represenative iii ChiulInsnear. ewn~ Irmsiect Cirocisri~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ (1PW Saf (nv tVmntadig 2 SCil cinfs
t ~~~~~~~~~~~~~~~~~~~~~~~~~PIU0 ganisaUrnti envirtmZnt l til _ IlChkie1 tEngines"POpretvelr odtnt _ l Pt latn fagtnwlt (_USr. Revenue Offiertedndmg Finuncial t _ (2Supeddn5lodrN EPWI3eel Th lEv rmOut25s PM Poincipg. lt kq (pro"r erdtnlptR. ard (rJreSgheiFor t2 Nos to, PIU ae t . . $sbursemenoi equpsaes). irtictonent.e i hi repnta ti e* Function' enrne. (21"tncsSup.tee..pn 12)wueetTeiala Eaera fom Ousd toordinatitn, , enlr n mrn ofl9 vadots _ eenvnxlIFno pOrgt,t nAPA wit, Ii mmeAP enSiO o i (S- C) Wv AK, 1 t t cri'll-nb)t ljvu- Enier l'WD P t ri gljn Plungy. orlsn clUlantsa Tnd |rando'gPhprset PteEn I | for |nd (OfFinPanRlanagenw | droimurnec).n lrootenrent. mequesidC pleI(J Read Managtementloilerm. d u(4nsHit'nkoal ~~ ~ ~ ~ ~ ~ ~ 51(erglhenlr| Audrl I supprJt Stan (5)iiesign ,Ma tecti Audd Consull or ntnet0 Fload Maintenatce Coamponent _ _ Funthmtns r P t a asd Alz.triset ti t te1 Sr. ACE.SE ACErSE I F ACEISE AontACEsE I |(3 LtMennnIf pVe s off vs and pedownce d | I r''- ' | OSiernipa ml siro -rnlins C(I)a"f roc rli n O Road~Maintenance ~Coat eni~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~0 I i it I.cla .rf II EnuFnC( In r aget Inen __ ( tvslli tlo (Ornscevln| s !^E | | (aliltl g § (offi,cfl } } {^E X | (ndllt} Audriors( v^^E} SupportStaff olks_ (O)005155 loch Audi Conusitarriotsr th- . In the longer-term,building on the experiencesgained from managingthe RSHP, it is anticipatedthat an EnvironmentalManagement Unit (EMU) will be establishedin accordancewhit PIU requirements within PWD. In addition to the day-to-day management of ongoing projects, the Unit will be responsiblefor reviewing environmentaland social impact analyses, developingenvironmental and social guidelinesfor the-transport sector and developingpolicy initiatives specific to the needs of Rajasthan. The EO attached to the PIU will be familiar with the Indian environmental legislation and experienced in monitoring and coordinating large road construction or similar projects. If such personal are not available in the forest department, open advertisement and recruitment will be necessary. In such cases a minimum of 10 - 15 years of experiencedhand is desirableto meet the requirement of Environmental Officer. Altematively suggestion of possibility of any trained competentofficer from PWD as EO and a forest officer form forest departmenttogether to run EMU can be explored.Briefly, the main duties of the EO will include: * Reviewof the project design and specificationsduring preparationto ensure their adequacyand suitabilitywith respect to the recommendationof the EnvironmentalAction Plan. * Collectionand dissemination of relevant environmentaldocuments including amendments to environmentalprotection acts issuedby various agenciessuch as the World Bank, ADB, etc. * Coordinationwith NGOs, community groups, govemment departments, etc. on environmental issues and obtainingthe necessary clearances from the regulatoryauthorities. * Monitoring the environmental aspects of projects during construction to ensure that the environmentalrequiremen'ts of the contract and the mitigationmeasures proposed in the EMMP are implemented. * Compliancemonitoring to provide periodicchecks. * Supervisingcontractors and prepare environmentalinput to the quarterlyprogress report. * Developmentof guidelines or a code of good practice on low-cost environmentalmeasures that can be implementedin the road constructionand maintenanceprograms in Rajasthan. * Developmentof environmental training activities for contractorsand the supervisionconsultant staff. A checklistfor environmentalmonitoring is attached as AppendixC. In the long-term, it is anticipated that the EO will coordinate the road safety components of the proposed PWD Institutional Development Plan and issues related to the effect of roadside environmenton road safety and non-motorizedtraffic. This could include an examinationof options for separatingfast moving, motorized traffic from the slower, non-motorizedtraffic. 6.1.2 Environmental Training Althoughawareness of environmentalissues is increasing,there is limited appreciationof how such issuesmigmt be mosteffectiveiy aadressed. Training ofLdiT YviLi Uc U11Ubie i ai UUA1t'UI VI L,-Vi3. Louis Berger International. Inc.. BCEOM. CES and ECI Page 6-3 Immediate short-term training will be required for the PCs, some other PWD staff and the contractor's staff to raise their levels of environmental awareness. The networks of Training Institutions in India and the World Bank's Economic Development Institute, Environment and Natural Resources Division and the Rajasthan State Pollution Control Board (RSPCB) carry out regular trainingand contacts in this regard will have to be developed. In the long-term, followingthe setting up of the PWD EnvironmentalUnit, the need for additionaland specialized training will be examinedand appropriate training will be undertaken where ever required. Achievingthe institutionalcapacity to provide for operation and managementof the road system will entail the introductionof modern design and constructionmethods, meeting strict emission standards on equipment and asphalt plants, and minimal wastage. Training will be essential in all areas. ComputerAided Design and Drafting (CADD) has been used in the survey and design stage of the Project and local staff are being trained in further applications. Pavementinvestigation and design uses analytical techniques and computerized design methods. These will not have direct environmentalbenefits but will facilitate consideration of options in pavement structure optimizing use of materials. Lessening the thickness of asphalt pavement required; using altemative materials and greater productivity of modem equipment will have indirect environmental benefits. Enforcement by strict construction control by the supervising resident engineer and the environmentalmanagement unit will contribute to a decrease in adverse environmental impacts which may result from improper disposal of wastes, failure to control dust, asphalt plant emissions, and soil erosionduring construction,etc. 6.1.3 Monitoring and Reporting Procedures Oversight and adequate capacity to review impacts and ensure implementation of mitigation measuresincorporated in the Project will be needed to meet legal responsibilities. Responsibilitiesfor oversight will rest with the resident engineerstaff and may be supplementedby some specialistconsultant input, as required, reporting to the PWD EnvironmentalUnit. Capacity to quantitativelymonitor water sedimentsor turbidity (by suitable portabletest equipment) and noise is always advantageous, but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures. Some awarenesstraining will be provided to the contractorspersonnel to ensurethis occurs effectively.The Project Coordinators will, visually assess contractor practices and, if high pollutant levels are suspected, will require measurement by the then PWD, RSPCB or private sector laboratories to verify measurements. Major baseline surveys are not considerednecessary for monitoringpurposes other the identification and quantificationof trees to be removed. It is anticipatedthat policy conditionsfor tree removal will be agreed upon rather than the absolute numbers, e.g., an agreementto remove all trees within 2.5 meters of planned edge shoulder;to remove those within 2.5-4.0-meterrange if they are likely to be damaged(keeping larger diameter) and to leave intact all those beyond four meters. Photographicrecords will be establishedto provide a useful environmentalmonitoring tools. A full record will kept as part of normal contractmonitoring. Under the Environment (Protection) Second Amendment Rules 1993, water quality discharge standards have been established for inland surface waters and land for irrigation. It is a legal obligation of the' Contractor that any discharges from the work site meet these standards. These include up to 46 physical and chemical parameters. Regular monitoring of pH, suspended solids, BOD, COD,oil and grease will be carried out and is provided for in the contract. Louis Berger International, Inc.. BCEOM. CES and ECI Page 6-4 Regular monitoringof noise and dust will also be carriedout and provided for in the contract. 6.1.4 Record Keeping A sample monitoring forrmis appended. The form focuses attention on environmentalissues and providesfeedback for the future stages of the work. Mitigationand enhancementmeasures adopted in final designwill be explicitlyidentified under the bill of quantities(BOQ) so that performanceand completion is readily documented. Daily project diaries would record environmental problems (spills, dust, noise, etc.) as well as safety incidents and will be retained as part of accepted modern contract management and summarized in Quarterly EnvironmentalReports provided to the World Bank. 6.2 MITIGATING & MONITORING ACTIONS IN THE KOTA-BIJOLIA-CHITTORGARH CORRIDOR The SEA specifies that the need for additional actions for the mitigation of environmentalimpacts such as noise, potential impacts on neighboring sensitive areas and other corridor-specific considerations will be addressed by the corridor-specific EIAs on a case-by-case basis. The mitigationactions in the Kota-Bijolia-ChittorgarhCorridor are as follows: Enforcementof the contract provisions describedin detail in Section 4.0. As noted above, many of the actions necessary to avoid adverse environmental impacts have been "mainstreamed"as essential contract provisions and the normal routine of business. Contract implementationwill be routinely monitored and supervisedto ensure that these.provisions are enforced. * Avoidance of Cultural Resources & Sensitive Areas. Altemative alignments and bypasses were fully consideredas a means of avoiding adverse environmentalimpacts. In additionto the eight bypasses to be constructedin the Kota-Bijolia-ChittorgarhCorridor, adjustmentshave been made within the existing ROW where possible to avoid tree removals, potential impacts to culturalresources and other resources. * Noise Mitigation. Noise impactsduring the constructionphase will be mitigated throughthe use of site controls, site controls, time and activity constraints and public awareness efforts as detained in Section 4.7. Noise levels during the due to road traffic once the road improvements are in place will be mitigated at sensitive receivers within the Corridor by the posting of signs prohibiting the use of homs and, to the extent possible, landscape plantings and stone wall to serve as noise barriers. * Implementation of the RAP. Details of mitigation actions related to land acquisition and displacements are provided by the Project's Resettlement Action Plan (RAP) and presented in tabular summary for m in Section 4.8 * Tree Planting. Tree removals must be approved by the MOEF. The Project will contribute positivelyto the conservationof bio-diversityby adoptingan aggressive approach with plantings to replace trees removed. Trees will be re-planted at a rate of ten planted for each one removed. Louis Berger International. Inc., BCEO.V, CES and ECI Page 6-5 6.3 ENVIRONMENTAL COSTS Internal transfer of PWD staff will allow for the creation of the EnvironmentalUnit. Changes in ConstructionContract Conditions will not, in themselves,add significant costs. Costs of restoration, erosioncontrol and other work related activitiesare includedas part of good engineeringpractice and no major additionalcosts are expected to apply. In general,mitigation recommendations should not substantiallyincrease the cost of the work. The estimated environmentalcosts will include: * Monitoring(PIU budget, in additionto supervisionconsultant costs). * Tree plantation(to be included in projectcosts). * Project-levelmitigation measures (to be included in contract/projectcosts). * Project-levelenvironmental enhancement (to be includedin contractcosts). * Environmental training (to be included in PIU budget, and Institutional Development Plan Consultant's contract). * Habitat Enhancement:policy development(to be includedin EnvironmentalUnit budget). * Roadside environmentaland road safety policy development(to be included in Environmental Unit budget). The environmentalcost analysis is presentedin Exhibit 6-2. EXHIBIT 6-2 ENVIRONMENTAL COST ANALYSIS KOTA-BIJOLIA-CHITTORGARH CORRIDOR St. No. ORDER BASIS OF ESTIMATE QUANTITY UNIT RATE TOTAL COST (IN RUPEESI (IN LAKHS OF RUPPES) I Environmental Environmental Management Lumpsum 25.00 lakhs 25.00 Monitoring&Training Plan (EMP) 2 Facility Equipment (Meters, Ref:- Market rates Lumpsum 3.00 Lakhs 3.00 Vehicles and Buildings) 3 Avenue P1antation/tree plantation Ref: Forest Department 35.000 Trees 300/- per plant 105.00 (Ten trees planted against every (includes three- tree cut) year maintenance) 4 Water sprayer / watering Ref.- PWD BSR wef 1993 176 Km 0.30 lakhs per Km. 52.80 (excluding cost of watering for I______.com paction) 5 Sewage Disposal during Ref:- PWD BSR wef 1993 12 Nos. 500/-per Camp 0.06 Construction (Soakage Pit) 6 Waste Disposal at Service Ref:- PWD BSR wef 1993 23 Nos. 5000/-each 1.15 Centers (Shallow l______soakage well) 7 Noise Barriers / Green Barriers Ref:- Forest Department 800 Nos. trees 300/- per tree 2.4 for silence zones 8 Sound Insulating Walls for Ref:- PWD BSR wef 1993 700 meters 1000/- per meter 7.00 silence zones 9 Heightening Walls for silence Ref:- PWD BSR wef 1993 400 Meters 400/- per meter 1.60 zones 10 Maintenance Cost in Soil Ref:- PWD BSR wef 1993 176 Km. 7000/- per Km. 12.32 conservation |11 Hand pumps Ref:- PHED Department 10 Nos. 30,000/- each 3.00 12 Afforestation for Wildlife Ref: Forest Department 300 Hectare 27,500 per Hectare 82.50 Sanctuaries 13 Development of parks against Ref: Revenue Department & I site at 10.00 lakhs 10.00 loss of communal areas PWD BSR wef 1993 Salawatia .______villa ge ___ag _, Total I 305.83 * BSR - Basic Schedulesof Rates (of PWD) Louis Berger International. Inc., BCEOM, CES and EC] Page 6-6 Details of enviromnentalcosts analysis are as describedbelow. EnvironmentalMonitoring and Training.An amount of Rs. 25 lakhs (Twenty Five Lakhs) have been includedfor five years monitoringperiod commencingimmediately after construction.A check list for environmentalmonitoring activities is given in Appendix C at the end of the report. In additionof an amountof Rs. 3 lakhs (Three lakhs) have also been included in environmentalcost for facility equipment etc. These budget also include local environmentaltraining activities site visits and contingenciesfor the staff of EMU of Project ImplementationUnit (PIU). Tree plantation(Avenue Plantation)A total of 35,000 plants will be planted along the roads sides against the loss of 3,500 hundred trees during the construction period. This amount will be transferred to the State Forest Department to take up plantation work and includes for one year maintenance. Project-LevelMitigation Measures. (i) Water sprayer/ watering (ii) Sewagedisposal during construction (iii) Waste disposal at service centres (iv) Noise / Green/Wall Barrier for silencezones (v) Maintenancecost in soil conservation (vi) Constructionof new hand pumps (vii) Afforestation/ habitat improvementfor Wild Life Habitats. (viii) Developmentof parks against loss of communalareas at Salavatia Settlement. Water Sprayer / Watering. This is the cost towards watering the construction surfaces during constructionperiod to suppress excessive dust. This excludes the cost of watering-for compaction. During rainy season this may not be required. This will be put into the constructioncontract. Sewage disposalduring construction.This is the cost towardsthe waste removal from construction camps. This will be included in the constructioncontract. Waste disposal at service centres. The vehicle and other machinery will be serviced at service centers during constructionperiod. The usual practice is to leave all waste materials lying scattered. This include grease, cotton and other waste construction materials. This will be disposed of in shallowsoakage wells constructedfor the purpose. This will be includedin the constructioncontract. Noise / Green/Wall Barrier for silencezones. The effect of noise can be reduced considerably by the combinedeffect of sound insulatingwalls and green barriers. * Sound insulating Walls for silencezones This is basically a stone or brick wall for the purpose of acting as sound barriers. This will be necessary in the case of hospitals and medical centers, Schools and other educational institutions. Two hospitals and a Primary Health Centre (PHC) are identified adjacent to the road corridor. Althoughthe wall is meant for noise reduction, it will also serve as a safety barrier with only one or two authorizedout lets for men and vehicle to move in or out. This will also serve the barrier for * preventing dust during summer and muddy water during monsoon. PIU will be responsible of implementationfor this work. Louis Berger International. Inc., BCEOA.' CES and ECI Page 6- 7 * Green Barriers for silencezones These are simply a thick layer of green plantation with small leaves acting as noise attenuates. These trees will be planted just inside close to the wall. This amount will be deposited with State Forest Department for plantation. * Heightening Walls for silencezones This is the cost of construction of increasing the height of existing walls around hospitals/schools if necessaTy. In addition to a number of Schools, two hospitals and a Primary Health Centre (PHC) were also identified adjacent to the road corridor. PIU will be responsible for implementation of this work. Maintenance Cost in Soil Conservation. In slopes and other suitable places along the roadside, trees and grass should be planted. On sections with filling (>3 m) and deep cutting their slopes should be covered by stone walls, sod, or planted with grass, etc. If existing irrigation and drainage system ponds are damaged, they will be rebuilt. This will be included in the contract cost. Construction of New Hand Pumps. This is the cost of construction of new hand pumps. Loss of already existing hand pumps are included in RAP and will be replaced as a rehabilitation measure. PIU will be responsible for implementation of this work. Afforestation / habitat improvement for Wild Life Habitats. As a mitigation action for the wild life sanctuaries provisions have been kept for 100 hectares of afforestation and habitat improvements in each of the three wild life sanctuaries totaling 300 hectares. These wild life habitats are Jawahar Sager near Kota, Menal near Bijolia and Bassi near Chittorgarh. The environmental costs included in the project towards this will be transferred to the forest department to take up the habitat improvement works. Development of Parks against loss of communal areas. At Salavatia village a portion of communal space (Park) will be affected by the project. This will be suitably compensated in the same settlement. This work will be taken up by PWD with the help of Revenue Department and Local Gram Panchayat. Project-Level Environmental Enhancement. It is most important that , under no circumstances, shall the EMTUdivert/adjust/lapse any un utilized project specific budgetary provisions to any purposes other than environmental enhancement measures. Habitat Enhancement: policy development. EMU will be responsible to evolve a long tern policy for the Habitat Enhancement of the region. Roadside Environmental and Road Safety Policy Development. There are a number of road side provisionrsincluding bus stops, bus stop shelters etc proposed and are included in the Resettlement Action Plan. These items are included in the contract cost. 6.4 INIPLEMENTATION SCHEDULE The moz- important aspects of the implementation are the appointment of the EO to oversee the implementation of the environmental mitigation measures incorporated in the project design and contract snecifications. Development and deliverv of an environmental training program for selected PW1Dstaff and PCs responsible for overseeing the construction contracts can commend immediately Louis Serg- irdernaional. Inc., SCEO.W, CES and ECI Page 6-8 thereafter. This will be an ongoing process. Contracts will be awarded over a period of time stretchingover many months. The implementationschedule is indicatedby Exhibit 6-3. EXHIBIT 6-3 IMPLEMENTATION SCHEDULE ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN Frequencyand/or Activity ImplementationDate AppointEnvironmental Officer Date to be deterrnined InitiateFirst TrainingProgram Date to be Determined OngoingTraining As required Check Monitoring Quarterly PrepareEnvironmental Reports Quarterly ConstructionSupervision During Construction Roadsideenvironment safety and non-motorized Long-term transportpolicy development Developmentof compensatoryhabitats policy Long-term Set up an EnvironmentalUnit Long-term Louis Berger International. Inc.. BCEOM. CES and ECI Page 6-9 7.0 CONSULTATIONS .~~~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~~ ~~. 7.0 CONSULTATIONS INTRODUCTION This section of the EIA is provided to documentthe consultationsundertaken to facilitate assessment of the Project. PWD is engaged in consultationswith stakeholders on a day-to-day basis. Major events specifically related to the development of the RSHP included a State-level Stakeholder ConsultativeWorkshop conducted in September1997 and technical discussionsat the State, District, Panchayatand Village levels undertakenby the PCC Project team. Details of these consultationactivities are as follows. 7.1 STAKEHOLDER CONSULTATIVE WORKSHOP I A State-level Stakeholder Consultative Workshop I was conducted on 17 September 1997 at the Indian Instituteof QualityManagement, Auditorium Malavya Nagar, Jaipur. It was recognized that consultation with local experts and stakeholders, particularlymost directly affected, is an essential part of the assessmentprocess. Social and environmentalscientists and others in the Rajasthan academic and research sector and government organizations are among experts who contributed to assessment of project impacts. Stakeholders include the public, commercialand industrial highway-users,communities and local governmentsalong roads proposed for improvement, State and central government development and regulatory agencies, non- govemmentalorganizations (NGOs), and others with a 'stake' or interest in the project. The purpose of the RSHP Workshop was to promote public awareness and understanding of proposed Project actions and to notify stakeholders and others of opportunitiesto participate in consultationsand the assessmentprocess. In addition to face-to-facemeetings and descriptionof the Project, invitations to comment weremailed to all environmentalNGOs in Rajasthan. 7.1.1 Workshop I Procedures Participantsat the RSHP Workshop contributed numerous comments on potential project impacts, mitigation and other matters in small group discussions and plenary sessions. Written comments were also solicited from invitees. 7.1.2 Issues and Impacts Identified by the Workshop Issues raised in the group discussions were broadly divided into two categories: social and environmentalimpacts. Each categorywas further sub-dividedto cover all issues. This was followed by identificationof potential mitigation measuresand the benefits of the Project. Positive impactsand benefits of the Project were identified as: - Migrationto urban areas will be reduced. - Better medical facilities will develop, as doctors will be more likely to serve willingly. Louis Berger Internalional, Inc., BCEOM. CES and ECJ Page 7- 1 - Famines will be reduced. - Cultural integration will take place. - It will result in binding of regionsand bringing them closer. - Petrol costs will be reduced. - More and better amenities shall be availablein those areas. - Areas will be less prone to disasters. - Several other side benefits such as tourism will increase. - Costof transportation,wear and tear of vehicle shall be reduced. 7.1.3 Group Discussion The workshop participants were very positive regarding the group discussions, including their specificity and the opportunity for deliberations among the subject experts, (anthropologists, sociologists, environmentalists and engineers), project-affected persons (PAPs) and concerned Govemmentofficials. Predominance of a particular expertise within the group was considered not desirable,however. Most respondentsto workshopevaluation indicatedthat group discussionhelped to focus on social and environmentalissues. Commentsand suggestionmade by participantsare as follows: * Base line data and projectionsshould be made availableduring and after the Project as a part of the consultations. * Before and after studies are recommendedfor air and noise levels in the Project affected areas. * Research institutes, NGOs and academicians should be involved in the social and environmentalimpact analysis and monitoringof the Project. They may also be assigned the responsibilityof collectingand creatingrelevant data base * Project benefits convertedinto fiscal benefits would help arrive at timely decisions. * Training and research related to State Highways will help PWD comprehendthe various related issues and act uponthem. * Financial implicationsof State Highways and other World Bank-assistedprojects should be assessed to make the comparisonof costs involved. * Project monitoring will require coordination among concernedgovemment departments and other agencieshelp ensure smooth implementationof recommendations. 7.2 DISTRICT, PANCHAYAT AND VILLAGE LEVEL CONSULTATIONS For an important State Highways Project, consultations at District, Panchayat and Village levels in the affected areas enable people to seek clarifications about various issues. Detailed information disseminatedthrough local consultationsis likely to minimize obstacles related to extension of the roads. More than a dozen village level consultationshave been held in the course of field studies. Louis Berger International, Inc., BCEOM. CES and ECI Page 7-2 p~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 7.3 KEY FINDINGS The key findings from both the Workshop and consultations can be broadly divided into two categories:the social impactsand the environmentalimpacts. The main emphasiswas that compensationshould be on the basis of 'land for land' and 'house for house'. There is a need for clarificationon standardsof compensation.However, whateverthe mode of compensationwas perceived to be there is a need to speed up the process. The locationof the land is important and should not be fragmented, as emphasizedby the Pradhans of Nagaur and Begun. P There is a need to work out the modalitiesfor encroachers. Physical relocation should be kept at a minimum. The social relationshipsof the persons relocated have to maintained. Efforts shouldbe made to prevent loss of access to livelihoodand PAPs need to be fully involvedin relocation deliberations. Safety was seen as an important issue especially for children and livestock. The time factor in any resettlementprogram is crucial. 7.4 IMPLICATIONS FOR PROJECT DESIGN An array of recommendationsfor studies and data to be considered in the Project's environmental documentationwas derived from the three group discussions. These recommendationsare included with the consultationresults of each of the three discussions. The conclusionsderived from these discussionsinclude the following: * The physical environmentshould be improved. * Changesin socio-economicenvironment should be minimized. * Improvementsin the aesthetic landscapewere desirable,but not a significantconcem for E existingroads. 3 * Stagnantpolluted water was of concern to all. * Trees were thought to enhanceair quality and shouldbe replantedin quantity. * Bypasses were considerednecessary to reduce noise, protect habitat, provide safety, and reduce congestion. * Safety was a significant issue requiring signs, speed control, bypasses, and controlling access. * Tourism will be enhanced and could be further benefited by connecting sites to the Project roads with access roads. * There is need for land planningparticularly relative to industrialdevelopment which may follow road improvements. * Road upgradingmay lead to social pollution. Louis Berger Iniernational, Inc., BCEOM. CES and ECI Page 7-3 ) .These issues are being addressedunder GOI guidelinesfor the preparationof detailed environmental impact assessments(EIAs) for the componentsof the Project. 7.5 PROJECT SPECIF IC CONSULTATIONS FOR KOTA-BIJOLIA- CHITTORGARH CORRIDOR The Project specificconsultations includeconsultations with govemmentofficials and NGOs. This is shown in Exhibit 7-1. EXHIBIT 7-1 CONSULTATIONS WITH GOVERNMENT OFFICIALS AND NGOS Name Address Aspectes discussed Mr Mathur Principal Chief Conservatorof Forests (PCCF), Forest & Wild Life l______Dept of Forests, Govermmenrt Of Rajasthan. Forest clearance Mr VC Sacheti Chief Conservatorof Forests (Administration) Forest & Wild Life and l______(CCF) Forest clearance Ms Alka Kala Forest SecretaryGovernment of Rajasthan(GOR) Forest & Wild Life Forest clearance Mr VirendraSigh Working Plan Officer ,Forests Forests Mr RG Soni Chief Conservatorof Forests (Wild Life) Forest & Wild Life ( CCF) Mr VK Salwan Deputy Conservatorof Forests (DCF),Kota Forest & Wild Life Mr OP Sharma Deputy Conservatorof Forests (DCF), Chittorgarh Forest & Wild Life Mr DN Panda Divisional Forest Officer (DFO), Kota Forest & Wild Life Mr SunayanSharma Deputy Conservatorof Forests (DCF),Bhilwara Forest & Wild Life Mr Khan Deputy Conservatorof Forests (DCF), Chittorgarh Forest & Wild Life Mr RP Siyag Deputy Conservatorof Forests (DCF), Bundi Forest & Wild Life Mr VK Bissa Forest Range OfficerBassi Wild Life Sanctuary, BassiWild Life sanctuary Bassi Mr A Thomar WorkingPlan Officer ,WildLife Wild Life Dr SK Agarwal AdditionalDirector, InfrastructureMinistry Of EIA requirements and ______Environments and Forest GOI Clearance procedures Mr Meena LAS Chairman,Rajasthan Pollution Control Board Public Hearing & state level Clearance 1______procedures Mr A Bhargawa Rajasthan PollutionControl Board Public Hearing & state level Clearance procedures Mr. Y. Singh Forestry Dept. Chittorgarh,ACF Forest Clearance Mr. Solanki Wildlife Warden,Jawahar Sagar Sanctuary Wildlife Mitigation 7.6 IMPLICATIONS FOR REMAINING PROJECT CONSULTATIONS Commentsfrom the participants from the StakeholderConsultative Workshop and Project experience in field consultationswill be used to plan future workshopsbased on the followingrecommendations Louis Berger Inrernanonal. In=, BCEOM, CES and ECI Page 7-4 emergingfrom the initial workshop: * Schedule of the program, framework,agenda and issues for the discussion to be taken up and expectationsfrom the participants will be communicated. * Detailed background information, findings of sample survey, local consultations and other relevantdata availablewill be mailed along with invitationto participants. * Materialmailed to participantswell in time will includea Hindi versionalong with English. * The RSHP WorkshopII format will be designed to provide ample opportunityfor academicians, experts, Government officials, people's representatives, private organizations and PAPs to discussthe issues and concerns. * Direct PAPs participationwill bring out the real concernsand viewpoints of the affected persons themselvesrelated to RSHP. * PAPs presence and their reactionsto the local social and environmentalissues associatedwith the * Project and its impactwill be facilitatethe implementationprocess. - Conferenceconsisting of participants from different professionsand stations in life, including PAPs, will enable further categorizationand conceptualizationof the thematic and issue-specific dialogueacross the board. * Formationof groups for the discussionwill be heterogeneousin its composition. * The Entitlement and Draft Policy adopted by PWD-GORwill be circulated. A Project staff member from Resettlement and Relocation Unit of the PCC will enable attendees to seek clarificationsand raise issues related to RSHP. * Informationrelated to the actual width of the road, ROW and corridor of impact, COI, bypasses proposed,findings of Project, etc., shall be disseminated. * Presentationof findings from a series of local level consultationswith village communitiesand potentiallyaffected persons an project roads will depictthe associatedproblems clearly. * Attempts will be made for a good furnished hall/auditoriumwith all modemnequipment and audio-visualaids required for the presentationof transparencies,graphs, slides, videos, etc. All reasonableefforts will be made to ensure a comfortablestay of outsideand local participantswith all hospitalityfor boarding, lodging, catering,transport etc. LozuisBerger International, Inc., SCEOM. CES and ECI Page 7-5 LIST OF PREPARERS I LIST OR PREPARERS Name Degree Area of Expertise DouglasP. Kibbe B.S. 1967 Natural Resources M.S. 1969 Impact Assessment RobertJ. HEFFRON B.A. 1969 RegionalPlanning M.A. 1974 ImpactAssessment SundaraRajan C.V. M.Sc 1984 EnvironmentalImpact Assessment and D.H. 1991 (Belgium) Geo-HydrologicalAssessment M.Sc. 1977 (Belgium) StiphenJ. Guile B.Sc 1977 HighwayDesign and Environmental Safety RobertL. Lynch B.S.C.E. 1966 HighwayEngineering M.S.C.E. 1968 TransportationEngineering P.H.E.D. 1975 HighwayMaterials Dr. R.C. Swarankar B.A. Wealth/WomenlAIDS/Resettlement M.A. PopulationPolicy/Rajasthan/Tribals/& P.H.E.D. ethnic groups. Willam Cummings B.A. Poli. Sci. 1971 SocialAssessment, Public Participatior P.H.D.Candidate Ecology, Universityof North Carolina 1976 Rupa Banerjee M.A. Geography1991 - JNU SocialAssessment Urban Developmeni Master in Planning 1993 School of Planning& Architectural- New Delhi Department in EnvironmentalPlanning & Management1995 Institute of Housing Studies, Rotterdam Karuna Singh B.Sc - 1995. Zoology,Botany & Chemistry SocialAnthropology/Rajasthan MDSUniversity Ajmer. M.Sc. (RajasthanUniversity) Anthropology - 1997 DeepmalaMahla B.A. 1994 Health/ Rajasthan/ Folklore M.A. Anthropology - 1996 Phd. Scholar (ReproductiveHealth in rural Rajasthan) RajendraSingh B.E. (Civil Engg.) 1993 StructuralDesign N. S. Choudhary B.E. - Hons. (CivilEngg.) 1986 StructuralDesign / Highways Certificate Course in Computer programming 1990. Louis Berger International, Inc., BCEO,U. CES and ECI Preparers - Page 1 REFERENCES R;DE;lERENMcE I ~ ~ ~ ~ x fw REFERENCES Ali, S. 1996.The Book of Indian Birds. BombayNatural HistorySociety. Mumbai 354 p. Adhikari,N. 1997.The Fort at Kota. Namaste XVII (4):33-38 Ali, S. and SD Ripple 1995(2nd ed.) A PictorialGuide to the Birds of the Indian Subcontinent. BombayNatural History Society.Bombay 165p. Anonymous1991. Census of India. ProvincialPopulation Totals Rural Labor Distribution,Rajasthan, Paper 7 of series 16. Ahuja,K and M.S. Rathore 1988.Growth of goat population: policyimplication, Inst. Deo. Studies, Jaipur. Res. Abst, WP/87-88/31: 242-246 Bhalla,L.R 1997.Geography of Rajasthan.Kuldeep Publ. Ajmer 252p 1 Bhandari,M.M. 1978.Flora of the IndianDesert. MPS Report.,Jodhpur 459 pa. Bhati,T.K. 1977.Integrated farming systemsfor higher and sustainedproductivity in watershedsof arid areas. pp 47-54 In: Gupta and Sharma (1997). Bissa,V.K. 1995. Managementof BassiWildlife SanctuaryChittorgarh 1996-97 to 2000-2001. WildlifeWing, Forest Department,Gov. of Rajasthan 67p. Burger,J, and M. Gochfeld. 1991,Human distance and Birds:Tolerance and Response Distances of Residentand Migrant species in india. EnvironmentalConservation 18 (2); 15/165. CentralArid Zone Research Institute (CAZRI) 1974.Basic resourcesof BikanerDistrict. CAZRI, Jodhpur, 86p. CentralArid Zone Research Institute (CAZRI) 1982.Basic and humanresources of Jodhpur District (Rajasthan).CAZRI, Jodhpur, 147p. Chatterji,P.C. and A. Kar, 1989.Natural and Human Resourcesof NagaurDistrict. CAZRI, Jodhpur; 143 p. Chouhan,T.S. (ed.) 1996.Encyclopedia of Rajasthan.Vol. 1. VigyanPrakashan, Jodhpur. Gandhi,T. 1989.Rajasthan Vegetation Index. Soc. for Promotionof WastelandsDevelopment. New Delhi, 284 p. Ghosh,P.K. 1994.Livestock Managementin the Indian arid zone. pp 197-199In: Singhand Singh (1994). Ghosh,P.K., H.C. Bohra, and S.P. Goyal 1988.Livestock population and ecologicalimplications of overgrazing. pp 179-188 In: Gupta and Sharma (1997). GOI 1964. Proceedings of the symposiumon problems of Indian and zone: Jodhpur,New Delhi. Louis Berger Inrernaiional. Inc.. BCEOM. CES and ECI References - Page I Gopal,B. and K.P. Sharma. 1994.Ramsar Sites of India: SambarLake. WWF-India37p. Govemmentof Rajasthan(GOR) 1994.Resource Atlas of Rajasthan.Jaipur 23 lp. Governmentof Rajasthan(GOR) 1995.Rajasthan State Gazetteer: Vol. 1 Land and People. Mag Pvt. Ltd., Jaipur. Goyal,S. no date. Chittorgarh:Land of Chivalryand Heroism.Goyal Bro. Pub. Udaipur 52p. Gupta,J.P. and B.M. Sharma 1997.Agroforestry for sustainedproductively in arid regions. Scientific Publishers,Jodhpur 198p. Gupta,S.D.P. (ed.) 1997.Manual on route location, design,construction and maintenanceof rural roads. Indian Roads CongressSpecial Publication 20. New Delhi. GOR PWD. 1993.Integrated Basic Schedule of Rate. June 1993.PWD District Division(North) Jaipur, Rajasthan. Gurjar,R.K. 1990.Geographical perspectives on irrigation,Rawat Publ.Jaipur 239 p. Harsh, L.U., J.C. Tiwari, and S. Kumar 1995. SandDune fixationand reforestation in arid regions.pp 171-178 in Sen and Kar (1995). Joshi, D.C. 1993. Soil resources of Rajasthan pp 77-92 In: T.S. Chouhan (ed.) Vol 1 Natural and Human Resources of Rajasthan. Scientific Publishers, Jodhpur. Krishna,N. 1997. Nahgaur; Water Wonderlandin the Desert, Namaste XVII(4); 29-32. K R BHATIPrograms of the Governmentto Check Road Accidents(in Press) 5 th January 1998,by, Joint Secretary(Transport) Surface Transport,Government of India. Krishna,J. 1984.Indian Standard Criteria for earthquakeresistant design of structures.(forth revision).Indian Standard: 1893-1984,77p. Listori,J.A. 1996. Bridging health gaps: Lessons for Sub-SaharanAfrica InfrastructureProjects. AFTES WorkingPaper No. 20. Urban EnvironmentalManagement. 79p. Malhotra, S.P., A.K. Sen, and B.S.Gupta,1983. Recent demographicchanges in different agro- climatic regions of Rajasthan. Annals of Arid zone 22(3): 209-219 Marcot,B.G. 1993.Conservation of forests of Indian: An ecologiststour. Misc. Publ.U.S.D.A. For Serv. Pacific,Northwest Res. station 127p. Mathur,C.M., 1996.Natural vegetation and forest. pp 98-166 in Chouhan 1996. Mathur,C.M. and D.P. Govil 1988.Greening the Desert.pp 273-288 In: Prakash (1988). Nair, S.M. 1992.Endangered Animals of India and Their Conservation.Natl. Book Trust, New Delhi. Louis Berger Internazional. Inc., BCEOM. CES and ECI References - Page2 Naraniwal,R. 1990.Intensity of irrigationin Rajasthan.pp 26-32. In: Gurjar,R.K. Geographic Perspectiveson Irrigation.Rawat publications.New Delhi. NatarajPublishers 1994 (3rd ed.). The wildlife (Protection)Act, 1972 (as amendedup to 1991). UpendraArora. New Delhi. Parterre, S.H, 1993(3rd ed.). The Book of IndianAnimals. BombayNatural History Society, Bombay324p. Prakash,I. (ed.) 1988.Desert Ecology. Scientificpublishers, Jodhpur 313 pa. Prasad, V.P.,D. Mason, J.E. Marburger,and C.R.Ajithkumar.1997. Illustrated Flora of Keoladeo NationalPark, Bharatpur,Rajasthan. Bombay Nat. Hist. Soc. 435 p. Randhawa,M.S., 1983(3rd). Flowering Trees, India - The land and the People,National Book Trust, New Delhi - 208 p. Rani, V. 1997.Chittorgarh: the living legend.Namaste XVII (4):39-44. Roadsand the Environment:A Handbook.September 1994, The WorldBank Report TWU 13, Chapter 17 -Roadsafety, page 117. Record of Interagency/Forum/ConsultationMeetings Satyanarayan,Y. 1964.Habitats and plant communitiesof the Indian Desert,pp 59-68 In: GOI (1964). Sen, A.K. and A. Kar 1995. Land degradationand desertificationin Asia and the Pacific Region scientificpublishers, Jodhpur 370 p. Sen, A.K. and A.Kar 1993. Desertificationand its control in the Thar, Saharaand Sahel Regions. Sen, A.K. , B. Ram ans K.N. Gupta. 1980Land utilizationsurvey in Churu District Rajasthan. CAZRI,Jodhpur 35p. Sexena,S.K. 1997.Traditional agroforestry systems in westernRajasthan. pp 21-30 In: Gupta and Sharma(1997). Shankar,V. 1994.Vegetation of the Indian arid zone pp 49-53 In: Singhand Singh(1994). Sharma,B.M. and J.P. Gupta 1997.Potential role of agroforestryin arid zone in 2000 AD. pp 117- 124 In: Gupta and Sharma (1997) Sharma,P.M. 1990.Irrigation developmentin Rajasthanpp 11-25 In: Gurjar,R.K. Geographic Perspectiveson Irrigation.Rawat Publications.New Delhi Sharma,S.K. 1977. Some improved silvipastorialsystems for sustainableproduction pp 31-40 In: Gupta& Sharma(1997). Singh,A.1990. Quality of ground water for irrigation.pp 33-45. In: Gurjar,R.K. geographic Perspectiveson Irrigation.Rawat publications.New Delhi. Singh,A. and S.S. Dhillon. AgriculturalGeography 443 p, Tata McGrawHill, New Delhi Louis BergerInternational. Inc., BCEOM.CES and ECI References- Page3 Singh,M.P., M. P. Naryar and R.P. Roy 1994. Textbook of ForestTaxonomy 543p,Anmol Publication,New Delhi Singh,P. 1995.Range Managementand Silvi-pastoralsystems to control sand drift. pp 155-169in Sen and Kar (1995). Singh,R.P. 1994.Management of rainfed lands in the Indian arid zone. pp 251-260 In: Singhand Singh(1994). Singh,R.P. and S. Singh 1994.Sustainable Development of the Indian Arid zone. Scientific Publishers,Jodhpur 335 p. Singh,R.R. 1995. India: A RegionalGeography. National Geographical Society of India, Varanasi- 5. Surana,B.K. and A. Bhargava. 1997a.Assessment of water qualityin Rajasthan. RajasthanState PollutionControl Board. 60p. Surana,B.K. and A. Bhargava. 1997b.Ambient noise levels in Rajasthan. RajasthanState Pollution ControlBoard. 42p. Surana,B.K. and A. Bhargava. 1997c.Assessment of ambientair qualityin Rajasthan. Rajasthan State PollutionControl Board. 55p. Tikkha,R.N., 1996.Geography of India, New AcademicPubl. Co., Jalandhar268 p. Tsunokawa,K. and C. Hoban. 1997. Roads and the environment:a handbook. World Bank TechnicalPaper No. 376. 225p. Vaishishtha,B.B. 1988.Present status and future prospectsof horticulturein arid zone. pp 135-150 In: Prakash 1988. Vijayan,L. 1994.Keoladeo NationalPark, Rajasthan. WWF India. 77p. WorldWildlife Fund (WWF). 1995. A report on trainingworkshop on wetland management. KeoladeoNatl. Park, Bharatpur. 50p. Ziddi,S. 1998. A guide to the wildlifeparks of Rajasthan.Photo Eye Pub., Jaipur 72p. Louis Berger International. Inc., BCEOM, CES and ECI References - Page4 APPENDICES APPENDICES APPENDIX A POLICY, ADMINISTRATIVE & LEGEL CONTEXT 0 ------~~~~~~~~~~~~~~~ .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ APPENDIX A POLICY, ADMINISTRATIVE AND LEGAL CONTEXT 1.1 POLICY AND ADMINISTRATIVECONTEXT The environmental policy and administrative context within which the Project will proceed is introducedwith a discussion of MOEF. This is followed by a discussionof the policy, legal and administrativecontext as it applies to the physical, biological and socio-economicaspects of the environrnent. 1.1.1 Ministry of Environment and Forest (MOEF) The environmentalmanagement system in India is primarily a government-centeredcommand and control regimen, although it does employ incentives and other techniquesto encourage voluntary compliancewith pollution control, forest protection and the environmentalprotection thrusts in the law. Exhibit 1-1 shows the organizationalstructure of India's environmentalmanagement system. OrganizationalStructure for Environmental Management In Indla C Banter Stater D3strict fnIons as outlinied oiI wtrand iCrmAts. M l Aiti4re andFoOnm"t an Fa_Eo 1L--,~~~I l , 1 CentralPolution Contol Board ( )PolluUon T Contli Boar.d Xc o ControBoG!] (CPCE} 1 CC (SPCB _ mangeen atteCne.IOa ume faece n ntittone nluig Source: World Bank Report T-6910-IN, December 3,199 6. The current framework evolved laTgely since the creation of MOEF in 1985. Many states already had State Pollution Control Boards (SPCBs) located in the Departments of Public Health to perfor-m functions as outlined in India's water and Air Acts. MOEF is the nodal agency for environmental management at the Center. It has a number of agencies and institutions including: *Central Pollution Control Board (CPCB). The CPCB is a statutory authority attached to MOEF and located in New Delhi. It was constituted in 1974 (and thus predates MOEF). Its mAinr fimlctions are to: LouisBerger Inrernational. Inc.. BCEOM. CES and ECI Appendir A - Page I - Advise the central govemmentin regard to water and air pollution; - Plan and implementwater and air pollutionprograms; - Coordinateactivities of State Pollutioncontrol Boards; - Organizepopular air and water campaigns; - Public awareness; - Compileair and waterdata and provide guidelines; - Set air and water standards. MOEF Regional Offices. RajasThanis located in the Central Region which includes both Rajasthan and Uttar Pradesh. The office for the Central Region is located in Lucknow. Its responsibilitiesare: - Disposeof proposals for diversionof forestlands; - Assist in the preparationof the NationalForestry Action Plan (NFAP); - Assist Paryavaran Vahinis'; - Provide technicaland scientific consultationson biologicaldiversity; - Follow the implementationof conditionsfollowing environmental clearance; - Follow-uppollution control measures by industriesand local bodies; - Collect and furnish information relating to environmental impact assessment of projects, pollutioncontrol measures, methodologyand status, legal and enforcement measures, environmentalprotection in special conservationareas such as wetlands, mangroves and biological reserves; and Coordination functions. * State Department of Environment and Forest. Performs functions similar to MOEF only at the State level. * State Pollution Control Boards (SPCBs). SPCBs are reported as playing a major role in environmentalmanagement at the state level, but appear to be specifically focused on air and water issues. Functionsare to: - Plan and execute state-levelair and water initiatives; - Advise state governmentson air, water and industry issues; - Establishemissions standards based on NationalMinimum Standards; - Issue consent orders (permits)for industryair and water discharges; - Issue "No Objection Certificates" for industrial development; - Publish statisticsand disseminateinformation; and - Ensure legal actions against defaulters. Municipalitiesand panchayats are expectedto play an increasingrole in environmentalmanagement at the district level and states may delegate functions. Under certain amendments municipalities would be involved in: - Urban and town planning; - Water supplies; - Solid waste managementand sanitation; - Urban forestry; - Protection of the environment; and Paryavaran Vahini Program - = adjunct to the NEAC (National Environmental Awareness Campaign) launched in 1;3ZU33 *LULLVUiIU *bALuIiT1 mtrmDersin reporEing ana monitoring as weni as awareness programs. Louis Berger international. Inc.. BCEOM. CES and - _I Appendix .4 - Page2 - Promotionof the ecologicalaspects of urban development. Otherministries and their environmentaltasks are identifiedas follows: Ministryof Agriculture Preventionand control of desertification Conservationand regenerationof watersheds Protectionof irrigationcommand areas Conservationand regenerationof forest Preventionand control of pollution Ministryof Water Resources Preventionand control of floods Conservationand regenerationof wetlands Conservationand regenerationof coral reefs Protectionof irrigationcommand areas Monitoringwater quality Ministryof Rural Development Conservationand managementof land and soil Preventionand control of drought Conservationand regenerationof forest Preventionand control of pollution Ministryof Power Preventionand control of pollution Recyclingof resources Conservationand managementof energy Ministryof Petroleum Protectionof mining and oil extractionareas Recyclingof resources Preventionand control of pollution Conservationand managementof energy Departmentof Ocean Development Conservationof coral reefs and coastalregions Conservationand relegationmofisland resources Ministryof Urban Development Prevention and control of pollution 1.1.2 Administrative Framework for Road Projects The legal responsibilities for creation, maintenance,upgradation or abandonmentof any public road in India generallyrests with the PWD of the concemed state unless assignedto any other legal entity. For example, public roads inside municipal towns are in the custody of the concerned Municipal Authorities. Similarly the National Highways (NH) are in the custody of the Ministry of Surface Transport (MOST),Road Wing (RW) of the GOI. However, all functionsrelated to decisions taken by the GOI for national highways are implementedby the PWD of the concernedState Govemment. All other types of roads like the State Highways (SH), Major DistrictRoads (MDR), etc. are usually in the custody of the State PWD for decision and implementation. In the State of Rajasthan, the PWD (Bridges & Roads) hold charge of SH, MDR and most other district roads, however border roads next to the Pakistan border are undermilitary control. 1.2 LEGAL FRAMEWORK The major elements of the Indian legal frameworkfor environmentalmanagement are: Louis Berger lnternttional, Inc.. BCEOM.4,CES and EC1 Appendir A - Page3 * The Constitution - provides for protection and improvement of the environment and states that "it shall be the duty of every citizen of India to protect and improve the national environment, includingforest,lakes, rivers, and wildlifeand to have compassionfor living creatures" * Water (Preventionand Control of Pollution)Act of 1974and Cess Act of 1977. • Air (Preventionand Control of Pollution) Act of 1981. * Environment (Protection) Act of 1986 - enacted in the wake of the Bhopal gas tragedy, the Act is umbrella legislation that provides a framework for central and state authorities established under previous laws. It provides a single focus for the protection of the environment and sought to plug several loopholes. * Forest (Conservation) Act as amended in 1988. * Wildlife (Protection) Act of 1972. * Policy Statement on Abatement of Pollution of 1992. Affirmed the government's intention to integrate environmental and economic aspects in development planring with stress on preventive aspects of pollution abatement and the "polluter pays" principle. • The Environmental Impact Assessment (EIA) of Development Projects Notification of 1994. Until January of 1994, obtaining environmental clearance from MOEF was only an administrative requirement intended for mega projects undertaken by the government or public sector undertakings. The EIA Notification issued in January 199' and amended in May 1994 makes EIAs statutory 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 such as the -AlwarDistrict in Rajasthan. * Coastal Zone Notification of 1991. * The Public Liability Insurance Act of 1991 Under the heading of land use, the following are also noted of potential relevance to the Project: 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 and Minerals (Regulation and Development) Act and Amendment of 1957 and 1984. The Coal Mines (Conservation and Development) Amendment Act of 1985. LoutisBerger International. Inc., BCEOM. CES and ECI Appendix A - Page4 APPENDIX B ROAD SAFETY & RESPONSE PLAN APPENDIX B ROAD SAFETY AND EMERGENCY RESPONSE PLAN MINISTER SURFACE TRANSPORT GOVERNMENT OF INDIA MESSAGE FOR NINTH ROAD SAFETY WEEK 5-11 JANUARY, 1998 With the tremendous boom in the vehicle population in India, Road Safety is becoming a matter of great concern. We are losing about 70,000 valuable lives every year due to road accidents and this cannot continueto happen. Road Safety Week which is being observedthroughout the country with the theme of "Pedestrian Safety" intends to create awareness amongstthe people to observe safety precautionswhile on the road. Road disciplineand safety consciousnesshas to be inculcatedamong road users. I hope that the Road Safety Week being observed from Sth -1lth January, 1998, with emphasison "Pedestrian Safety", will achieve this objective of public awareness. Rememberthat the pedestrianhas the first Right of Way (ROW). New Delhi 1.1 INTRODUCTION Road safety aspects have been neglected very badly till the last decade. Ministry of Surface Transport(MOST) Governmentof India (GOI) started observingRoad Safety week-in 1990. The 5- l l Januaryof every year is being observedas the road safety week.Unless road safety aspects are put in to the design with environmentalprecautions, very little can be achieved on road safety. All necessary clauses need to be incorporatedin to the bidding documentsbefore the constructionwork start. This chapter is about accidents,Emergency Response Plans and importantpreventive measures against accidents. 1.2 ROAD SAFETYCONCERNS With the rapid industrializationin the country and the fast growth of human as well as vehicular populations,it is impossible to eliminate accidents altogether. But accidents can be drastically cut down with a little cooperation from the road users and proper collectionand use of accident data. The experts have been advocatingthe adoptionof measuresunder three broad categories. 1) EngineeringDesign 2) Enforcement,and 3) Education ; However,overall the followingare the main concems: * The presence of road side trees, poles, ditches, steep slopes and barriers * The use of signs, road markings and intersectionlayout * Roadside access, parking ana bus StoparrangemnriLs LouisBerger Iniernaxional. Inc . BCEOM.CES and ECI Appendix B - Page I * Provisions for pedestrians, livestockand non motorizedtraffic * Provisionof measures to control vehiclesspeeds in urban areas * Over loading of vehicles In Rajasthanlike other parts of India, there can be little doubt that improvingthe surface of the road and its aligmnentwill encourageincreased speeds and with that comes the risk of even more serious accidents. Pedestriansnot used to fast traffic, will also be exposedand their behavior as well as that of the drivers, needs to be considered. Improvementsin alignmentand better traffic separation,as well as increasedroadway width based on modern standardswill help alleviate current dangers but attentionmust also be given to safety as part of any road improvement. Safety audits can provide a useful tool for analysis and considerationwill be given to pre and post constructionauditing as part of the overall project monitoring. 1.2.1 Non Motorized Traffic, Pedestrians and Livestock In Rajasthan like other part of India, the non-motorizedtraffic is a serious concern in the light of highway improvementswhich generate faster traffic. Unless provided extra space is provided for non-motorizedtraffic, high-speedvehicles will cause more accidentsthan ever before. 1.2.2 Over loading of vehicles Over loading of vehicles is a common problem on all Indian highways. The overloaded vehicles include passenger buses, cars, trucks and goods vehicles including non-motorized vehicles. The overloadingof vehicles increases chances of occurrence of accidents. Hence every effort shall be made to discourage overloading. A total ban of this may not be well accepted by the public. On many routes the peak hour traffic is rarely sufficientto meet the increasing demand for travel and transport. The inadequate roads and the availabilityof vehicles to meet the peak hour demands are both constraints. Vehicles with lesser loads may be operating during the peak hours may not be profitable unless off-hours are also available for operation. In most of the cases off-hours travel loads are much less. The penalty for the violators could be applied to both the extra passengers as well as the vehicle owners and drivers. However, identificationof the extra passengersis in fact difficult. To meet the ) peak hour passengerdemand, the best solution will be to operate additionalgovernment vehicles. 1.2.3 The presence of roadside trees, poles, ditches, steep slopes and barriers. The presence of roadside trees, poles, ditches, steep slopes and barriers may contribute to the frequency and severity of road accidents. The roadside trees may affect highway safety in several ways. They may cut off proper lighting during morning and evening hours. The shadows of trees attract people and livestock to the roadside during hot sunny days thus increasing the risk of accidents. Similarly poles, ditches, steep slopes and abutments can also increase the risk of accidents by reducing the roadway available to avoid livestock, non-motorized vehicles, and other common obstacles. 1.2.4 The signs, road markings and intersection layout If road signs and marking are not properly made or if the markings are not clearly visible due to ) fading or obstacles which interfere with visibility (e.g. vegetation), the risk of accidents increases. Intersection layouts which were developed are spacious and properly marked. ) Louis Berger International. Inc.. BCEOM. CES and ECI 8 Appendix - Page 2 Rajasthan State tdghwayProject - AQiU 4Artmud - 1.2.5 Roadside access,parking and bus stop arrangements Speedingvehicles commonlyfail to reduce speed or stop when approachingroadside access, parking and bus stop arrangements. In these locations sufficient space to pull off the roadway will be provided and merge lanes will allow vehiclesto merge with fastertraffic. 1.2.6 Provisionsfor pedestrians, livestock and non-motorizedtraffic Provisions for pedestrians, livestock and non-motorizedtraffic will be made to avoid accidents in settled areas. Engineering designsplay a major role in road safety. The road safety advertisement of Government of India on 5 January 1998 gives a number of guidelinesfor pedestrians crossing and walking on the road. These are: a) Look to your right, then look to your left and look to your right again. If there is no traffic coming,cross the road quickly b) Crossthe road at safer places, preferablyat zebra crossings,subways, footbridges, etc. c) Keep looking and listening for traffic while crossingthe road d) Where there is a footpath use it and where it is lackingwalk on the road facing oncoming traffic. 1.2.7 Provision of measures to control vehicle speeds in urban area Speed control provisions shall be made in the designs and these shall be properly observed. If violated,heavy penalties shall be imposedon defaulters. 1.3 TYPICAL ACCIDENTS AND EMERGENCY SITUATIONS There are many types of situationsto be considered. Some of these include: a Accidentalspillage of hazardous chemicalsleading to pollutionand other major health hazards. Accidentsinvolving human being, requiring first aid and hospitalization * Collapseof road structuresviz., culverts,bridges etc. a Natural calamities, fire, processions, riots, political badhs, and forceful closing of roads by miscreants. 1.4 ACCIDENT CASES AND PUBLIC RESPONSE Public responsibility is one of the most important parts of road safety measures and emergency response plan. Immediately'after an accident either the passerby, resident or inhabitants is required to inforn the nearest petrol station or police station so that the accident victims get first aid and the messagereaches the District Collectorsoffice. This kind of timely help can save possible maximum number of people. In many cases, timely help will reduce the number of fatalitiesper accident. Both the petrol station and police station shall be entrusted with the duty of informing the District Collector. For smooth functioning of the system there shall be an emergencyresponse cell in the collector's office. Louis Berger International, Inc., BCEOM. CES and ECI Appendix B - Page 3 1.5 SPECIAL CASES OF ACCIDENTS Spillage of hazardous chemicals shall be dealt with utmost care. Some 18 categories of hazardous wastes have been identified so far (ref :MOEF Hand Book 1994). An efficient and coordinated effort can only reduce the potential impact on human beings,water, and air. Althoughthe hazardous chemicalhandling rules of the governmentfor industries are strong enough to minimizethe impact upon environment,emergency response plans for the road require a prompt and coordinated effort. Per the provisions of the Environment (protection) Act 1986, rules regarding Management and Handling of Hazardous Wastes have been formulated. Under this act the District Collector is the authority responsible for preparation of the off-site emergency plan. Before commencement of activity,the public in the vicinity of the plant needs to be informedof the nature of a major accident that might occur on-site and the Do's and Don'ts to be followedin case of such an occurrence. In the case of highway accidents, local emergency officials (e.g. police) must be prepared to react to highwayaccidents which threaten the safety of the public. 1.6 REMOVAL OF ROAD BLOCKAGES The efficiency of the road network is largely dependenton how efficientlypublic agenciesare able to respond to the emergency situations when somethinghappens on the road which hampers the free flow of traffic. This is same in the case of accidents, natural calamities, riots, processions, after effects of politically motivated 'bandhs' etc. Anticipating such situations is necessary if remedial measuresare to be planned. Failure to have and apply planned remedial actions may lead to traffic congestion,pollution and result in further accidents. 1.7 RESPONSIBILITY OF PETROL / DIESEL STATIONS & POLICE STATIONS Responsibilitywill have to be assigned to the petrol/dieselstations in addition to police stations. The petrol stations and police stations will be required to keep a record of qualified doctors within an easily accessiblerange of distance who can be summonedto give first aid to the accident victims. 1.8 RESPONSIBILITY OF VOLUNTARY ORGANIZATIONS Any amountof effort by the Governmentof Rajasthanin creatingproper awarenessabout road safety will be insufficientconsidering the vastness of the state and its population.Recognizing this fact, the Governmentshould solicit the cooperationof voluntary organizationsin this cause. It is expectedthat voluntary organizations will come forward to help the govemment in its efforts to reduce road accidents. 1.9 ACCIDENTS NEAR SCHOOLS, COLLEGES AND OTHER EDUCATIONAL INSTITUTIONS The duties to be entrusted with schools and similar institutionsin case an accident happens in their vicinity shall be clearly defined. The parent- teachers association shall evolve a plan for their school/collegechildren to meet emergencysituations. Every school/collegeshall have the minimum first aide facilities.Normally in schools these charges shall be entrusted with the NSS, NCC etc. There shall be communicationfacilities as well. They must keep the record of all nearby hospitals/clinics and doctors including nearest 24-hour chemists/medicalstore etc. so that any emergency situationscan be sorted out very easily. Louis BergerInternational. Inc., BCEOM, CES andECI Appendix B - Page 4 1.10 ROLE OF HOSPITALS Hospitals shall keep an account of all doctors and also those doctors whose services will be voluntarily available with little or minimum effort. Hospitals must keep a record of all petrol stations,schools and police stations in and aroundthe highways. 1.11 ACCIDENTS NEAR TOWNS Unlike rural areas, in and around towns the accident victims get first aid and other medical aid much faster dependingup on the facilities availablein the town. Accidentsare also reported much faster to the concernedpublic officials. Frequently these accidents are much more severe because of the higher number of personnel involved. 1.12 ROAD ACCIDENT STATISTICS No reliable road accident statistics are available for any of the road segments considered. Road accident statisticswere sought as part of the domesticconsultant studies from recordskept with local police. These proved to be far from accurate nor comprehensive,and the data available was very limited. 1.13 PREVENTIVE MEASURES AGAINST ACCIDENTS 1.13.1 Identification of Black Spots or Accident Prone Areas. This was carried out during the initial Engineering surveys. Every one involved in the detailed engineeringstudies, as well as the police/public/highwayusers have responsibilityto pin point the locations.Locations of this type include hairpin bends, junctions of one or more roads, steep slopes with a bent, ghat areas, etc. The black spots and the accidentprone areas were identified as a part of engineeringdesign and corrective measures like realignments, culverts, bridges, signage, etc. were selected as appropriate. 1.13.2 Speed Restrictions in Urban/Sclhool/Hospitals etc. As a part of detailed engineering studies all accident-proneareas like urban areas and the vicinity of schoolsand hospitalswas delineated. Strict speedrestrictions are being proposed for such areas. 1.13.3 Road Safety and WildlifeHabitats Like human concerns, equally important are the wildlife concerns,particularly since Rajasthanis the home of a number of species rare in India. In areas where rich wildlife is present, speed restrictions of 40 km/hour are considerednecessary. Such areas are to be identified in consultationwith Forestry Departmentwildlife officials. 1.13.4 Public awareness Governmentof India gives special attentionto new methods of educatingthe schoolchildren. Essay competitionson the subject of road safety are organized annually which has evidenced a lot of interest and the number of student participants is increasing tremendously. While this has to continue,efforts should be now directed to involvementof students in EmergencyResponse Plan for LeCnding accient rescue operations. Schooi cniicren can piay a greater roie in Act and Save Lile LouisBerger International. Inc., BCEO.U, CES and ECI AppendixB - Page S process. The life of about 50 % of all road accident victims can be saved if he or she is provided medicalaid immediately. 1.14 EMERGENCY RESPONSE PLAN (ERP) 1.14.1 Introduction In ERP,the most important step is the forrnationiconstitutionof an EmergencyResponse Cell under District Collector's chainnanship. After this, district collector shall notify various institutions in setting up the Emergency Response Council (ERC) (Refer Figure B-1). The notified institutions shall includeall of the educationalinstitutions, petrol stations, police stations and hospitals. Selected representative from these organizations will constitute the Council. This council will issue guidelinesfor the EmergencyResponse Plan (ERP) for the district. HEALTH M l l Most of the time accident message flow will be both ways. This is indicated by arrows in the above figure. EXHIBIT B-1 EMERGENCY RESPONSE COUNCIL Louis Berger International, Inc., BCEOiMf,CES and EC] Appendix B - Page 6 Rajasthan State Highway Project EIA - Koa Corridor - August1998 1.14.2 Sequence of events after an accidenL Occurrence of an accident at any place on the highway Accident victims are taken to any of the notified places like a petrol or diesel station, police station, ;Q schools, any educational institution or local PWD office for first aid. Message reaches to petrol or diesel station or police station or schools or any educational institutions or local PWD office. Message is sent to District Collector from any or all the above places. District collector receives a detailed report of the event with in not more than 6 hours by the fastest available communication by fax, phone, telegram or E-mail etc. from the nearest police 3 station. District collectors' office will evaluate the seriousness of the problem based on the report available. 3 If details are not cleaf, further clarification will be sought from various notified places. Then messages will be forwarded from the District Collectors office to all concemed if urgent necessary action is further required. From the District Collector office again the messages are send to police station and PWD office to 3 make sure that all relief operations are working smoothly and will be coordinated from District Collectors office. PWD office will in turn redirect the message to the local PWD office. Depending upon the situation, serious cases will be referred to the hospitals. 1.15 FLOW CHART FOR EMERGENCY RESPONSE CELL AND MESSAGE FLOW 1.15.1 Role of Doctors in ERP It is the duty of doctors to provide medical treatment to road accident victims instantaneously and thereafter to leave resolution of other crisis needs to the law enforcement agencies. There is no legal impediment to doctors in attending to such cases immediately. Always remember that every second is precious after an accident has occurred for saving the victim. Large number of lives in accidents can be saved only if medical aid is provided immediately. This is also what the ethics of medical profession asks for. Per section 134 of the Motor Vehicles Act, it is the duty of every registered medical practitioner or the doctor on duty in the hospital to immediately attend to the injured person and render medical aid or treatment without waiting for any procedural formalities. ) 1.15.2 Role of Public in ERP Highway users should always give passage of way to the vehicles on emergency duties, such as ambulances, fire brigade or police. They have the first right of passage. The public at large is expected to help in this regard and the policeman on duty should also ensure their immediate passage. As explained earlier also the public response to an emergency situation is the most 16 important aspect of the Emergency Response Plan. The successful resolution of any emergency J situation largely depends on how fast the public react to a given emergency situation. Louis Berger International. Inc..BCEOM. CES and ECI AppendixB - Page 7 _ Rnjashan Siate Highway Project EMA- KoMzCorridor - August 1998 SECRETARY SEURFACETRANSPORT GOVERNMENT OF INDIA MESSAGE FOR NINTH ROAD SAFETY WEEK 5-11 JANUARY, 1998 Road Safety Week is once again being observed from 5 th- 11thJanuary, 1998. The objective of this campaign is to make each one of us realize that as road users we have a sense of responsibility to our fellow users and in our on interest we need to observe road discipline and safety precautions. Accidents on roads can happen to anyone including those who are near and dear to us. We should not allow precious lives to be lost because of drunken driving or carelessness on the roads. I hope that this campaign each year will not end with the "week" but continue to be carried on by educational institutions and voluntary organizations to make our roads safer for us and our children. We must make our roads safer for the pedestrians. New Delhi Lou:s Berger International. Inc.. BCEOM. CES and ECI Appendir B - Page 8 I I MAPPENDIXC -) CHECKLIST FOR ENVIRONMENTAL MANAGEMENT ) ~ l - ) APPENDIX C CHECKLIST FOR ENVIRONMENTAL MONITORING INTRODUCTION Environmental monitoring refers to the continuing environmental assessment of project, starting at the project preparation stage and continuing throu-h out the construction and post construction stage of the project, In most cases a monitoring program consists of the identification and selection of key environmental indicators or parameters which may be qualitatively measured and compared over time. These can be any environmental indicator viz. physical, chemical or social.. A general monitoring tool is useful and there is advantage in adopting a uniform monitoring proforma. It is frequently based on recorded project details combined with recording of expected project actions or outcomes. The following Checklist/ Questionnairehas been suggested. This can be further improved to suit corridor specific needs. OBJECTIVES OF MONITORING AND EVALUATION 1. To demonstrate that unfavorable effects have been addressed and adverse consequences minimized. 2. To monitor and promote favorable impacts which enhance environmental quality. 3. To record conditions, actions and project impact, enabling adoption of better mitigation methods and documenting legal or commuunityobligations 4. To evaluate the adequacy of Environmental Impact Assessment already carried out, and to suggest improvement. METHODOLOGY The methodology adopted is basically a subjective rapid appraisal based on visual observation with quantification of some key parameters. This requires a basic knowledge and some understanding of environmental impacts. Only a limited number of key impact areas have been adopted in order to frame a simple and general questionnaire and to encourage its completion by site supervisors. Sources of information are largely visual observations and basic project details and it allows the collection of base line data. The collation of this information fed into an environmental unit provides the basic data on which further selective analysis and investigation may be undertaken. Strict specification of sampling numbers and numerous tests should be avoided. The Environm.entalUnit can always arrange supplementary tests if so required. This avoids the cost of unnecessarv tests, the results of which are often seen as an end in themselves, and it simplifies the process. This atproach of selective investigation and questioning should provide a practical and achievable development of environmental awareness. There are already numerous returns and reports required from construction activity and protection of the environment should not be seen as an unnecessary additional burden on limited time resources. It should, however, become a regular procedure and part of routine contract management. Louis Berger International, Inc., BCEOM, CES and ECI Appendix C - Page I Rajasthan Stale Highway Project EIA-Kota Corridor - August 1998 FIELD QUESTIONNAIRE CHECKLIST FOR ENVIRONMENTAL MONITORING ) ) ) ~~~Instructions SECTION 1 of the questionnaire should be completed at the commencement of a construction or ) maintenance contract by the Supervising Engineer ie, Project Cordinator in consultation with the ) Contractorand forwarded to the Environmental Unit SECTION 2 should be completed at the hand over of accepted construction work and forwarded to the Environmental Unit. Section 3 helps to 1 monitor mitigating measures during the operational phase. All mitigating actions/action plans should be as per the EMAP. Reference should be made to any Environmental Assessment of the project or ManagementPlan prepared as part of the approval process. 1. Name of Person completing report: Signature Date SECTION 1 (A) General Information I. Location: District: Mandal: Gram Panchayat: Road No.: -2.Project NlIame/Identification: 3. The road work connects: Width Length: ) 4. Type of Road: National/State/District/Feeder/Local Surface type: Asphalt/gravel Existing Einal 5. Physical dimensions: Embankment Base width (m): Pavement (m): Average Height/depth (m): ROW width (m): 6. Attach a map of road, if available (B) Ecological Impact 1. Does the road pass through? Landuse Forest Reserve Wetland Dryland Wildlife Sanctuaries Total Length (km): Louis Berger /r.:ernational. Inc., BCEO,U, CES and ECI Appendix C - Page 2 RajasthanState Highway Project EIA-KozaCorridor- August 1998 2. Are any natural water resources interrupted or reduced in waterway Yes/No area? If yes, attach list of bridges/culverts (location, length, size) and stream width. 3. Numbers of trees (over 3 inch diameter) to be removed:- Species: )6 Number to be planted Species: 4. Is the road embankment likely to be altered Yes/No 5. Are there any animals or vegetation,unique to this area or known to Yes/No be endangered? 6. Is it necessary to open borrow pits outside the road alignment? Yes/No (C) Impact up on Physio-Chemical environment 1. Is the construction and soil to be used likely to lead to siltation Yes/No downstream? If yes, is batter protection around waterways included? Yes/No 2. Is the embankment likely to obstruct natural drainage? Yes/No 3. Does the area regularly flood? Yes/No Both sides of the alignment? Yes/No If yes, to what depth above ground level (m)? Frequency (times per year)? 4. Are there urban or industrial area along the road alignment? Yes/No If yes, attach details of sites, distance off centerline and type of activity. 5. Are the proposed construction campsites away from water resources and Yes/No settlement? If no, has a provision been made for safe disposal of wastes and septic? Yes/No (D) Socio- Economic impacts I. Have the local people been informed when construction is to Yes/No commence? 2. Is land acquisition and compensation finalized? Yes/No 3. Number of Residences to be removed or shifted? 4. Are there any mosques, temples, graveyards or historical sites on the Yes/No road reserve? Louis Berger In,ernational.Inc.. BCEOM. CES and ECI Appendix C - Page 3 Rajasthan State Highway Project EIA-KotaCorridor - August 1998 SECTION II (Completeat hand over of works from Contractor) (E) Record of Compliance 1. Were there any complaints from the local people during construction? Yes/No 2. Has there been any erosion or damage to the embankment? Yes/No 3. Were there any spillage of chemicals or bitumen? Yes/No 4. Have all borrow pits, camps sites and roadsides been restored? Yes/No 5. Pavement Structure used? MacadamtGravel/FCR 6. Have all replacement trees been planted? Yes/No SECTION III OPERATIONALPHASE - A SampleMonitoring Sheet Follow up Measures for Monitoring and Mitigation Ecological Impacts and Mitigation ( Refer section I (B)) 1. If the road passes through one or more of the ecological zones as per Yes/No section 1-B, Whether a strategy for continued monitoring and mitigation formulated? 2. If any water bodies are affected as per section 1-B Yes/No Whether a strategy for continued monitoring formulated? 3. If the avenue plantations affected Yes/No 3 Whether a strategy followed for replantation - 4. If any endangerd plants /animals are noticed Yes/No I Whether a strategy evolved to protect these species? } ~~~~~~~~~~~~~~~~~~~~~Yes/No 5. If any wildlife accidents noticed or reported during constrction or after X construction Whether a strategy evolved for corrective measures to minimize such accidents? ) If any borrow pits in the settlement areas are serious health hazard to the 6. community as mosquito breeding places etc. Yes/No 1 Whether any action plan evolved to contain such serious threats to community ? ) I 4 ~~~Loui15Berger International. Inc., BCEOM. CES and EC/IpedxC-Pg ) pedx -Pg