51375-001: Public-Private Partnership in Madhya Pradesh Road Sector

Initial Environmental Examination

Part 03

November 2019

India: Public‒Private Partnership in Madhya Pradesh Road Sector Project

(9 Subproject Road Sections)

Prepared by the Madhya Pradesh Road Development Corporation Ltd., Government of Madhya Pradesh for the Asian Development Bank.

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff and may be preliminary in nature. Your attention is directed to the “terms of use” section of this website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area. 22

72. Toomda-Patania-Barkheda Saalam road: The proposed improvement Starts in Toomda- Patania town from the T-Junction of city road along state highway from km 0+000 and ends at T- junction at barkheda-saalam in Bhopal district. The Latitude and Longitude of Start and End points are (23° 18.863' N and 77° 11.471' E) North Latitude and (23° 16.866' N and 77° 15.584' E) East Longitude respectively. Length of the project road is 12.80 Km and the project road is major district road passing throughout in Bhopal district. Project road has to connect Toomda-Patania and Barkheda-Saalam towns at Ends. At the Start point, the T-Section at Toomda-Patania town road Starts chainage 0.000 Km, passes through the various villages and Ends at Barkheda-Saalam town. The Project road also has junction with National Highways 86, Bhopal Chilpi Road at Starting and National Highway – 543, Bhopal – Nainpur road at the end i.e., in Barkheda-Saalam town of Bhopal District. The existing road sections are mostly single lane district roads with carriageway width vary from 3.0m to 7.0m with earthen shoulders. Formation width varies from 5.0m to 9.0m. The width of existing right of way is range from 20 to 25m in open and built-up areas throughout the road section. The sub-project road is running through plain, rolling and hilly terrain and passing across agricultural and forest land, several villages, and towns. The alignment length of approx. 6.50kms tranverse through forest area. There are 211 trees need to be cut along the proposed alignment during construction of road. The existing pavement is bituminous in most of the road section, but CC pavement can also be found in few sections. The overall riding quality is fair to poor. The condition of shoulders is also poor which are now mostly covered with vegetation. There is no formal drainage system along the roads. There are 00 No. Major Bridges, 00 No. Minor Bridges and 16 Nos. Culverts (13 Nos. Hume Pipe Culverts, 03 Nos. Slab Culverts, 4 Nos. Stone Slab, 02 Nos. Utility Ducts and 03 No. VCW) along the projected road. Major traffic on these roads is of passenger vehicles. The current average daily traffic on the sub project roads is 1089 PCU.

73. Siddikaganj-Hatpipaliya Road: The Project Corridor starts in Siddikaganj from Km Stone 98/127, at T-Junction (LHS-Kannod& RHS-Astha) of SH-41 of Latitude & Longitude (22° 52'20.72"N& 76° 46'6.58"E). The Road Terminates at Hatpipaliyaon Km Stone-27, of Latitude & Longitude (22° 51'14.62"N& 76°31'40.65"E) of SH-41. The Existing Length of the Project road is 21.236 Km. Available ROW is 12-15m in Built up Area and 15-20m in Open Area along the project corridor. The terrain is plain & rolling at most of the stretch and has normal gradient throughout, major landuse is agriculture followed by forest and built-up area along the road section. A length of 8.940 kms road section is passing through forest area. There are 180 trees need to be cut along the proposed alignment during construction of road. There are total existing 3 Minor Bridges out of which, 02 structures are reconstruction and 01structure is under reconstruction. There are total existing 28 culverts out of which, 24 structures are reconstruction and 02 are for widening and 02 Structures are for retain. Major traffic on these roads is of passenger vehicles. The current average daily traffic on the sub project road section is 337 PCU.

74. Bhaukhedi-Amlaha-Dhamanda Road: The Project Corridor starts in Bhaukhedi from Km Stone 18.7, at T-Junction (LHS-Icchawar & RHS-Sehore) of NH-12 of Latitud & Longitude (23° 4'48.11"N & 77° 1'34.75"E). The Road Terminates at Amlaha X Major Junction (LHS-Astha, RHS- Sonda Temple) on Km Stone-0, of Latitude & Longitude (23° 7'5.54"N& 76°54'15.53"E). The proposed road section is part of the State highway network on Madhya Pradesh. The existing road sections are mostly single lane district road with carriageway width vary from 3.0m to 7.0m with earthen shoulders. Formation width varies from 5.0m to 9.0m. The sub-project roads are running through plain, rolling and hilly terrain and passing across several agricultural land, villages, and towns. There are 120 trees need to be cut along the proposed alignment during construction of road. The existing pavement is bituminous in most of the road sections, but CC pavement can also be found in few sections passing through town and villages. The overall riding quality is poor to fair. There is no formal drainage system along the roads. There is one major bridge and 5 Minor 23

Bridges existing on the road section. The current average daily traffic on the sub project road is relatively low and noted 599 PCUs.

75. Semri-Sangakheda road: The Project Road starts at Semri village of SH-22 from Km Stone 220, at T-Junction (LHS-Pipariya & RHS-Bhopal) of SH-22 of Latitude & Longitude (22°52.337"N & 76°43'107"E). And terminates at Sangakheda on Km Stone-13.600, of Latitude & Longitude (22°51. 260’N & 76°31.699’E) in Hoshangabad District. The road traverses through Hoshangabad district of Madhya Pradesh. Total Existing length of the road is 13.600. The pattern on both side of road is agricultural/open and built-up with plain terrain throughout the alignment. Available ROW is 12-15m in Built up Area and 15-20 in Open Area along the project corridor. There is no formal drainage system along the road only earthern drains found in some villages. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 377 ADTs. There are 74 trees need to be cut along the proposed alignment during construction of road.

76. Sonasawri-Sanwalkheda road: The Project Road starts in Kheda Village at T-Junction on NH69 (RHS-Bhopal & LHS-Itarsi) of Latitude & Longitude (22°37.756'N & 77°46.497'E). The Road Terminates at Sanwalkheda village on NH12, of Latitude & Longitude (22° 39.039'N& 77° 40.492'E). The proposed road sections are part of the major district road network on Madhya Pradesh. The existing road sections are mostly single lane district roads with carriageway width vary from 3.0m to 7.0m with earthen shoulders. Formation width varies from 5.0m to 9.0m. The pattern on both side of road is agricultural/open and built-up. There are total 28 culverts out of which, 05 is retained, 08 are proposed for widening & 15 are proposed for reconstruction. Available ROW is 12-15m in Built up Area and 15-20 in Open Area along the project corridor. There is no formal drainage system along the road only earthern drains found in some villages. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 1097 ADTs. There are 87 trees need to be cut along the proposed alignment during construction of road.

77. Kailaras-Jaura via Pahadgad-Mundur-Nirar-Pagara: The project Kailaras to Jaura via Pahadgarh - Manpur -Nirar - Pagara road starts from the junction with Morena – Nepri Road MP- SH 2, & terminates in same SH-2 at the Junction Nepri-Morena. The project road traverses through Morena district of Madhya Pradesh. Existing length of road from Kailaras to Jaura via Pahadgarh- Manpur-Nirar-Pagara road is 63.093 Km. The existing road has Single Lane carriageway of width 3.75m with Earthen shoulder. Pavement surface condition is generally Poor. The project road lies in Plain & Rolling terrain with land use along the road alignment is mainly agriculture, builtup and forest (Ghat section about 5.500 kms in length). 2-lane has been proposed for the project road in general. On super elevated sections, the shoulders will have the same cross fall as that of the pavement. Width of shoulders in open areas 2.5m earthen shoulder. In built-up area 2.5m paver block and 1.5m minimum width paver block flooring shall be provide on either side of carriageway. In Ghat area 1.5m earthen shoulder shall be provide. There are no major bridge, 5 minor bridges, 95 culverts (09 Slab Culverts, 83 Pipe Culvert, 2 Flush Causeway & 1 Syphon) on the project road section. All the poor conditioned structures have been reconstructed. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 3407 ADTs. Total 245 numbers trees within 6.0m width on either side the toe lines of the proposed carriageway which need to be cleared before construction.

78. Pahadgad-Sahasram via Maran-Kanhar (Upto Khurjan Road): The project Pahadgarh to Sahasram via Mara–Kanhar (Upto Khuranjan) Road starts from Y-junction (Pahadgarh - Mohanpur Road) near Pahadgarh Village & terminates at X-Junction (Toward Khuranjan) in Khuranjan Village. The project road traverses through Morena district of Madhya Pradesh. Existing Length of road is 24.930Km. The existing road has Single Lane carriageway of width 3.75m with 24

Earthen shoulder. Pavement surface condition is generally Poor. The project road lies in Plain & Rolling terrain along the main landuse of agriculuture, forest and followed by builtup areas. The road section length of 2-lane has been proposed for the project road in general. Width of shoulders in open areas 2.5m earthen shoulder. In built-up area 2.5m paved shoulders and 1.5m minimum width paver block flooring shall be provide on either side of carriageway. There are no major bridge, 1 minor bridges, 24 culverts (16 HPCs, 3 FCW, 5 VCW) on the project road section. All the poor conditioned structures have been reconstructed. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 3376 ADTs. Total 625 numbers trees are within the corridor of impact on either side the toe lines of the proposed carriageway which need to be cleared before construction.

79. Nepri to Brijgadi via Kishangad-Kukroli road: The project Nepri to Brijgarhi via Kishangadh Kukroli Road starts from the T-junction Kutrawali-Kailaras Road at Nepri village & terminates with T-junction Singhroli-Milaua Road at Brijgarhi village. The project road traverses through Morena district of Madhya Pradesh. Existing length of road from Nepri to Brijgarhi Via Kishangadh Kukroli Road is 15.205Km. The existing road has single lane carriageway of width 3.75m. Pavement surface condition is generally poor. The project road lies in plain terrain with landuse of mainly agriculture land and builtup area. 2-lane has been proposed for the project road in general Width of shoulders in open areas 2.5m (Earthen shoulder). In built-up area 2.5m paved shoulder and 1.5m minimum width paver block flooring shall be provide on either side of carriageway. There are 2 minor bridges, culverts (24 Pipe Culverts, 1 Slab Culvert, 1 Syphon) on the project road section. All the poor conditioned structures have been reconstructed. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 4213 ADTs. Total 253 numbers trees are within the corridor of impact on either side the toe lines of the proposed carriageway which need to be cleared before construction.

80. Noorabad-Padhavali road to Sanichra Road: The project Noorabad-Padhawali to Shanichara Road starts from the T-junction Agra Mumbai Highway (NH-03) LHS-Morena, RHS- Gwalior at Noorabad village & terminates with Y-junction LHS-Shanichara Temple, RHS-Bhatpura Dang at Shanichara Temple. The project road traverses through Morena district of Madhya Pradesh. Existing length of road from Noorabad-Padhawali to Shanichara Road is 17.699Km. The existing road has single/Intermediate lane carriageway of width 3.75/5.50m. Pavement surface condition is generally poor. The project road lies in plain terrain with mainy landuse of agriculture, forest and builtup area. 2-lane has been proposed for the project road in general. There are 01 Nos. RUB, 01 minor bridges, 25 culverts (20 Pipe Culvert, 01 arch, 02 Vented Causeway & 02 Flush causeway) on the project road section. All the poor conditioned structures have been reconstructed. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 2782 ADTs. Total 260 numbers trees are within the corridor of impact on either side the toe lines of the proposed carriageway which need to be cleared before construction.

81. Conditions and landuse pattern along the subproject road alignments is given in Table 7.

Table 7: Existing conditions of Road Sections S.N Districts Name of Road Length in Km Carrage Formation Pavement ADT Land Use (As per TOR) width (M) width condition 1 Bhopal Toomda-Patania- 12.80 3.00 to 5.00 7.0- 10.0 Built up/ Agriculture/ Fair -Poor 1089 Barkheda Saalam road Forest/Barren 2 Sehore Siddikaganj- 21.20 3.50 to 3.75 12.0- 20.0 Built up/ Agriculture/ Fair - very Poor 337 Hatpipaliya Road Forest 3 Bhaukhedi-Amlaha- 17.60 3.50 to 3.75 10.0 - 20.0 Built up/ Agriculture Fair - Poor 599 Dhamanda Road 4 Hoshangabad Semri-Sangakheda 13.60 3.50 to 3.75 10.0-20.0 Built up/ Agriculture/ Fair - very Poor 377 road Barren 5 Sonasawri- 11.70 3.50 to 3.75 10.0 - 20.0 Fair to Poor Built up/ Agriculture 1097 Sanwalkheda road 6 Morena Kailaras-Jaura via 62.8 3.60 to 5.00 12.0 - 20.0 Fair to Poor Built up/ Agriculture/ Pahadgad-Mundur- 3407 Forest/Barren Nirar-Pagara 7 Pahadgad-Sahasram 25.0 3.50 to 3.75 15.0 - 20.0 Fair to Very Poor Built up/ Agriculture/ via Maran-Kanhar 3376 Forest/Barren (Upto Khurjan Road) 8 Nepri to Brijgadi via 16.0 3.50 to 3.75 15.0 - 20.0 Fair to Poor Built up/ Kishangad-Kukroli 4213 Agriculture/Barren road 3.50 to 3.75 9 Noorabad-Padhavali 18.7 15.0 - 20.0 Fair to Poor 2782 Built up/ road to Sanichra Road Agriculture/Forest

C. Engineering Surveys and Investigations

82. Following surveys and investigations had been carried out on the subproject roads for collection of data for incorporation in the DPR and evolve the design for improvement and upgradation: • topographic surveys; • traffic surveys; • road and pavement condition survey and inventory; • culverts and bridges condition survey and inventories; • material surveys; • hydrology studies for new bridge structures; • Geotechnical investigations & subsoil exploration for structures; and • existing utilities surveys.

83. These surveys had been carried out in accordance with the guidelines in IRC:SP:19 to fulfill requirement in the TOR.

D. Current and Projected Daily Traffic

84. Traffic survey stations were selected on all 03 subprojects road sections after detailed reconnaissance survey and in line with the TOR. All traffic surveys were carried out as per IRC Guidelines given in IRC: SP 19-2001, IRC: 108-1996, IRC SP: 41-1994, IRC: 102-1998, IRC 103- 1988 Pedestrian Facilities and IRC: 09-1972.

E. Proposed Improvement

85. The subproject road will receive the following upgrades under the project:  Realignment  Junction Improvement  Design of Road side Drain  Project facilities  Proposed Crust/Pavement design- New Construction/Strengthening  Landscaping  CD Structures  Additional Provision related to Safety  Improvement of Horizontal and Vertical Geometry  Traffic signage/pavement marking  Improvement Proposal for Bridges and Culverts  Road Embankment.

1. Alignment and Geometry

86. The most of the length of subproject roads runs through plain to rolling terrain cutting across several agricultural land, villages, and towns with a number of sub-standard curves. These curves will be improved following standards to the extent possible within the available ROW and maximizing the use of existing pavement in rural stretches. Vertical alignment has been designed to correct the existing road conditions in compliance to road standards. 27

2. Proposed ROW

87. The available RoW is largely 15-25m in open rural stretches and about 12-15m in built-up areas which are more than adequate to accommodate the proposed road upgrading. Proposed improvements will be restricted to the available ROW.

3. Cross Sectional Details

88. The proposed road will have intermediate lane standard carriageway having standards width of 5.5m and paved shoulder of 2.5m width (variable) on both sides. No median is provided for the project road. In built-up stretches where considerable commercial activity is present, a 1.0m wide footpath will be constructed on both sides of the road under which side drain will be accommodated.Minimum width of utility corridor will be 2.0m. The provision of retaining wall is made at critical locations to avoid the requirement of ROW. The typical cross sections (TCS) in built-up area, rural areas, overlay locations are shown in Figure 12.

Figure 12: Typical Cross Sections

Min. 2500 CL Min. 2500 600 & Varies 5500 5500 & Varies 600 Drain 100mm tkh. Paver Existing BT Carriageway Existing BT Carriageway 100mm tkh. Paver Drain Block (M-35) Flooring Block (M-35) Flooring 1200 Median

Property ROWProperty Line/ Existing Steel Railling Existing Steel Railling ROWProperty Line/

225 4.0% 2.5% 2.5% 4.0% 225

150mm Thk Kerb 150mm Thk Kerb (PCC M20) (PCC M20)

100mm Thk 100mm Thk 100mm thk. 100mm thk. PCC M20 Existing C/W Existing C/W PCC M20 Paved Blocks to be Retained to be Retained Paved Blocks 50 mm thk. 50 mm thk. Compacted Compacted Stone Dust Stone Dust 200 mm 200 mm thk. GSB thk. GSB TYPICAL CROSS SECTION FIG - 2.5 MODIFIED OF MANUAL (4-LANE DIVIDED CARRIAGEWAY BUILT-UP AREA) - (IRC-SP-73-2015) TCS-I: RETAINING OF EXISTING DIVIDED CARRIAGEWAY & PROVIDING PAVER BLOCK FLOORINGS WITH DRAIN ON EITHER SIDE IN BUILT-UPS Min. 2500 CL Min. 2500 600 & Varies 7000 & Varies 600 Drain 100mm tkh. Paver Existing CC Carriageway 100mm tkh. Paver Drain Block (M-35) Flooring Block (M-35) Flooring Property Property Line/ROW Property Line/ROW

225 4.0% 2.0% 2.0% 4.0% 225

150mm Thk Kerb 150mm Thk Kerb (PCC M20) (PCC M20)

CL 2500 7000 2500 Existing Existing BT Carriageway Existing Shoulder Shoulder

4.0% 2.5% 2.5% 4.0%

Existing C/W Existing C/W to be Retained to be Retained

TYPICAL CROSS SECTION FIG - 2.3 MODIFIED OF MANUAL (IRC-SP-73-2015) (2-LANE WITHOUT PAVED SHOULDERS IN OPEN COUNTRY - PLAIN/ROLLING TERRAIN) TCS-III: RETAINING OF EXISTING 2-LANE CARRIAGEWAY IN OPEN COUNTRY/FOREST/SCATTERED BUILT-UPS

CL 2500 7000 2500 Hard Existing BT Carriageway Hard Shoulders Shoulders

4.0% 2.5% 2.5% 4.0%

BC (40mm) BC (40mm) DBM (60mm) DBM (60mm)

TYPICAL CROSS SECTION FIG - 2.15 OF SCHEDULE-D TCS-IV: STRENGTHENING OF EXISTING 2-LANE CARRIAGEWAY IN OPEN COUNTRY/ SCATTERED BUILT-UPS

115

PCC M20 CL

250 1500 7000 1500 PCC M15 100mm tkh. Paver Existing BT Carriageway 100mm tkh. Paver

150 Block (M-35) Flooring Block (M-35) Flooring

165 265

Detailed Drawing of Cast-in-Situ CC (M-20) Kerb 2.5% 2.5% 4.0% 4.0% KERB KERB PCC M20 PCC M20

100mm thk. Paved Blocks BC (40mm) BC (40mm) 100mm thk. Paved Blocks 50 mm thk. Compacted Stone Dust 50 mm thk. Compacted Stone Dust DBM (60mm) DBM (60mm) 200 mm thk. GSB 200 mm thk. GSB

TYPICAL CROSS SECTION FIG - 2.16 OF SCHEDULE-D TCS-V: STRENGTHENING OF EXISTING 2-LANE CARRIAGEWAY WITH PAVER BLOCK FLOORINGS ON EITHER SIDE IN FOREST

115

PCC M20 CL

250 2500 5500 2500 PCC M15 100mm tkh. Paver Existing BT Carriageway 100mm tkh. Paver

150 Block (M-35) Flooring Block (M-35) Flooring

165 265

Detailed Drawing of Cast-in-Situ CC (M-20) Kerb 2.5% 2.5% 4.0% 4.0% KERB KERB PCC M20 PCC M20

100mm thk. Paved Blocks BC (40mm) BC (40mm) 100mm thk. Paved Blocks 50 mm thk. Compacted Stone Dust 50 mm thk. Compacted Stone Dust DBM (60mm) DBM (60mm) 200 mm thk. GSB 200 mm thk. GSB

TYPICAL CROSS SECTION FIG - 2.17 OF SCHEDULE-D TCS-VI: STRENGTHENING OF EXISTING INTERMEDIATE LANE CARRIAGEWAY WITH PAVER BLOCK FLOORINGS ON EITHER SIDE IN FOREST

CL Varies upto 2500 Varies 4000 to 5500 Varies upto 2500 600 100mm tkh. Paver Existing BT Carriageway 100mm tkh. Paver Drain Block (M-35) Flooring Block (M-35) Flooring

E OP SL L IL 4.0% 2.5% 2.5% 4.0% 225 H

Existing Retaining Wall 150mm Thk Kerb (Stone Masonry) (PCC M20)

100mm thk. Paved Blocks BC (40mm) BC (40mm) 100mm thk. Paved Blocks 100mm Thk 50 mm thk. Compacted Stone Dust 50 mm thk. Compacted Stone Dust PCC M20 DBM (60mm) DBM (60mm) 200 mm thk. GSB 200 mm thk. GSB

TYPICAL CROSS SECTION FIG - 2.18 OF SCHEDULE-D TCS-VII: STRENGTHENING OF EXISTING INTERMEDIATE LANE CARRIAGEWAY WITH PAVER BLOCK FLOORINGS ON EITHER SIDE IN FOREST & GHAT

PROPOSED ROADWAY 10000 1500 7000 1500

Hard Existing BT Carriageway Hard Shoulder Shoulder 3750

3.5% 2.5% 2.5% 3.5%

2 2 1 1

EARTHEN EARTHEN Drain BC (40 mm) BC (40 mm) Drain DBM (60 mm) DBM (60 mm) Subgrade (500 mm) in Widening WMM (250 mm) WMM (250 mm) Subgrade (500 mm) in Widening GSB (230 mm) GSB (230 mm) TYPICAL CROSS SECTION FIG - 2.19 OF SCHEDULE-D TCS-VIII: RECONSTRUCTION OF EXISTING SINGLE LANE ROAD TO TWO LANE ROAD IN OPEN COUNTRY

PROPOSED ROADWAY 10000 1500 7000 1500

Hard Hard Shoulder Shoulder

3.5% 2.5% 2.5% 3.5%

2 2 1 1

BC (40 mm) BC (40 mm) EARTHEN EARTHEN DBM (60 mm) DBM (60 mm) Drain Drain WMM (250 mm) WMM (250 mm) GSB (230 mm) GSB (230 mm) Subgrade (500 mm) Subgrade (500 mm)

TYPICAL CROSS SECTION FIG - 2.20 OF SCHEDULE-D TCS-IX: NEW CONSTRUCTION OF 2-LANE ROAD ON REALIGNMENT

Min. 1500 CL Min. 1500 600 & Varies 1500 7000 1500 & Varies 600 Drain 100mm tkh. Paver Paved Proposed Carriageway Paved 100mm tkh. Paver Drain Block (M-35) Flooring Shoulder 3750 Shoulder Block (M-35) Flooring Existing BT Carriageway Property Property Line/ ROW Property Line/ ROW

225 4.0% 2.5% 2.5% 2.5% 2.5% 4.0% 225

150mm Thk Kerb 150mm Thk Kerb (PCC M20) (PCC M20)

100mm Thk 100mm Thk 100mm thk. 100mm thk. PCC M20 PCC M20 Paved Blocks Paved Blocks PQC (280 mm) PQC (280 mm) 50 mm thk. DLC (150 mm) DLC (150 mm) 50 mm thk. Compacted Compacted GSB (150 mm) GSB (150 mm) Stone Dust Stone Dust Subgrade (500 mm) Subgrade (500 mm) 280 mm 280 mm thk. GSB thk. GSB TYPICAL CROSS SECTION FIG - 2.21 OF SCHEDULE-D TCS-X: RECONSTRUCTION OF EXISTING SINGLE LANE ROAD TO 2-LANE PAVED SHOULDERS RIGID PAVEMENT WITH PAVER BLOCK FLOORINGS & DRAIN IN BUILT-UPS

4. Widening Scheme

89. The proposed subproject roads widening is largely proposed to be concentric. However, widening is made on the right or left side of the road alignment depending on the availability of land and location of any religious and other socially sensitive structures. The proposed reconstruction is either overlaying from minimum sub-grade level after dismantling the existing blacktop.

5. Pavement Design

90. The general design procedure is based on the prevalent practices in the country. The design of pavement structure has been carried out as per IRC Guide lines and TOR. The detailed design of new pavement and overlays on existing pavement shall be based primarily on IRC- 37:2012 and IRC-81: 1997 for flexible pavement and IRC-58: 2011 for rigid pavement. General pavement composition include (i) thickness in BM (12mm) and (ii) thickness in term of BC/DBM (230mm). Overlay portion (BC-50mm and DBM (225mm). 31

6. Junctions Design

91. All existing junctions (major and minor) throughout the project roads will be improved to have paved carriageway under the Project. Major and minor junction improvements are kept at grade as per the standardspecification (IRC SP:41:1994 - Guidelines on Design of At-Grade Intersections in Rural and Urban Roads).

7. Improvement of Bridges

92. There is no major bridge proposed for reconstruction on these subproject road sections and 17 minor bridges in the project roads. Some of the minor bridges which are in poor conditions will be reconstructed/rehabilitated under the project. Improvement proposals for all bridges have been prepared in keeping the view of hydraulic analysis as per IRC: SP: 13-2004. Other drainage arrangement for CD Structures shall be as per Clause no. 116 of IRC: 05-1990.

8. Culverts

93. There are many (235 nos.) culverts on project roads. Some of them will be reconstructed and additional new Hume pipes and slab culverts will be installed to balance water flows. Improvement proposals for all CD Structures have been prepared in keeping the view of hydraulic analysis as per IRC: SP: 13-2004. Other drainage arrangement for CD Structures shall be as per Clause no. 116 of IRC: 05-1990.

9. Roadside Drainage

94. Based on the hydraulic study and site conditions unlined drains are proposed in the rural section, RCC rectangular drains are proposed in the built-up section, and hut drains areproposed in the high embankment section.

10. Road Furniture and other Features

95. The road furniture, traffic safety features and other facilities included in the design are as given below:

 Road Markings: Road markings perform the important function of guiding and controlling traffic on a highway. The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic. Road markings are thereforeessential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis. The location and type of marking lines, material and colour is followed using IRC: 35-1997 – “Code of Practice for Road Markings”. The road markings were carefully planned on carriageways, intersections and bridge locations.  Cautionary, Mandatory and Informatory Signs: Cautionary, mandatoryand informatory signs have been provided depending on the situation and function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.  Crash Barrier: Metal Beam Crash Barrier is proposed at locations where theembankment height is more than 3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches.

 Road Humps and Rumble Strips: The Road Humps are formed by providingrounded hump of 3.7m width (17m radius) and 0.10m height for the preferredadvisory crossing speed of 25 kmph for general traffic as per the IRC: 99–1988 guidelines. The basic material for construction is bituminous concreteformed to required shape. Road humps are located at T-intersections (and cross road intersections) on minor roads or perpendicular arms about 25 maway from the inner edge of the carriageway. Proper signs boards andmarkings are provided to advise the drivers in advance of the situation. Road humps are extended across carriageway up to the edge of paved shoulder. Rumble Strips are formed by a sequence of transverse strips laid across acarriageway. Maximum permitted height of 15mm, provided no vertical face exceeds 6mm. These rumble device produce audible and vibratory effects to alert drivers to take greater care and do not normally reduce traffic speeds in themselves. Proper signboards and marking are proposed to advise the drivers in advance of the situation.

11. Borrow and Quarry Materials Sourcing

96. The construction material will be sourced from state approved supplier in the project area. Borrow and quarries areas will be identified by contractor and approval for use of material will be taken from CSC/Client. (Guidelines for Borrow Area Management are given in Appendix 10).

12. Water for Construction

97. Water for construction of the project road will be taken from ground water and surfacewater sources after obtaining necessary permissions. No public water sources will be used forroad construction.

F. Construction Camps

98. One construction camp will be set up by the contractor at a suitable location along the project corridors of each road sections which in consultation with the Project Director and MP State Pollution Control Board. (Guidelines for Construction camp area Management are given in Appendix 14).

G. Project Cost

99. Cost estimates were prepared by a set of technical consultants recruited by MPRDC for preparing detailed project reports, and reviewed by MPRDC staff. The basic cost data for the project is based in a “Schedule of Rates for Roads and Bridges” published periodically by the Government of Madhya Pradesh, from June-2017. During implementation, the updated “Schedule of Rates” (if any), along with the then current normalized bid rates will be updated by MPRDC on an annual basis, and used for assessing project estimates and bid responses.

100. The cost of civil works including maintenance amounts to about INR 15691.6 million (US$ 221.1) million covering about 199.40 km road length. The maintenance component is based on an average 3% of total cost of Civil Works for 5 years.

H. Construction Packaging and Implementation Schedule

101. It is proposed to carry out construction of the subprojects road sections under one construction package with a time period of 18-24 months. The subprojects are proposed to be undertaken through International Competitive Bidding (ICB). Currently the subproject is at bidding stage and scheduled to award contract in the first quarter of 2020. The subproject is expected to complete in last quarter of 2021.

102. The following key factors in Construction Contract Packaging are considered in making the recommendation on Contract Packaging:  Logical sections for construction, worksite access and earthwork balance.  Administrative jurisdiction and administrative efficiency.  Size of contract to attract medium and large size contractors with the required equipment and capability.  Time to completion.  Environmental requirements and constraints to specific segments.

I. Project Benefits

103. The implementation of various project items is envisaged to have the following direct benefits:  better connectivity to key locations within State;  smooth flow of traffic on State and National Highway Network;  improved quality of life for the rural population in the project influence: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity;  a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods; and  the facilitation of tourism.

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

104. In order to assess the impacts of the proposed improvement to the subproject road, field visits were undertaken by the Consultants to understand environmental profile of the project influence area. This involved field inspections at all the sensitive locations, collection of secondary information for all the environmental components and discussions with the officials, NGO’s and local populace. The profile presented below comprises of the following:

 Physical environmental components such as meteorology, geology, topography, soil characteristics, air quality, surface and sub-surface water quality;  Biological environmental components such as aquatic, biotic and marine flora, fauna and mammals; and  Land environment in terms of land use, soil composition.

B. Physical Environment

105. Information of various physical parameters was collected from the Indian Meteorological Department, Statistical Department, Gazetteer of Madhya Pradesh, Forest Department, Department of Environment and other concern Government Departments and discussions with the officials from these agencies.

1. Meteorological Conditions

106. The State experience typical tropical climate. It is characterized by hot summer season and general dryness except in the southwest monsoon season. The year may be divided into four seasons. The cold season from December to February is followed by the hot season from March to about the middle of June. The period from mid-June to September is the southwest monsoon season. October and November constitute the post monsoon or retreating monsoon season. The maximum temperature during summers ranges from 32ºC to 40ºC while minimum temperature from 30ºC to 19ºC. The Temperature during the winter season ranges between of 27ºC to 10ºC. The monsoon season spreads from the month of June to September with average rainfall of 1343 mm in the west to 2000 mm in the eastern part of state. The mean annual rainfall in the state is 1200 mm.

107. The salient climatic features of the state are as follows: Average Annual Rainfall - 1200 mm Concentration of precipitation - June to September Humidity - 25 to 75 % Cloudiness - Heavily clouded in monsoon Wind - Generally light Mean Temperature - Summer 290C Winter 90C

108. The climatic conditions of the subproject areas (districts wise) is summarised in subsequent paragraphs.

109. Sehore District: The Climate of Sehore district can be divided into four seasons. The winter season commences from end of November and lasts till the end of Feb. The period from 35

March to about the middle of June is the hot season. The south west monsoon season from middle of June to end of September, October & end of November constitute the post monsoon or retreating monsoon season. The winter season starts from end of November & ends till last week of February. The January is the coldest month of the year. The average normal minimum temperature during the month is about 10.4%. The individual day temperature comes as low as 1 or 20C. From March onwards, the temperature starts rising and maximum temperature observed during the month of May. The average normal maximum temperature is 40.70C. The individual day temperature as high as 45 or 460C. On the arrival of monsoon the weather became pleasant. In October, the retreating of monsoon the temperature rises slightly during the day time and nights become pleasant. The average annual normal temperature of Sehore district is 31.40C.

110. The normal rainfall of Sehore district is 1217.7 mm. The highest rainfall i.e. 1412.3mm received at Sehore and minimum at Astha i.e. 1054.9 mm. July is the wettest month of the year and about 36% of the annual rainfall takes place during this month only. About 92.4% of the annual rainfall takes place during the southwest monsoon period i.e. between June to September. About 6.2% and 1.4% rainfall received during winter and summer season respectively. Hence only 7.6% of the annual rainfall takes place from October to May months. Winds are generally light to moderate in the district with some slight strengthening in force during the monsoon season. The wind velocity in the post monsoon or during the winter season is, in general, low as compared to Premonsoon or summer season. The normal average and wind velocity of the district is about 8.3 Km/hr.

111. Bhopal District: The climate of Bhopal district is characterized by a hot summer and well distributed rainfall during the southwest monsoon season. The year can be divided in to four seasons. The winter commences from middle of November and lasts till the end of February. The period from March to about first week of June is the summer season. May is the hottest month of the year. The southwest monsoon starts from middle of June and lasts till end of September. October and middle of November constitute the post monsoon or retreating monsoon season. It is based on the assumption that total monthly rainfall and temperature determine the climate. The annual precipitation effectiveness of the district is 63.7, which indicate that the climate in the district is humid and forest type vegetation. The annual normal rainfall of Bhopal is 1260.2 mm. The temperature starts rising from the beginning of February and reaching maximum in the month of May. The normal daily mean monthly maximum temperature is 40.70C and daily mean minimum temperature is 25.30C. The individual day maximum temperature in May goes up to 440C. The individual day minimum temperature is recorded 10.20C in the month of January. The summer season is the driest period of the year. The humidity comes down lowest in April. It varies between 26 % and 88 % at different time in different seasons. The wind velocity is high during the monsoon period as compared to pre and post monsoon. The wind velocity is highest in June around 18.9 km/hr and lowest is 7.0 km/hr in November.

112. Hoshangabad District: The climate of Hoshangabad district is characterized by a hot summer and general dryness except during the south west monsoon season. The year may be divided into four seasons. The cold season, December to February is followed by the hot season from March to about the middle of June. The period from the middle of June to September is the southwest monsoon season. October and November form the post monsoon or transition period. The normal rainfall of Hoshangabad district is 1225.9 mm. It receives maximum rainfall during southwest monsoon period. About 92.8% of the annual rainfall received during monsoon seasons and only 7.2% of the annual rainfalls take place during October to May period. Rainfall forms the sole source of natural recharge to grpound water regime and the rain water is available mainly during the southwest monsoon period only. The maximum rainfall received in district at Pachmarhi i.e. 2122 mm and minimum at Hoshangabad i.e. 1302.3 mm. The normal maximum

temperature received during the month of May is 42.1oC and minimum during the month of January is 11.7oC. The normal annual means maximum and minimum temperature of Hoshangabad district is 32.8oC and 19.8oC respectively. During the southwest monsoon season the relative humidity generally exceeds 91% (August month). In rest of the year is drier. The driest part of the year is the summer season, when relative humidity is less than 33%. April is the driest month of the year. The wind velocity is higher during the pre-monsoon period as compared to post monsoon period. The maximum wind velocity 7.7 km/hr observed during the month of June and is minimum 2.9 km/hr during the month of December. The average normal annual wind velocity of Hoshangabad district is 5.0 km/hr.

113. Morena District: The climate of Morena District, is characterized by a hot summer and general dryness except the south west monsoon season. The year may be divided into four seasons. The cold season, December to February is followed by the hot season from March to about the middle of June. The period from the middle of June to September is the south west monsoon season. October and November form the post monsoon or transition period. There is no meteorological observatory in Morena District. The nearest observatory is Gwalior. Hence all climatoligical parameters of Gwalior is used except rainfall to describe the climate of Morena District. The normal annual rainfall of Morena District is 753.7 mm. Morena District received maximum rainfall during south west monsoon period i.e., June to September. About 91.8% of the annual rainfall received during monsoon season. Only 8.2% of the annual rainfall takes place between October to May period. Thus surplus water for ground water recharge is available only during the south west monsoon period.

114. The normal maximum temperature during the month of May is 42.10C and minimum during the month of January is 7.10C. The normal annual means maximum and minimum temperature of Morena District are 32.50C and 18.70C respectively. During the south west monsoon season the relative humidity generally exceeds 83% (August month). In the rest of the year is drier. The driest part of the year is the summer season, when relative humidity is less than 26%. May is the driest month of the year.

115. The wind velocity is higher during the pre-monsoon period as compared to post monsoon period. The maximum wind velocity 11.3 km/hr observed during the month of June and minimum 3.1 km/hr during the month of November. The average normal annual wind velocity of Morena District is 6.4 km/hr.

116. Table 8 present key climatic features of the three districts through in which project roads are located.

Table 8: Summary of Climatic condition of Project districts Parameter Sehore Bhopal Hoshangabad Morena Climate Sub-tropical sub-tropical Sub-tropical tropical Maximum temperature (°C) 460c 440c 42.1°C 42.1°C Minimum temperature (°C) 100c 10.20c 11.7°C 7.1°C Average Rainfall (mm) 1217.7 mm 1126.7 mm 1225.9 mm 753.7 mm Source: IMD Data

2. Topography, Land Use, Geology and Soils

117. Madhya Pradesh the second largest state of the country has a geographic area of 30.82 million hectare, which constitutes 9.37% of the land area of the country. “Madhya Pradesh” by virtue of its geographical location can be termed as “Heart of India”. The subproject road areas lies between latitude 21053' North and longitude 76047' and 78044’ East.

118. The life line of State is river “Narmada” which runs from East to West between Vindhya & Satpura ranges the flanks of which are formed by North and South of India. Madhya Pradesh is surrounded by Gujarat in the West, Rajasthan in the North-West, Uttar Pradesh in the North-East, Chattisgarh in the East and Maharashtra in the South. Landlocked in the central part of the country, Madhya Pradesh has a topography that is crossed from north to south by plains separated by upland areas.

119. The topography of the subproject areas is mixed type. The terrain in most of the subproject roads is flat with some sections also passing through rolling to hilly terrain. The existing land use along the project road sections is mostly agricultural mixed with roadside development in plain terrain and vegetative and forested on hilly terrain. Land use is predominantly agriculture followed by forest, open and residential areas. Table 9 present the geography and land use along the selected subproject roads.

Table 9: Topography and Land use along the Subproject Road Sections S.N Name of Road Length in Km Terrain Land Use

Toomda-Patania-Barkheda 12.80 Plain/ Built up/ Agriculture/ 1 Saalam road Rolling Forest/Barren Siddikaganj-Hatpipaliya 21.20 Plain/ Built up/ Agriculture/ 2 Road Rolling/Hill Forest Bhaukhedi-Amlaha- 17.60 Plain/ 3 Built up/ Agriculture Dhamanda Road Rolling Semri-Sangakheda road 13.60 4 Plain Built up/ Agriculture Sonasawri-Sanwalkheda 11.70 5 Plain Built up/ Agriculture road Kailaras-Jaura via 62.8 Plain/ Built up/ Agriculture/ 6 Pahadgad-Mundur-Nirar- Rolling Forest/Barren Pagara Pahadgad-Sahasram via 25.0 Plain/ Built up/ Agriculture/ 7 Maran-Kanhar (Upto Rolling Forest/Barren Khurjan Road) Nepri to Brijgadi via 16.0 Built up/ Agriculture/ 8 Plain Kishangad-Kukroli road Barren Noorabad-Padhavali road to 18.7 Plain/ Built up/ Agriculture/ 9 Sanichra Road Rolling Forest/Barren Source: Survey conducted along the project roads (2017-18)

120. Geologically the state is divided as northern plains, hilly region of Vindhyas, Narmada Valley, Malwa Pleatua and plains of Chattisgarh. Ground elevation in the project region varies from 300m to 600m above mean sea level. The soils of state are rich and fertile. The state has a variety of soils ranging from rich clayey to gravely. The major groups of soils found in the state

can be divided in to following four categories i.e. alluvial, medium & deep black; shallow & medium black; and mixed red & black. Categorically state has two agro-climatic zones namely (i) Central Plateau & Hill Region; and (ii) Western Plateau & Hill Region. These two zones have been further sub-grouped and the description regarding area and its soil and geological features is given in Table 10 below.

Table 10: Geological Features of the State Zone Sub-group District covered Rainfall Climate Type of (Region) (mm) Soil Central 1. Bundelkhand Chatterpur, 700 Dry Mixed red Plateau Datia, Tikamgarh subhumid & Black and Hill 2. Chhattisgarh Hills Mandla, Dindori 1570 Moist Red & Region subhumid Yellow 3. Keymore Plateau Jabalpur, Panna, 1100 Dry Medium & Satpura Hills Satna, Rewa, Sidhi, subhumid Black Seoni, Katni, Balaghat, Shahdol, Anooppur, Umariya 4. Vindhya Plateau Bhopal, Damoh, 1130 Dry Shallow Raisen, Sagar, subhumid to Medium Sehore, Vidisha Black 5. Satpura Plateau Betul, Chhindwara, 1220 Dry Shallow Narsinghpur subhumid to Medium Black 6. Central Narmada Hosangabad, Harda 1343 Dry Deep Valley subhumid Black 7. Gird Morena, Bhind, 670 Semi-arid Medium Gwalior, Guna, Black Shivpuri, alluvial Ashoknagar, Sheopur Western 8. Jhabua Hills Jhabua 988 Semi-arid Medium Plateau to deep and Hill black Region 9. Malwa & Nimar Indore, Dhar, Ujjain, 874 Semi-arid Medium Plateau Ratlam, Dewas, to deep Mandsaur, Rajgarh, black Shajapur, Khandwa, Khargone, Neemuch, Badwani, Burhanpur

121. Figure 13 shows the geological features of the state. The proposed subproject road sections in Sehore, Bhopal, Hoshangabad & Morena district are situated in Vindhya Plateau, Central Narmada Valley and Gird sub group of Central Plateau and Hill Region zone. Central Plateau and Hill Region is mainly having soil of medium to deep black type. Gird sub group is characterized as having medium to deep black soils with alluvial in the sub-soils with clay and silt dominant texture. Soil (Figure 14) of the area are mostly fertile and suitable for paddy crop. Stratigraphically, the project area mainly comprises Archaeans, Lametas, Deccan Trap and Recent formation. 39

Figure 13: Geological Map of Madhya Pradesh and subproject areas

Subproject Area

Figure 14: Soil Map of Madhya Pradesh and Subproject Areas

Subproject Area 41

122. Soil samples at several locations along the subproject corridor were collected and analyzed for its physiochemical properties using various standard testing procedures including IS:2720(Part-26) for pH and IS:2720 (Part-21) for electrical conductivity etc. The results shows that Soil is mostly found as sandy clayey loam. Soil is medium to deep black found in the sub project areas. Nitrogen content is varying between 40-45 mg/1000g. The sub project road sections cross major river system of the state. However there are number of small streams and tributary rivers crossing the subproject roads. The samples were collected from following locations.

Table 11: Soil sampling locations along subproject alignment S. Sample Name of Road Code Chanage No Location Vill. 1 Toomda-Patania-Barkheda Saalam road S1 Toomda 5+150 2 Siddikaganj-Hatpipaliya Road S2 Siddikaganj 0+100 3 Bhaukhedi-Amlaha-Dhamanda Road S3 Bhaukhedi 3+500 4 Semri-Sangakheda road S4 Semri 2+200 5 Sonasawri-Sanwalkheda road S5 Sonasawri 0+800 Kailaras-Jaura via Pahadgad-Mundur- S6 Kailaras 1+500 6 Nirar-Pagara Pahadgad-Sahasram via Maran-Kanhar S7 Arethi 18+400 7 (Upto Khurjan Road) 8 Nepri to Brijgadi via Kishangad-Kukroli road S8 Nepri 1+800 9 Noorabad-Padhavali road to Sanichra Road S9 Noorabad 1+400

123. The results of the analysis of these samples are presented in Table 12.

Table 12: Soil Quality alongthe Subproject Road Sections Test Parameters Unit S1 S2 S3 S4 S5 S6 S7 S8 S9 method

IS:2720 pH(1:5 suspension) 7.91 7.91 7.64 7.80 7.34 7.2 7.8 6.98 7.4 (Part-26) Electrical Conductivity IS:2720 at 25 OC (1:5 µmhos/cm 18.1 26.2 25.8 22.5 24 29.2 22.0 20.1 22.2 (Part-21) suspension.) Nitrogen STP/SOIL mg/1000g 40.1 42.3 44.8 42.4 43.9 45.0 43.4 44.7 42.3 Potassium (as K) STP/SOIL mg/kg 125.3 139.3 132.9 130.8 139.09 137.8 127 124.8 139 Phosphorus STP/SOIL mg/1000g 23.1 22.5 24.1 26.2 23.1 21.6 29 21.0 22.1 Water holding (%) 22 26 25 29 27 26 23 31 23 capacity Source: Soil testing conductd by DPR Consultant team 2017-18 43

3. Seismicity

124. The entire Madhya Pradesh falls under zone least active to moderate zone as per seismic map of India. In the moderate damage risk zone structures are at risk of a Medvedev– Sponheuer–Karnik (MSK) scale VII with very strong earthquake where most people are frightened and try to run outdoors causing serious damage to older buildings, masonry chimneys collapse and small landslides. In the least active zone an MSK VI or less and is classified as the Low Damage Risk Zone where earthquake can frighten most people dishes and glassware may break and visible damage to masonry structures, cracks in plaster may occur. Figure 15 shows seismic Zone map of India (IS 1893 - Part I: 2002). Madhya Pradesh (and project roads) falls under zone least active to moderate zone as per seismic map of India.

Figure 15: Seismic Zoning Map of India showing Project Road Locations

Project Area

Source: IS 1893 - Part I: 2002

4. Water Resources and Hydrology

125. Two facts of the vital importance need to be mentioned about Madhya Pradesh state. Firstly, the land of Madhya Pradesh is criss- crossed by India’s four major rivers namely Narmada, Tapti, Sone and Mahanadi along- with their numerous tributaries catering state much needed water resources. Secondly, the state is sitting atop the largest coal reserves of India. These are the two commodities which alone can keep the wheel of progress turning. The State is divided into five river basins namely Narmada (Shahdol district), Tapti (Betul District), Mahi (Dhar district), Godawari (Wainganga - Balaghat District) and Ganga & Yamuna basin feed by Chambal, Sindh, Betwa, Kuanwari-Sindh and Son, Rihand & Ken rivers. The major perennial rivers of Madhya Pradesh namely Narmada River, Betwa River, Chambal River originate in Madhya Pradesh and flow to the seven bordering states. The entire state is drained by major river Narmada and its tributaries. Figure shows water basins in project influence area. Availability of water in the state from ten major rivers of the state is more than 81000 million cubic meters out of which approximately 56857 million cubic meters i.e. 69.74% had already been utilized.

126. Current ground water condition is safe in 24 districts, semi-critical in 12 districts, critical in 4 districts and over-exploited in 8 districts. Critical districts are Dewas, Khargoan, Shajapur, Tikamgarh and over-exploited districts are Badwani, Chhindwara, Dhar, Indore, Mandsour, Neemuch, Ratlam, Ujjain.  Total net ground water availability of Madhya Pradesh (1998) = 31093575.60 Hectare meter (Ha.m.)  Total current ground water draft of Madhya Pradesh = 1437520.00 Ha.m.

127. The surface water quality in the regions is reported to be acceptable and also found by visual identifications. There are no reports of any water born decease in the region. Local communities using this water for drinking purpose without any treatment. In case of ground water quality, it is generally good in entire region. People use ground water for domestic purposes without any treatment. Overall ground water quality is acceptable.

128. The subproject road sections do not cross any major river of the state. However there are number of small streams and tributary rivers crossing the subprojects roads. Also there are number of wells and hand pump exist along the project road sections. Table 13 lists out the major rivers/seasonal streams, which cross the project road. Besides these rivers there are several small streams and small ponds exist along the project road sections.

Table 13: Main Rivers / seasonal stream crossing the project road sections Sl. Name of Road Name of rivers/Streams Remarks No. Toomda-Patania- Minor Bridge on these Seasonal Stream at Km 0.680, 1 locations for Barkheda Saalam road 9.700, & 10.400 reconstruction Siddikaganj-Hatpipaliya Seasonal Stream at Km 1.000, Reconstruction of 2.500, 3.300, 4.900, 11.500, water cross structures 2 Road 19.900 & 20.480 is proposed at these locations Bhaukhedi-Amlaha- Seasonal Stream at Km 4.300, Minor Bridge on these 3 Dhamanda Road 5.800, 10.400, 12.600, & locations for 13.200 reconstruction/repair Semri-Sangakheda road Seasonal Stream at Km 5.100, Culverts has been 4 5.900 & 13.600 reained on these locations Sonasawri-Sanwalkheda Seasonal Stream at Km 11.100 Culvert on canal 5 road crossing is proposed for repair Kailaras-Jaura via At km 0+600, 9+500, 11+100, Minor bridges are 6 Pahadgad-Mundur-Nirar- 38+800, & 60+200 retained at these Pagara locations Canal at km 24+220, seasonal Minor bridge on canal Pahadgad-Sahasram via streams at km 8+000, 11+000, retained and pipe 7 Maran-Kanhar (Upto 15+100, 19+700, & 23+400 culverts is porposed Khurjan Road) for repair at these locations. Nepri to Brijgadi via Seasonal streams at km 9+800, Culverts are proposed 8 Kishangad-Kukroli road & 15+100 for repair Noorabad-Padhavali road Seasonal streams at km 1+380, Culverts are proposed 9 to Sanichra Road 4+500, 9+500, & 16+900 for repair Source: Inventory of structures as per DPR 2017-18.

129. Ground water is the major water source in the project areas for drinking purpose. The source of recharging of ground water is mostly from rainfall and canals. Hand pumps are commonly used to draw the water from ground in the villages. Static water levels vary along the stretch of the subproject roads. First or upper ground water aquifer lies in the range of 12 to 18 m below ground level (bgl). The ground water levels in the area show a decline of 0.8 m to 1.2 m from post monsoon to pre monsoon period.

5. Water Quality

130. In order to establish baseline conditions, groundwater samples were collected. The sampling locations were selected after the field reconnaissance and a review of all the water bodies/ resources in the project influence area. Samples were collected as per IS- 2488 (Part I- V).

131. Ground water (drinking water) samples were analyses as per IS: 10500-1991. Grab sample were collected from water source and were analysed for various Physio-chemical parameters as per the procedures laid down in the APHA and BIS. Atomic Absorption Spectrophotometer and UV/VIS Spectrophotometer were used for analysis of water samples according to the necessity.

132. The water samples were collected from following locations (Table 14) along the subproject roads.

Table 14: Water sample location along the subproject alignments Chanage S. No. Name of Road Code Village (km) Toomda-Patania-Barkheda Saalam 1 GW1 Toomda 1+500 road 2 Siddikaganj-Hatpipaliya Road GW2 Siddikaganj 1+000 Bhaukhedi-Amlaha-Dhamanda 3 GW3 Bhaukhedi 4+300 Road 4 Semri-Sangakheda road GW4 Baharpur 4+700 5 Sonasawri-Sanwalkheda road GW5 Sonasawri 1+200 Kailaras-Jaura via Pahadgad- GW6 6 Kailaras 1+200 Mundur-Nirar-Pagara Pahadgad-Sahasram via Maran- 7 GW7 Arethi 17+900 Kanhar (Upto Khurjan Road) Nepri to Brijgadi via Kishangad- 8 GW8 Hathipura 2+900 Kukroli road Noorabad-Padhavali road to 9 GW9 Noorabad 0+600 Sanichra Road

133. The results of the analysed of these samples are presented in Table 15. The results were compared with standards for drinking water quality (Appendix 5).

134. It can be seen from Table 15 that the pH of the sampled water in the region is well within permissible limits (7.08–7.5). Level of total dissolved solids is found to be in the range of 170- 355 mg/l at groundwater sampling locations. The water is not hard in nature with total hardness level ranging from 160-234 mg/l against the permissible limit of 200 mg/l, with highest 234 mg/l at Hathipura on Nepri to Brijgadi via Kishangad-Kukroli road section. Other Image: Water sample collection along water quality parameters analysed like the project road chloride, sulphate, fluorides are found well within the permissible limits for drinking waters as specified by CPCB on all nine subproject roads. Overall the ground water quality in the project areas in good.

Table 15: Water Quality Characteristics along the Project Roads S.No. Test Parameters Units GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 1 pH - 7.7 7.6 7.3 7.4 7.5 7.6 6.9 6.67 7.1 2 Turbidity NTU 0.22 0.28 0.22 0.25 0.27 0.27 0.32 0.25 0.27 3 Conductivity Umhos/cm 632 640.3 641.2 642.1 642.5 574.3 510.6 618.9 445.3 4 Alkanity mg/lit 129.1 131.10 130.30 133.5 136.2 147.5 147.4 138 145.3 5 Total Dissolve Solid (TDS) mg/lit 180.7 174 292 220 211 354 341 201 297 6 Total Hardness as CaCO3 mg/lit 176 148 187 177 160 187.2 184.2 234 178.6 7 Ca Hardness as CaCO3 mg/lit 116 114 126 122 125 42.3 40.6 61.47 48.9 8 Mg Hardness as CaCO3 mg/lit 46 38 45.9 37 42 19.8 18.7 21.87 19.3 9 Chloride as Cl mg/lit 3.64 3.35 3.5 3.45 3.76 2.3 3.2 3.0 2.9 10 Sulphate as SO4 mg/lit 34.1 33.90 31.5 33.5 35.1 43.2 44.1 37.81 42.67 11 Iron as Fe mg/lit 0.19 0.21 0.22 0.2 0.2 0.28 0.20 <0.1 0.21 12 Nitrates as NO3 mg/lit 9.4 8.9 9.6 9.1 9.2 1.8 0.28 0.41 1.6 13 Fluorides as F mg/lit 0.08 0.081 0.082 0.076 0.081 <0.1 <0.1 <0.1 <0.1 14 Phosphates as P mg/lit <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 Coli forms No.per Absent Absent Absent Absent Absent Absent Absent Absent Absent 15 100ml Source: Water Quality Monitoring carried out by Consultant Team as part of DPR, 2017-18

6. Air Quality

135. Ambient air quality in the state is quite pure compared to other neighboring states. Except for few urban centers, the ambient air quality along the selected subproject roads is good. There are no major industrial activities along the project roads. Dust arising from unpaved surfaces, forest fire, smoke charcoal production and domestic heating, and vehicular pollution are sources of pollution in the region. Firewood burning is the major contributor in the ambient pollution load. Industrial and vehicular pollution is mainly concentrated in the major commercial areas.

136. Vehicular pollution is a secondary source of pollution in the region as the traffic density is low. Pollution from vehicles is mainly due to use of low-grade fuel, and poor maintenance of vehicles. The level of pollution in rural areas is much lower than that of the urban areas due to lower volume of traffic. The traffic density in the state is very low. There is sudden increase in the number of vehicles in the town area during the last one decade producing a lot of smoke. The use of a large number of second-hand diesel jeeps as transport is another cause of air pollution.

137. Secondary information is not available on ambient air quality of the project road area. The major transport on the project road sections is the traffic flowing on unpaved or damaged roads. This might also add to the air pollution load on the project sections.

138. The base-line status of the ambient air-quality was assessed using a scientifically designed ambient air-quality monitoring network. The design of this network was based on the following:  meteorological conditions;  the assumed regional influences on background air quality;  the areas where impact would most likely be greatest;  present land use along the proposed alignment; and  traffic congestion points.

139. To establish the baseline ambient air quality, Ambient Air Quality Monitoring (AAQM) stations were set up at 9 locations as indicated in Table 16.

Table 16: Details of Ambient Air Quality Monitoring Locations S. Name of Road Location Code Village Chanage No. 1 Toomda-Patania-Barkheda Saalam road A1 Toomda 2+000 2 Siddikaganj-Hatpipaliya Road A2 Siddikiganj 12+300 3 Bhaukhedi-Amlaha-Dhamanda Road A3 Bhaukhedi 2+700 4 Semri-Sangakheda road A4 Baharpur 4+500 5 Sonasawri-Sanwalkheda road A5 Sonasawri 1+700 Kailaras-Jaura via Pahadgad-Mundur- 6 A6 Nirara 3+600 Nirar-Pagara Pahadgad-Sahasram via Maran-Kanhar 7 A7 Arethi 17+950 (Upto Khurjan Road) Nepri to Brijgarhi via Kishangad-Kukroli 8 A8 Nepri 0+700 road Noorabad-Padhavali road to Sanichra 9 A9 Noorabad 0+500 Road

140. At each of the 9 locations monitoring was undertaken as per new notification issued by MoEFCC on 16th November 2009, in the fourth quarter and first quarter of 2017-18. Data for the following parameters was collected.  Particulate Matter PM10  Particulate Matter PM 2.5  Sulphur Dioxide (SO2)  Oxides of Nitrogen (NOx)  Carbon monoxide (CO) 49

141. The sampling of PM10, PM2.5, SO2, and NOx was undertaken on a 24-hourly basis while 8- hourly samples were collected for CO. PM, SO2, and NOx were monitored using M/s Envirotech Instruments Private Ltd; make Respirable Dust Sampler (APM 460) along with gaseous attachment (Model APM 415 & 411). Whatman GF/A filter papers were used for PM. Carbon monoxide (CO) samples were monitored by using M/s Endee Engineers Pvt. Ltd. make gas detector model No. CO96 & GP - 200P respectively.

142. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 17.

Table 17: Techniques Used for Ambient Air Quality Monitoring Sl. Parameter Technique Instrument MinimumDetectable No. Used Limit(μg/m3)

1. PM10 Respirable Dust Sampler Electrical 1.0 (Gravimetric method) Balance

2. PM2.5 Respirable Dust Sampler Electrical 1.0 (Gravimetric method) Balance 3. Sulphur Dioxide Improved West & Gaeke Colorimeter 5.0 Method 4. Nitrogen Oxide Jacob & Hochheiser Colorimeter 5.0 modified (Na-Arsenite) Method 5. Carbon Monoxide Gas Chromatograph 0.01

143. A summary of results for each location is presented in Table 18. Figure 16 shows the graphically presentation of the existing air quality along the project roads at nine monitored locations. These results are compared with the new National Ambient Air Quality Standards prescribed by the MoEFCC for respective zones.

Table 18: Summary of AAQM Results along the Subproject Road Sections (Average Values) Sl. No. Parameter NAAQ A-1 A-2 A-3 A-4 A-5 A-6 A-7 A-8 A-9 Standards 3 1 Particulate Matter (PM10) µg/m 100 87.9 83.7 82 75 83 60.4 65.9 68.4 68.5 3 2 Particulate Matter (PM2.5) µg/m 60 48.7 45.9 41 36 34 33.5 35.4 39.8 34.8 3 3 Sulphur Dioxide (SO2) µg/m 80 13.7 13.2 10.4 7.5 8.1 5.1 <4 <4 <4 4 Nitrogen Oxide (NOx) µg/m3 80 25.8 25.2 17.3 13.6 15.2 11.3 <5 <5 <5 5 Carbon Monoxide (CO) mg/m3 4 ND ND ND ND ND ND ND ND ND Source: Air Quality Monitoring carried out by Consultant Team as part of DPR, 2017-18

144. It can be seen from the Table 18 (Figure 16) that at all the monitored locations the ambient air quality parameters are well within the NAAQ standards of prescribed by MoEFCC for 3 residential areas. Maximum concentration of PM10 is 87.9µg/m found at Toomda (km 2+000) on Toomda-Patania-Barkheda Saalam road, whereas maximum concentration of PM2.5 is 48.7 µg/m3 found also at Toomda (Km. 2+000) of this road section. These are well within limits of the 3 3 standards of 100 µg/m and 60 µg/m prescribed by MoEFCC for PM10 and PM2.5; respectively. However PM10 level is found to be on higher side compared to World Bank prescribed Standards of 50 µg/m3 for interim stage 2. Overall the air quality along the subproject roads is not an issue. The National Ambient Air Quality Standards (NAAQS) prescribed by MOEFCC and World Bank (IFC) air quality standards are given in Appendix 3.

Figure 16: Air Pollutant Concentration in Ambient Air along the Project Area

120

100

Parametervalue 40

Locations Particulate Matter (PM10) µg/m3 Particulate Matter (PM2.5) µg/m3 Sulphur Dioxide (SO2) µg/m3 Nitrogen Oxide (NOx) µg/m3

7. Noise

145. Noise pollution is not a current problem in the region except in commercial location in urban areas where major settlements are along the road, and high traffic flow. However, few commercial locations will experience increase in noise levels but still the ambient noise quality is expected to be higher than the permissible limits.

146. During construction period, temporary increase in the noise levels are expected from the movement of construction machineries and construction activities. Suitable barriers and timely scheduling of construction activities will minimize these impacts.

147. No secondary information was available on noise level in the project areas. In order to establish the baseline noise quality in the project areas, a reconnaissance survey was therefore undertaken to identify noise generating sources and sensitive receptor such as school, hospitals, temples, built-up areas. Nine locations listed in Table 19 were selected for monitoring the noise level.

Table 19: Details of Noise Level Monitoring Locations Sl. Location Name of the Location Source No. Code 1. N-1 Toomda-Patania-Barkheda Saalam road Residential 2. N-2 Siddikaganj-Hatpipaliya Road Residential 3. N-3 Bhaukhedi-Amlaha-Dhamanda Road Residential 4. N-4 Semri-Sangakheda road Residential 5. N-5 Sonasawri-Sanwalkheda road Residential 8. N-6 Kailaras-Jaura via Pahadgad-Mundur-Nirar-Pagara Residential 9. N-7 Pahadgad-Sahasram via Maran-Kanhar (Upto Khurjan Road) Residential 10. N-8 Nepri to Brijgadi via Kishangad-Kukroli road Residential 11. N-9 Noorabad-Padhavali road to Sanichra Road Residential

148. Methodology: At each of the slected locations, Sound Pressure Level (SPL) measurements were taken at an interval of 1 minute using a sound level meter of Lutron make Digital Sound Level Meter. At all these locations, daytime noise levels were monitored during the period 6 am to 9 pm and night-time noise levels during the period 9 pm to 10 pm. Noise readings, with setting at ‘A’ response - slow mode, were recorded. The readings were tabulated and a frequency distribution table prepared from which 24 hourly, hourly, and Average Leq noise Image : Noise monitoring Station levels were calculated.

149. Presentation of Results: It can be seen from the table 20 that at all the monitoring locations the ambient noise levels are well within the permissible limits for residential areas prescribed by CPCB and also by World Bank EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day time noise level is 54.5 dB(A) at N9 (Noorabad) and night time noise level is 41.0 dB(A) at N9 locations. Average day time noise level along the subproject roads varies from 50dB(A) to 42dB(A) whereas average night time noise levels varies from 40dB(A) to 32dB(A).

Table 20: Ambient Noise Level in decibel (A) along the Project Road Location Noise Level dB (A) CPCB / World Bank Standard Day Time Night Time for residential zones-dB(A) Leq Leq N-1 42.4 37.8 55 for day time and 45 for night N-2 40.4 35.7 time N-3 41.7 37.8 N-4 39.8 33.6 N-5 38.9 32.0 N-6 52.0 38.0 N-7 54.0 40.0 N-8 51.0 37.0 N-9 54.5 41.0 Source: Noise Monitoring carried out by Consultant Team, 2017-18 53

C. Biological Environment

1. Forests and Vegetation

150. Variability in climatic and edaphic conditions brings about significant difference in the forest types of the state. There are four important forest types viz. Tropical Moist, Tropical Dry, Tropical Thorn, Subtropical broadleaved Hill forests. The forest area can also be classified based on the composition of forest and terrain of the area. Based on composition, there are three important forest formations namely Teak forest, Sal forest and Miscellaneous Forests. Bamboo bearing areas are widely distributed in the state. To obviate pressure on the natural forests, plantations have been undertaken in forest and non forest areas to supplement the availability of fuel wood, small timber, fodder etc.

151. The forest cover in the state (based on State of Forest Report 2011), is 77,700 km2 which is 25.21% of the state`s geographical area. In terms of forest canopy density classes, the state has 6,640 km2 areas under very dense forest, 34,986 km2 areas under moderately dense forest and 36,074 km2 areas under open forest. Comparison of the current forest cover assessment with the previous assessment (SFR 2009) shows that there is increase in forest cover.

152. The subproject districts in general have moderate to low percentage of forest cover except Hoshangabad district (36.14% of geographical area) as per 2011 SFR), all other district of the region have the forest cover below state average. Table 21 present the status of forests in various districts through which subproject roads are located. However, since the proposed improvements under the Project will be carried out within existing ROW, diversion of forest land is not required for the proposed widening.

Table 21: Area under Forest type in the Circle/Zone covering districts S. District Total Very Mod. Open Total % of No. Geographical Dense Dense Forest Forest Geographical Area (Sq.km.) Forest Forest (Sq.km.) (Sq.km.) area (Sq.km.) (Sq.km.) 1 Sehore 6578 25 654 703 1382 21.01 2 Bhopal 2772 0 287 238 366 13.20 3 Hoshangabad 6707 274 1373 777 2424 36.14 4 Morena 4989 0 98 632 573 14.63 5 State as 308245 6640 34986 36074 77700 25.21 whole Source: State of Forest Report, 2011

153. Vegetation along the project road sections are mostly covered by the agriculture, think grass and secondary Moist Deciduous Forest as shown in the Forest map of the Madhya Pradesh state in Figure 17.

Figure 17: Forest Map of Madhya Pradesh State

Subproject Area

Source: State of Environment Report, 2015 55

154. Most of the subproject roads are passing through plain/rolling terrain with land use being agriculture and builtup area. However small sections of each road sections are passing through forest areas of Madhya Pradesh State, length of road section alignment in forest land are given in Table-22.

Table 22: Details of road section alignment length in forest area Sl. No. Road Section Length (km) of section in forest land use 1. Toomda-Patania-Barkheda Saalam road 6.500 2. Siddikaganj-Hatpipaliya Road 8.940 3. Bhaukhedi-Amlaha-Dhamanda Road NIL 4. Semri-Sangakheda road NIL 5. Sonasawri-Sanwalkheda road 1.060 6. Kailaras-Jaura via Pahadgad-Mundur-Nirar-Pagara 5.500 7. Pahadgad-Sahasram via Maran-Kanhar (Upto Khurjan Road) 15.300 8. Nepri to Brijgadi via Kishangad-Kukroli road NIL 9. Noorabad-Padhavali road to Sanichra Road 2.400 Total 39.70 Source: Field Survey carried out by the Consultant Team, 2017-18

155. Field survey has been carried out to identify the number and type of trees to be affected by the proposed improvement work of main alignments. It is envisaged that about 2055 trees are likely to be cut for the implementation of the improvements proposed under the project for nine selected subprojects. Main species found are Mahua (Madhuca Longifolia), Pipal (Ficus religiosa), Jamun (Syzygium Cumin), Sarai (Shorea robusta), Chola (Cicer arietinum), Babool (Acacia arabica, Willd.), Aam (Mangifera indica), Sagon (Tectona grandis Linn.), Mahua (Bassia longifolia), Babool (Arabica nilotica), Chirol (Holoptelea integrifolia), and Neem (Azadirachta indica. Table 23 show road wise details of the trees to be cut.

Table 23: Detail of trees within formation width of the project Road alignments (to be cut) Sl. Road Section No. of Main Tree Species Remarks No. Trees to Local name (botanical be cut name) Toomda-Patania-Barkheda Mahua (Madhuca Thin vegetation cover 1. 211 Saalam road Longifolia), Pipal (Ficus 2. Siddikaganj-Hatpipaliya Road 180 religiosa), Jamun Thin vegetation cover Bhaukhedi-Amlaha-Dhamanda (Syzygium Cumin) Thin vegetation cover 3. Road 120 Sarai (Shorea robusta) Chola (Cicer arietinum), Semri-Sangakheda road Thin vegetation cover 4. 74 Babool (Acacia arabica, 5. Sonasawri-Sanwalkheda road 87 Willd.) and Aam Thin vegetation cover Kailaras-Jaura via Pahadgad- (Mangifera indica), Thick Forest Cover in 6. 245 Mundur-Nirar-Pagara Sagon (Tectona some sections Pahadgad-Sahasram via Maran- grandis Linn.), Mahua Thin vegetation cover 7. 625 Kanhar (Upto Khurjan Road) (Bassia longifolia), Nepri to Brijgadi via Kishangad- Babool (Arabica Thick Forest Cover in 8. 253 Kukroli road nilotica), Chola (Cicer some sections arietinum), Chirol Noorabad-Padhavali road to (Holoptelea integrifolia), 9. 260 Sanichra Road and Neem (Azadirachta indica) Total 2055 Source: Field Survey carried out by the Consultant Team, 2017-18

2. Wildlife and Protected Area Network

156. Madhya Pradesh is a pioneer state in the national movement for conservation of flora and fauna. Conservation oriented legal proviso were made in the erstwhile Acts regulating hunting of game-birds and wild animals. In tune with the national consciousness towards conservation of flora and fauna the state government began setting up a network of in-situ conservation areas (national parks and sanctuaries) under the provisions of the Wildlife (Protection) Act, 1972. There are 9 National Parks and 25 Sanctuaries spread over an area of 10,862 sq. km constituting 11.40% of the total forest area and 3.52% of the geographical area of the state. Efforts are under way to increase the Protected Area network to 15% of the forest or 5% of the geographical area as suggested by State Wildlife Board. Table 24 shows (Figure 18) the details of National Parks and Wildlife Sanctuaries of the State.

Table 24: Protected Area Network in the State of Madhya Pradesh National Parks Wildlife Sanctuaries Name Area (sq. km) Name Area (sq. km) 1. Kanha 940 1. Bori 646 2. Bandhavgarh 446 2. Bagdara 478 3. Panna 543 3. Phen 111 4. Pench 292.85 4. Ghatigaon 511 5. Satpura 524 5. Gandhisagar 369 6. Sanjay 1471 6. Karera 202 7. Madhav 156 7. Ken Ghariyal 45 8. Vanvihar 4.45 8. Kheoni 123 9. Fossil 0.27 9. Narsinghgarh 57 10. N. Chambal 435 11. Nauradehi 1197 12. Pachmari 417 13. Panpatha 249 14. Kuno 345 15. Pench 449 16. Ratapani 435 17. Sanjay Dubri 365 18. Singhori 288 19. Son Ghariyal 209 20. Sardapur 348 21. Sailana 13 22. Ralamandal 5 23. Orchha 46 24. Gangau - 25. V. Durgawati 24 Source: Office of Chief Wildlife Warden, Forest Department, Madhya Pradesh

Figure 18: Protected Area Map of Madhya Pradesh State

Subproject Area

Source: Wildlife Institute of India, Dehradun

157. Informal interviews were held with the local villagers, livestock herders to gather information on the presence of wildlife and their habitats along the project rods. Officials from local forest department were also consulted in the process. Local communities and local forest officials informed that there are no protected area along the proposed alignments of the subproject roads. It can also be seen from the figure 18 that the subproject road sections does not pass through any protected area such as Wildlife Sanctuary, National park or bio-reserve. There is no Wildlife Sanctuary, National park or bio–reserve within 10 km from the subproject roads.

3. Rare or Endangered Species

158. No rare or endangered species found in corridor of impact along the subproject roads.

4. Fauna and Wild life

159. The project road sections traverses mainly through agricultural fields and during field survey no wild animals were spotted. However, in discussion with the forestry department and during the public consultations, it was found that common fauna in the study area are wild dogs, wild cats, foxes and jackals chital or Indian Spotted Deer (Axis axis); monkey (Rhesus macaque), and hare (Lepus nigricolis) are listed as least concern by the IUCN based on the wide range of occurrence. Also documented to occur in the project areas are, Jackal (Canis aureus indicus); jungle cat (Felix chaus), and fox (Vulpes bengalensis). The project roads does not have presence of any Schedule 1 species as per Wildlife Protection Act of GOI.

D. Socio-economic Environment

1. Demography

160. Madhya Pradesh is a land-locked state in the central part of country with a population of about 72.6 million with more than 73 percent of the population living in the rural areas. The State has 50 districts consisting of 313 blocks and 55393 villages. The human population density is 236 persons/km2 (as per 2011 census) compared to 383 persons/km2 (as per 2011 census) for the entire country. Sex ratio is 931(2011 census) against the 943 (2011 census) in the country. The demographic feature of Madhya Pradesh is unique that there are many recognized tribes (about 40 percent of country), which inhabit mostly the remote areas and each with distinct culture, ethos, and traditional knowledge systems. The major minority groups in the state namely Gonds, Bhils and Oraons. The majority of the people survive on subsistence economy based mainly on the agriculture, supplemented with forest products, animal husbandry, and crafts/handloom.

161. Total population of Madhya Pradesh as per 2011 census is 72,626,809 of which male and female are 37,612,306 and 35,014,503 respectively The state has a growth rate of about 20 percent which is above the national average of about 17 and thus the population of the state is rising considerably given the progress in the state.

162. About 73% of the state’s population resides in rural areas. The state also has one of the largest tribal populations with 18 districts being predominantly tribal districts in the country. The share of schedule tribes and the schedule castes is 20.27% and 15.17% respectively. The overall literacy ratio in the state is 69.32 with male literacy being 78.73% and female literacy of 63.74%.

163. The BPL survey of 2002-03 with updated figures to October 2010 highlight that 46.48 lakh (47.4%) of households of rural Madhya Pradesh are living below the poverty line. The state accounts for nearly 11% of the total rural population in the country. The tribal households are the poorest among the most deprived social groups in India. In rural areas, 58.6% of the tribal population was found to be poor as compared to 42.8% among the SC in Madhya Pradesh. Table 25 presents the demographic features of the state and the project districts.

Table 25: Demographic Features of State and Project Districts as per 2011 census Madhya Hoshan Particular Unit Sehore Bhopal Morena Pradesh gabad Total population No. 72,626,809 1311332 2371061 1241350 1965970 Males No. 37,612,306 683743 1236130 648725 1068417 Females No. 35,014,503 3627589 1134931 592625 897553 Sex Ratio per ‘000 931 918 918 914 840 Population Density per Sq Km 236 199 855 185 394 Population Growth Rate % 20.35 21.54 28.62 14.49 23.44 Level of Literacy % 69.32 70.06 80.37 75.29 71.03 Literacy Rate (Male) % 78.73 80.83 85.42 83.35 82.93 Literacy rate (Female) % 54.49 58.33 74.87 66.45 56.90 Total Child Population No 10809395 197429 304713 164602 305156 (0-6 Age) Male population No 5636172 103240 158721 85781 166858 (0-6 Age) 59

Madhya Hoshan Particular Unit Sehore Bhopal Morena Pradesh gabad Female Population (0-6 No 5173223 94189 145992 78821 138298 Age) Child sex ratio (0-6 Age) per ‘000 918 912 920 919 829 Source: http://www.census2011.co.in/census

2. Land Resources

164. The most of the geographical area of the state or 307,560sq.km or about 98% is available for utilization. Major portion of the landuse is under agriculture followed by forests. About 28% is under forestcover. The area under various land uses in the state is presented in the Table 26.

Table 26: Land Use Pattern of the State S.No. Land use patternofthe State Area in Hectares Percentage 1. Total Geographical area 30,825 - 2. Reporting area for land utilization 30,757 100.00 3. Forests 8,696 28.27 4. Not available for Land cultivation 3,401 11.06 5. Permanent pastures and other 1,337 4.25 grazing lands 6. Land underMisc. tree crops and groves 19 0.06 7. Cultivable Wasteland 1,160 3.77 8. Fallow lands other than current fallows 621 2.02 9. Current fallows 582 1.89 10. Net area sown 14,941 48.58 Source: Land Use Statistics, Ministry of Agriculture, GOI, 2008-09.

3. Economic Development

165. The State of Madhya Pradesh was formed after re-organisation and became the third largest Indian state covering 9.5 per cent of the country’s area. The state’s industrial base is quite diverse and vibrant. Industry is largely resource-driven, leveraging the state’s natural wealth in the form of limestone, coal, iron ore, silica, bauxite, soya, and cotton. The state has strong industry base in sectors like cement, steel, textile and soya processing.

166. Madhya Pradesh's gross state domestic product (nominal GDP) for 2010–2011 was 2,600 billion (approximately US$47,120,000,000). The per-capita figure was US$ 583: the fourth lowest in the country. Between 1999 and 2008, the annualized growth rate of the state was very low at 3.5%. Subsequently, the state's GDP growth rate has improved significantly, rising to 8% during 2010–2011 and 12% during 2011–2012.

167. The state has an agrarian economy. The major crops of Madhya Pradesh are wheat, soybean, gram, sugarcane, rice, maize, cotton, rapeseed, mustard, and arhar. Minor forest produce (MFP), such as tendu leaves used to roll beedi, sal seed, teak seed, and lak also contribute to state's rural economy.

168. Madhya Pradesh has 5 Special Economic Zones (SEZs) comprised of 3 IT/ITeS (Indore,Gwalior), 1 mineral-based (Jabalpur) and 1 agro-based (Jabalpur). In October 2011, approvalwas given to 14 proposed SEZs, out of which 10 were IT/ITeS-based. Indore is the major

commercial center of the state. Because of the state's central location, a number of consumergoods companies have established manufacturing bases in MP.

169. Madhya Pradesh has 6 Ordnance Factories, 4 of which are located at Jabalpur (Vehicle Factory, Grey Iron Foundry, Gun Carriage Factory, Ordnance Factory Khamaria) and one each at Katni and Itarsi. The factories are run by the Ordnance Factories Board, and manufacture a variety of products for the Indian Armed Forces.

170. The state's tourism industry is growing, fuelled by wildlife tourism and a number of places of historical and religious significance. Sanchi and Khajuraho are frequently visited by tourists. Besides the major cities, Bhedaghat, Bhimbetka, Bhojpur, Maheshwar, Mandu, Orchha, Pachmarchi, Kanha, and Ujjain are also popular tourist destinations.

4. Agriculture

171. Agriculture is the mainstay of the State's economy and 74.73% of the people are rural. As much as 49% of the land area is cultivable. The main food crops are jowar (sorghum), wheat, rice and coarse millets such as kondo and kutki. Pulses (beans, lentils and peas) and ground nuts (peanuts). Rice is preferred in the east where water is abundant while wheat is the staple in the drier regions of western Madhya Pradesh which touch the great Thar Desert. Madhya Pradesh is the largest producer of soybean in India. Although overall productivity of agriculture is quite low, oil seeds (linseed and sesame), cotton and sugarcane are also grown here. Madhya Pradesh has plenty of forest reserves, which are logged for teak, sal, bambooand salai which yields a resin used for incense and medicines.

5. Industry and Minerals

172. Madhya Pradesh has entered the era of high-tech industries such as electronics, telecommunications, automobiles etc. The state is producing optical fibre for telecommunication needs. A large number of automobile industries have been established at Pithampur near Indore. Prominent industries in the public sector in the state are Bharat Heavy Electricals Ltd. At Bhopal, Security Paper Mill at Hoshangabad, Bank Note Press at Dewas, Newsprint Factory at Nepanagar and Alkaloid Factory at Neemuch. Over 81.13 million metre cloth in the handloom sector and 131.59 million meter cloth by power loom was manufactured. The cement production touched 11.24 million metric tonne during the period. An air cargo Complex, Indo-German Tool Room and an Inland Container Depot are being established at Pithampur. The Government of India has proposed setting up of Special Economic Zone at Indore.

173. Aditya Birla group had developed a thermal power plant (Bina Power Supply Company Limited BPSCL), which is taken over by Jaiprakash Associates Limited. This 1000 MW (500MW each) producing power plant has brought about a revolution in social and economic condition of the area. Along with the power plant Bina refinery is being induced by Bharat Oman Refineries Limited (BORL) investing about 10,300 crores ($ 1554 million). Madhya Pradesh is rich in mineral resources and is one of the eight leading mineral production states in India. Important minerals found in M.P. are coal and iron. High quality iron-ore is found in Bastar, Jabalpur and Gwalior. The country’s largest diamond mine situated at Panna near Khajuraho has recoverable reserves of one million carats. Other mineral deposits include high-grade limestone, dolomite, iron ore, manganese ore, copper, coal, rock phosphate and bauxite. The state is also the country’s only producer of the tin ore. M.P. stands fourth in year 2006-07 for production of important minerals amongst all the states in India. About Rs. 6700 crores ($ 1011 millions). worth of minerals were produced in year 2006-2007 which was 17.42% more than previous year. As per quick estimate 61

of year 2006-2007,contribution of mining and quarrying industry is 4.82%. The State is famous for its traditional handicrafts and handloom cloths manufactured in Chanderi and Maheshwar.

6. Irrigation and Power

174. The net area under irrigation was 5.66 million hectare in the year 1999-2000. Of this, 0.24 m.ha was under paddy, 3.40 m.ha under wheat, 1.08 m.ha under pulses, 0.32 m.ha under oilseeds, 0.19 m.ha under cotton, 0.23 m.ha under spices, 18 m.ha under fruits and vegetables and 0.55 m.ha under other crops. Government canals irrigate one million ha, non-government canals 1600 ha, tanks, 0.132 m.ha, wells 3.71 m.ha, and other sources irrigate 0.8 m. ha. 86. Madhya Pradesh is rich in low-grade coal suitable for power generation and also has immense potential of hydro-energy. Total installed power generation capacity in year 2000-2001 was 2900 M.W. There are eight hydroelectric power stations with 747.5 MW installed capacity.

175. A total of 50,271 out of 51806 villages had been electrified by 2000-2001. Power generation is 14023.7 m.kwh. The Government of M.P. has formed a joint venture (Narmada Hydro Electric Development Corporation) with National Hydro-Electric Power Corporation, a Government of India undertaking for execution of 1000 M.W. India Sagar Hydro-Electric Project and 520 M.W. Omkareshwar Hydro-Electric Power Project.

7. Archaeological and Historical Monuments

176. There is no declared state or national archeological monument located on the selected subproject road sections. No approval or clearance is required from State or National archeological department to start construction on these road sections.

8. Sensitive Receptors

177. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located within the existing RoW. However, no structure are going to be affected by the proposed road improvement works. The list of these structures are presented in Table 27.

Table 27: Physical/Sensitive Features along the subproject roads Sl Left or Chainage ( in Km) Receptor No Right Toomda-Patania-Barkheda Saalam road 1 2+700 RHS School 2 7+750 RHS Temple 3 7+900 RHS School 4 10+000 RHS Temple 5 10+100 RHS School 6 12+400 RHS Temple 7 12+400 LHS Dargha Siddikaganj-Hatpipaliya Road 1 0+200 RHS School 2 0+300 RHS School 3 0+800 RHS School

Sl Left or Chainage ( in Km) Receptor No Right 4 1+000 RHS Anganwadi center 5 12+100 RHS School 6 12+200 LHS Hostel 7 16+500 RHS School 8 19+300 RHS School Bhaukhedi-Amlaha-Dhamanda Road 1 2+200 RHS School 2 2+700 RHS Temple 3 3+500 LHS Hospital 4 3+600 RHS School 5 12+200 LHS School 6 15+100 RHS School 7 16+600 RHS School 8 17+200 RHS School Semri-Sangakheda road 1 4+300 LHS School 2 4+900 RHS School 3 5+200 RHS Temple 4 5+200 LHS School 5 13+600 LHS Temple Sonasawri-Sanwalkheda road 1 1.200 LHS School 2 2.300 RHS School 3 5.600 LHS School 4 9.600 LHS School 5 11.200 RHS School Kailaras-Jaura via Pahadgad-Mundur-Nirar-Pagara 1 0.700 LHS School 2 0.800 LHS ITI 3 1.000 RHS School 3 3.200 RHS Temple 4 3.900 LHS School and ITI 5 6.400 LHS Temple 6 14.900 RHS Temple 7 15.300 RHS School 8 26.400 RHS Temple (Nirar) 9 30.500 LHS School 10 48.000 RHS School 11 49.500 LHS School Pahadgad-Sahasram via Maran-Kanhar (Upto Khurjan Road) 1 0.900 LHS Temple 63

Sl Left or Chainage ( in Km) Receptor No Right 2 15.800 RHS Temple 3 21.700 RHS School 4 21.750 RHS Health Center Nepri to Brijgadi via Kishangad-Kukroli road 1 0.4 RHS School 2 4.0 LHS Anganwadi 3 6.5 RHS School 4 10.5 RHS Temple School & 5 LHS 11.0 Anganwadi 6 11.0 RHS Temple 7 14.0 LHS School 8 15.3 LHS Temple 9 15.4 RHS School Noorabad-Padhavali road to Sanichra Road Old Fort Private 1 RHS 0.1 property 2 0.5 RHS Makbara 3 0.8 LHS School 4 5.5 RHS School 5 5.6 LHS Temple 6 5.8 LHS College 7 6.0 LHS School 8 10.9 RHS School 9 17.9 RHS Sanichra Temple

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

178. This chapter presents key environmental issues associated with various aspects of the proposed subprojects. The environmental impacts caused due to the development of the subproject road sections can be categorised as primary (direct) and secondary (indirect) impacts. Primary impacts are those which are induced directly by the project where as the secondary impacts are those which are indirectly induced and typically include the associated investment and changing patterns of social and economic activities due to the proposed action. Interaction of the project activities with environmental attributes is presented as Activity-Impact matrix in Table 28.

Table 28: Activity-Impact Identification Matrix Sl. Activities Type of Impact No. Air Water Noise Flora Fauna Drainage Soil Topography 1. Labour camp activities - ve/t 2. Quarrying -ve/t - ve/t - ve/t - ve/t - ve/p 3. Material transport and - ve/t - ve/t storage 4. Drilling, blasting and hill - ve/t - ve/t - ve/t - ve/t cutting 5. Earthwork - ve/p - ve/t - ve/t 6. Payment works - ve/t - ve/t - ve/t - ve/t - ve/t - ve/p 7. Use of construction - ve/t - ve/t - ve/t - ve/t equipments 8. Plantation - ve/p - ve/p - ve/p 9. Drainage work - ve/p 10. Culvert and bridge - ve/t - ve/t - ve/p construction 11. Stripping of top soil - ve/p 12. Debris generation - ve/t - ve/t 13. Oil and grease - ve/t 14. Construction in forest - ve/t - ve/t - ve/t - ve/t - ve/t - ve/p - ve/p - ve/p and sensitive areas Notes: t – temporary, p – permanent. Impact indicated in bold letters indicates significant impacts.

179. Identification and assessment of the potential environmental impacts are based on secondary information supplemented by field visits. Impacts on various environmental components have been assessed at four different stages, namely:  the project location;  design and pre-construction;  construction; and  operation stages.

180. A few permanent as well as short-term and long-term adverse effects, mainly at the construction and operation stages, are, nonetheless, anticipated. Temporary short-term impacts can be kept in check through proper planning and adopting environment friendly road construction methods and the appropriate regulatory measures. 65

B. Positive Environmental Impacts due to improvement of subproject road sections

181. The positive impacts expected from the improvement of the subproject road sections includes:

 improved quality of life for the rural population in the projects influence area: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity;  a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods;  the facilitation of tourism;  Interstate connectivity to Morena, Bhopal, Sehore and Hoshangabad Districts; and  Better connectivity to the State Highway and National Highway network.

C. Adverse Environmental Impacts due to improvement of subproject road sections

182. The adverse environmental impacts anticipated from the improvement of the project road section are:

 Loss of productive soil and agriculture land.  Cutting of road side trees that falls within formation width i.e. 10m may reduce the ecological balance of the area and also increase soil erosion problem.  Noise, air and water pollution and disposal of construction waste, during construction, will adversely impact both local residents. These latter effects should, however, only be temporary/reversible.  A number of quarries and other sources will be established which will change the landscape. However, the operation of quarries is an independent and already regulated activity. Adverse impacts on water quality of rivers crossing or running parallel to the proposed alignments in the form of silt deposition and runoff during construction are expected. However, this is short term and will be taken care of by controlled construction activities.  Improvement on existing road and construction of new road and bridges, although limited, may enhance soil erosion, landslips and reduce the micro-level ecological balance of the area. Construction may also disturb the habitation of fauna living in this area. These should, however, be only temporary/reversible effects. The improvement will also require the cutting of about 2055 trees.  Noise and air quality for those now living and workings close to the subproject roads (mainly at urban centers) will deteriorate during the construction period and afterwards during operation.

D. Impacts Related to Project Location, Preliminary Planning and Design

1. Forest Clearing and Tree Felling

183. Most of the selected subproject roads are passing through plain & rolling terrain with land use being agriculture followed by forest. Small sections of all selected subprojects is passing through unclassified forest areas of Madhya Pradesh State. Out of total length of 199.40 km for all selected 9 road sections about 39.70 km length of alignment is passing through forest areas.

Although diversion of forest land is not envisaged, adverse impacts are anticipated due to land clearing which will involve cutting of about 2055 trees. Construction in areas with agriculture crops will be planned to be carried out during the lean/post harvesting seasons to avoid damange to crops and losses to the local people. Hence, there will be no need Problem of soil erosion is expected in some locations. To minimize loss of trees, the following mitigation measures have been adopted during the detailed design and these will be implemented during construction stage of the subproject roads:

 Widening proposal considered option with minimal tree cutting.  Widening is restricted to minimum width in the length passing through forest areas.  Adequate measures are included in the design to minimize any unforeseen impacts on flora and fauna in the forest areas.  Land stabilization measures were included in identified areas prone to erosion.  Strictly enforce the environmental conditions put as part of the forest clearance and no objection certificates issued by the Forest Department and SPCB.  Adopting Environmental Friendly Road Construction (EFRC) methods such as proper planning, design, implementation, monitoring, controlled execution of activities, use of latest machineries and equipments, bio-engineering etc.

184. Based on the tree inventory carried out during the field surveys in third quarter of 2017 & first quarter of 2018, the total number of trees to be cleared along nine selected subproject road sections are 2055. The main species of trees to be cut are local species namely Mahua (Madhuca Longifolia), Pipal (Ficus religiosa), Jamun (Syzygium Cumin), Sarai (Shorea robusta), Chola (Cicer arietinum), Babool (Acacia arabica, Willd.), Aam (Mangifera indica), Sagon (Tectona grandis Linn.), Chirol (Holoptelea integrifolia), and Neem (Azadirachta indica). Table 27 present details of the trees to be cut due to proposed road improvement work. As per compensatory afforestation requirement, the tree plantation will be done ten times of tree cutting (1:10 of tree cutting). At sensitive locations such as schools and temples along the project roadssuitable noise barrier shall need to be provided.

185. The compensatory plan will be developed in consultation with local forest department. As per compensatory afforestation, the tree plantation will be done ten times of tree cutting (1:10 of tree cutting) as detailed in Table 29.

Table 29: Road wise Detail of Trees to be cut and planted Sl. Road Section No. of Proposed tree to be planted in No. Trees to the project area in be cut consultation with Forest Dept. (1:10 of tree cutting) 1. Toomda-Patania-Barkheda Saalam road 211 2110 2. Siddikaganj-Hatpipaliya Road 180 1800 Bhaukhedi-Amlaha-Dhamanda Road 3. 120 1200

4. Semri-Sangakheda road 74 740 5. Sonasawri-Sanwalkheda road 87 870 6. Porsa-Mehgaon-Mau-Sevda Road 114 1140 Pahadgad-Sahasram via Maran-Kanhar 7. 625 6250 (Upto Khurjan Road) 8. Nepri to Brijgadi via Kishangad-Kukroli road 253 2530 9. Noorabad-Padhavali road to Sanichra Road 260 2600 Total 2055 20550 67

Source: Field Survey carried out by the Consultant Team, 2017-18 Note: The exact number of trees to be cut might vary from these figures. Joint inspection with forest range officers shall be carried out to estimate the number and type of trees to be cut by improvement proposals. In case of any change, numbers will be updated and accordingly compensatory plan be updated.

2. Construction Camps, Borrow Pits and Quarries

186. There is a need to establish construction camps and related facilities, such as borrow pits and quarries. These must be located in environmentally sound and socially safe areas. It is expected that construction materials for the road works will be mined mostly from approved quarries. The following criteria is applied for locating the borrow areas:

 Borrow areas are not established in ecologically sensitive areas;  Villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages;  Located away from the road and hill slopes as well as settlements facing the road, so as to minimise visual impacts;  In case of protected areas/ reserve forest areas, construction facilities such as temporary workers camp, hot mix plants, and concrete batching plant and stone crushers should not be established in stretches that passes through reserve/protected forests. Local forest department/village forest management committees should be consulted before locating these temporary subproject facilities;  Construction camps for labourers should be located at least 500 m away from settlements and 1 km away from forest/protected areas;  Living accommodation and ancillary facilities should be erected and maintained to standards and scales approved by the Engineer-in-Charge; and  Toilets and urinals should be provided in accessible places away from the asphalt plant and mixing yard.

3. Cultural Heritage

187. There are no adverse impacts anticipated on historical places/monuments. However, there are few temples and small shrines along the roads. Care must be taken to avoid any damage to these structures. Earthworks, as associated with the road construction/improvement works, or deriving from secondary sites such as quarries or borrow pits, may reveal sites or artifacts of cultural/archaeological significance. In the event of such discovery, the concerned authorities should be informed and the requirement to take such action should be incorporated in contract documents.

4. Other Impacts deriving from the Project Planning and Design Process

188. During preliminary planning and design of the subproject roads, the Consultant has taken into account the need for:

 optimum sitting and control of borrow areas;  reduced incidence of slope failures due to inadequate drainage;  providing adequate culverts/drains;  providing side-drainage structures;

 mechanised construction methods and thereby, for example, reduced use of firewood for heating bitumen;  maximising safety and thereby reducing traffic accidents;  reducing travel times and, thereby, fuel consumption and emissions;  adequate signages for wildlife protections;  increased accessibility for residents to education and health facilities, markets etc., and for others who might come for tourist or other purposes; and  improving the socio-economic conditions of residents in the project areas of influence.

189. As part of the engineering works for this work, the following guiding principles have been used in determining the alignments:

Environmental Issue Measures taken Alignment Final alignment has been determined so as to minimise land take, tree removal, air pollution and the impact on people and animals and to avoid unfavourable geological condition and cultural relics. Balancing cut and fill The design attempted to equalise cut and fill. The centreline has been aligned so that on all slopes below 60 degrees, half cut and half fill is achieved. Soil erosion Temporary and permanent drainage systems have been designed to minimise the soil erosion. Dust and air pollution Borrow sites, waste disposal sites and asphalt mixing sites have been identified – keeping in mind environmental issues such as dust. Cultural heritage Any archaeological sites identified along the alignment should be excavated prior to construction. Wildlife Habitat Care has been taken in preservation of wildlife and construction workers should be educated on wildlife protection.

E. Environmental Impacts - Construction Stage

1. Permits and Clearances

190. As a requirement of Environmental Impact Assessment Notification, 2006, by Government of India, any development activities should not be taken in any part of the Country unless it has granted environmental clearance by the Ministry of Environment and Forests, Government of India.

191. Highways are classified as one of the project, listed in said notification, which require prior clearance. However, an amendment to this notification clarifies, that the highway improvement projects are excluded from purview of this notification. Also major district roads are not required to comply with the Environmental Protection Act and Rules 1986 and the EIA notification (2006, 2009, 2011) and relevant amendments. Hence, the roads under this sector project are not required to obtain environmental clearances and prepare environmental assessment reports under national laws. Some of the relevant applicable sections are:

 Since the proposed subproject interventions are primarily limited to the improvement of existing major district roads and the alignments of the subproject roads does not pass through any environmentally sensitive areas, therefore, it does not falls under the purview of Notification no. S.O. 195(E) dated 19 January 2009 by the Ministry of Environment and Forests on amendment to the EIA Notification. Also major district roads are not required to comply with the 69

Environmental Protection Act and Rules 1986 and the EIA notification (2006, 2009, 2011) and relevant amendments. Hence, the roads under subprojects are not required to obtain environmental clearances and prepare environmental assessment reports under national laws.  As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements, stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly, timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Since the improvement of the proposed subprojects is restricted to the available ROW, diversion of forest land is not required. Therefore forest clearance is not required for proposed subprojects.  Cutting of trees in non forest land require a tree cutting permit from the local forestry department. All trees cut under a project must be compensated by compensatory afforestation as required by the Forest Department.  As per Office Memorandum (OM) issued by MOEF on 19 March 2013 the grant of environmental clearance for linear projects including roads has been delinked from the forestry clearance procedure. Hence, after receipt of environmental clearance construction works may commence on sections/parts of a linear project that do not require forestry clearance. Construction works may commence on sections requiring forestry clearance only after receipt of the respective clearance.  Placement of hot-mix plants, quarrying and crushers, batch mixing plants, discharge of sewage from construction camps requires No Objection Certificate (Consent to Establish and Consent to Operate) from State Pollution Control Board prior to establishment.  Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them.

192. Before the start of civil works for any section of subproject the project proponent (MPRDC/State PWD) must obtain necessary clearances/permits from the forest department and Madhya Pradesh State Pollution Control Board. Table 30 outlines the applicable clearances and permits and the authorised bodies that issue them along with the procedures involved. The status of the permits/clearances has also been presented in this table.

Table 30: Clearances and Permits Required for the Subprojects S. Permissions/ Concerned Responsibility / time No. Clearances Agency required A. Pre-constructionStage 1. Permission for cutting of trees District Forest Office/State Forest MPRDC / 3-6 Department for trees felling in forest months areas and District Authorities in non- forests Areas (Compensatory tree plantation to be made 1:10 as per the permission granted)

S. Permissions/ Concerned Responsibility / time No. Clearances Agency required 2. Consent from State District Archeological Office/State MPRDC / 3-6 Archeological Department Archeological Department for working months in the 300m radius of newly decalared state archeological monument,

3. NOC from Forest Department State Forest Department for carrying MPRDC / 3-6 out work on roads within forest areas. months B. ImplementationStage 4. Consent to operate hot mix M.P. State Pollution Control Board Contractor / 3-6 plant, Crushers, Batching (To be obtained before installation) months plant 5. Authorization for M.P. State Pollution Control Board Contractor / 3-6 disposal of hazardous waste (To be obtained before generation) months

6. Consent for disposal of M.P. State Pollution Control Board Contractor / 3-6 sewage from labor camps (Before setting up the camp) months 7. Pollution Under Control Department of Transport, Government Contractor /1-2 Certificate of M.P. authorized testing centers month 8. Employing District Labour Contractor /1-2 Labour/Workers Commissioner month 9. Environmental Designated District/State/Central Contractor /2-6 Clearance/permit for borrow Government agency months areas and quarries

193. Any felling of trees requires forestry clearance and appropriate permits. The procedures necessary to obtain such permits will require liaison with local territorial forestry offices and their head office in district headquarters. Joint verification and making of trees to be cut is being carried out jointly with divisional forest departments of districts involved. No clearance is required for the use of surface sand and stone from the river banks as for commercial purposes they can only be purchased in an open auction carried out by the forestry office. It is imperative that all necessary clearances and permits be obtained before commencement of work.

2. Physical Environment

a. Topography, Geology and Soil

194. During the improvement works for the road sections, the cutting of hill slope, filling, the cutting of trees, stone quarrying, and construction of structures, the micro-level topography may change. With proper planning, these topographical impacts can be kept within acceptable limits and sometimes even used to enhance local aesthetics. Any negative impacts on topography (existing), particularly soil erosion due to a lack of drainage facilities, will be minimized with the provision of proper drainage facilities such as culverts, causeways etc.

195. The terrain and geological conditions of areas are such that, even with reasonable care exercised during final design, during construction the interaction between proposed road features and existing land features may reveal/result in some land instabilities. 71

196. During the construction phase following restrictions should be imposed:

 existing vegetation including shrubs and grasses along the roads (except within the strip directly under embankments or cuttings) should be properly maintained;  sites for quarrying, borrowing and disposal of spoils are to be confirmed according to the applicable laws and regulations in the state and the practices followed in recent/ongoing internationally funded road projects should be continued;  controlled and environmentally friendly quarrying techniques should be applied to minimise erosions; and  cut material should be disposed of in suitable depressions.

197. It is also important to:

 maintain adequate vegetative cover above and below the roads;  maintain the natural course of water bodies (that is as far as possible) and avoid throwing debris into stream courses;  construct proper drainage structures to avoid erosion; and  minimise the construction of hair-pin bends that are close to each other: as this often adds to instability.

b. Erosion and Silt Run-Off

198. All activities will occur within the available RoW, no adverse environmental impact is anticipated on the productive soil. Lands taken on lease for access road and for construction camp will be restored its original land use.

199. Land clearing and grubbing activities will remove vegetation and soil cover which may cause some soil erosion during monsoon. Excavations in borrow pits may lead to loss of top soil and soil erosion. There are risks of stream and river bank erosion near bridges and cross drainage works. To avoid or minimize erosion, land clearing and grubbing will be conducted during dry season, productive top soils from borrow pits will be stored and reused in road embankment slope protection. Erosion control measures like silt screens will be installed along rivers and nallahs (small local streams).

200. There is the risk of contamination of soil from construction material and oil spills. Contractors are required to ensure proper handling materials and able to implement spills containment. Oil contaminated waste will be properly collected, stored disposed through 3rd party service providers. Third party service providers are authorized vendors from State Pollution Control Board for collection, transfer, store and disposal of hazardous waste. All fuel and lubricant storage and handling areas will be located at least 500 meters from the nearest water body and provided with perimeter interceptor drains. All construction debris will disposed by the Contractor on predesignated area as identified by the CSC-Environmental Specialist.

c. Climate

201. The proposed improvement/construction works will be localised activities and the subprojects will not have significant impact on climatic conditions, such as rainfall, temperature and humidity in the project area. A climate change impact and risk analysis has been carried out separately using TEEMP model and appropriate adaptation measures are incorporated in the subprojects design.

d. Surface and Ground Water, Drainage and Hydrology

202. Given the presence of rivers and streams in the subproject areas and some of them crossing and or running parallel to subproject roads; improvement of road may result in disruptions to the natural hydrology and water mismanagement and lead to further problems of soil erosion.

203. The natural courses of rivers/streams will be maintained. Appropriate temporary diversions of streams will be made and brought back to their natural course as soon works are completed in that section. No disposal of construction debris in streams and rivers is allowed.

204. Minor impacts on water resources are expected during the construction phase. The rehabilitation of existing bridges may also cause soil erosion and turbidity in downstream water bodies. To mitigate this, river-bank slope stabilities will be monitored and, if necessary, appropriate remedial measures applied throughout the construction period. Construction work at bridges during rainy season will be minimized to avoid erosion and sedimentation.

205. The likely impacts of surface water movements are changes in the natural drainage systems, downstream scour, and erosion due to constriction in flows. If suspended, solid concentrations in the water are affected, this could also affect aquatic river ecology. However, since there are no perennial water bodies across the selected subprojects. The work will be carried out in dry seasons. Hence, impacts on river ecology will be negligible.

206. To mitigate these impacts the following measures should be implemented:  chemicals and oils are stored in secure, impermeable containers, and disposed of well away from surface waters;  no vehicle cleaning activity is allowed within 300 m of water bodies/drains;  construction camps are equipped with sanitary latrines that do not pollute surface waters;  the work on bridges and culverts is limited to dry seasons, when many of the smaller streams will have low water - water diversion works can be minimised and the original course restored immediately after the work has been completed;  drivers are made aware of diversions and other works at bridge construction site to avoid accidents;  drainage structures are properly designed to accommodate forecast discharges;  side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point;  provide lined drainage structures;  where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated;  in areas with high water tables, seepage may occur and side drains and up-slope catch drains must always been lined to avoid percolation; and  all debris and vegetation, clogging culverts are regularly cleared.

207. Impacts on ground water quality will be limited to campsite area in the subproject road. These impacts can be mitigated with provisions of spectic tanks for sewerage generated from construction camp.

e. Air Quality 73

208. During construction air quality may be degraded for short periods due to (i) the exhaust emissions from the operation of construction machinery; (ii) fugitive emissions from concrete and asphalt plants; (iii) the dust generated from the haulage of materials, exposed soils and material stockpiles; (iv) cleaning of the road; (v) material loading; (vi) unloading; and (vii) blasting activities (if any). The impact is expected to be localised, temporary and confined to construction areas.

209. Adverse air quality impacts during construction are likely to result from three main sources; (i) emissions from construction equipment, including delivery trucks; (ii) fugitive dust from earth- moving operations and demolition; and (iii) localised increased traffic congestion in construction areas.

210. The adverse impacts on air quality during construction stage were classified and presented in Table 31. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

Table 31: Impact on Air Quality during Construction Stage Sl. No. Impact Source 1. Generation  Transportation and tipping of cut material - while the former will occur of Dust over the entire stretch between the cutting location and disposal site, (SPM) the latter is more location specific and more intense;  Blasting operations;  Transportation of raw materials from quarries and borrow sites;  Stone crushing, handling and storage of aggregates in asphalt plants;  Site levelling, clearing of trees, laying of asphalt, construction of bridges;  Concrete batching plants;  Asphalt mix plants – due to the mixing of aggregates with bitumen; and  Construction of structures and allied activities. 2. Generation  Hot mix plants; of polluting  Large construction equipment, trucks and asphalt producing and gases paving equipment; including  The movement of heavy machinery, oil tankers etc. on steep slopes will SO2, NOx cause much higher emissions of gases; and HC  Toxic gases released through the heating process during bitumen production; and  Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

211. On the proposed subprojects road sections, it is expected that air quality will be affected to some minor extent by dust and particulate matters generated by construction, vehicular movements, site clearance, earth filling and material loading and unloading. The impacts are expected to be localised, temporary and confined to construction areas. Care should, however, be taken at sensitive urban locations so that harmful impacts can be minimised.

f. Noise Levels

212. The ambient noise level along all the ten selected subproject road sections is within standards. During the construction period, noise will be generated from the operation of heavy machinery, blasting works, the haulage of construction materials to the construction yard and the general activities at the yard itself. Concrete mixing and material movements will be the primary noise generating activities and will be uniformly distributed over the entire construction period. These construction activities are expected to produce noise levels in the range of 80-95 dB(A) at a distance of about 5 m from the source.

213. Construction noise is not normally regulated, though still may cause concern among local villagers. The range of typical noise levels in relation to distance from a construction site is shown in Table 32. Table 32: Construction Noise / Distance Relationship Distance from construction site (m) Range of Typical Noise Level dB(A) 8 82 – 102 15 75 – 95 30 69 – 89 61 63 – 83 91 59 – 79 122 57 – 77 152 55 – 75 305 49 - 69 Source: Department of Transportation, (USA)

214. Piling, if necessary, will also cause vibration. Noise and vibration from this source will be unavoidable but the impact will only be temporary and affect people living or working near piling locations. In construction sites within 500 metres of a settlement, noisy operations should cease between 22:00 and 06:00 hrs. Regular maintenance of construction vehicles and machinery must also be undertaken to reduce noise. The impact and sources of noise and vibration are summarised in Table 33.

Table 33: Likely Impact on Noise Quality in the Vicinity of Project Area Impact Source

Increased noise levels  Mobilisation of heavy construction machinery; causing discomfort to local  Accelerations/ decelerations/ gear changes – though the residents, workers and extent of impact will depend on the level of congestion and local fauna smoothness of the road surface;  Excavation work for foundations and grading;  Construction of structures and other facilities;  Crushing plants, asphalt production plants; and loading, transportation and unloading of construction materials.

215. Typical noise levels associated with various construction activities and equipments are presented in Table 34. Table 34: Typical noise levels of principal construction equipments (Noise Level in db(A) at 50 Feet)

Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 75

Clearing Structure Construction Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 Grading and Compaction Landscaping and clean-up Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Truck 83-94 Paving Front and end loader 72-84 Paver 86-88 Dump truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1.December 31, 1971

216. The noise levels indicated for various construction activities/equipment, while far exceeding permissible standards of CPCB and WB EHS for residential areas, it will occur only intermittently. Still, these extremely high sound levels present real risk to the health of workers on-site. Timely scheduling of construction activities, proper maintenance of construction machineries, use of personnel protective equipments etc. will minimize these impacts.

217. Residences, schools, temples, and other noise sensitive areas within 100 m the roadways will be affected temporarily during construction. The number of persons potentially affected and the duration of these effects cannot be estimated based on available information.

218. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements along the subproject roads. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

219. Noise impacts are an unavoidable consequence of construction that should be mitigated by limiting the timing of construction to daylight hours (8am-5pm) in the vicinity of sensitive receptors. Further to minimize noise impacts near sensitive receptors (particularly schools), operation of excavator and other heavy machineries will be carried out mostly during off-hours (7 am to 9 am and 3.30 pm to 7 pm) and on holidays (Saturday and Sundays). Baseline noise will be established for all sensitive areas prior to construction and follow up noise monitoring will be carried out during the construction.

220. The Noise barriers can be constructed from earth, concrete, masonry, wood, metal, and other materials. To effectively reduce sound transmission through the barrier, the material chosen must be rigid and sufficiently dense (at least 20 kilograms/square meter). All noise barrier material types are equally effective, acoustically, if they have this density. To effectively reduce the noise coming around its ends, a barrier should be at least eight times as long as the distance from the home or receiver to the barrier. A provision of five Noise barrier locations in each corridor is made which should be provided based on the willingness of the school/temple or religious structures authorities and technical feasibility. Conceptual drawing of the noise barried is provided in Figure 21 below. Environmental Specialist of supervision consultant will prepare site specific design of the noise barries and will provide it to the Contractor.

221. It is proposed that suitable noise barriers will be installed at selected sensitive receotor locations along the subproject road. The Noise barriers can be constructed from earth, concrete, masonry, wood, metal, and other materials. To effectively reduce sound transmission through the barrier, the material chosen must be rigid and sufficiently dense (at least 20 kilograms/square meter). All noise barrier material types are equally effective, acoustically, if they have this density. To effectively reduce the noise coming around its ends, a barrier should be at least eight times as long as the distance from the home or receiver to the barrier. A provision of five Noise barrier locations in each corridor is made which should be provided based on the willingness of the school/temple or religious structures authorities and technical feasibility. Conceptual drawing of the noise barried is provided in Figure 19 below. Environmental Specialist of supervision consultant will prepare site specific design of the noise barries and will provide it to the Contractor.

Figure 19: Conceptual Drawing of the Noise Barrier

222. Although the measures noise levels over the project duration is well within WB EHS standards; implementation of suitable mitigation measures will reduce the construction noise to acceptable limits. Mitigation measures should include:  installations of noise barriers;  construction machinery should be located away from settlements;  careful planning of machinery operation and the scheduling of such operations;  controlled blasting should only be carried out with prior approval from the Engineer in charge; 77

 contractors should be required to fit noise shields on construction machinery and to provide earplugs to the operators of heavy machines; and  only controlled blasting should be conducted.

223. Trees will be planted along the roads to act as natural barrier to noise. Further, physical noise barriers have been provided in the subproject design at sensitive locations. These physical noise barriers can be constructed from earth, concrete, masonry, wood, metal, and other materials. To effectively reduce sound transmission through the barrier, the material chosen must be rigid and sufficiently dense (at least 20 kilograms/square meter). To effectively reduce the noise coming around its ends, a barrier should be at least eight times as long as the distance from the home or receiver to the barrier.

g. Topography and Appearance

224. Construction activities of the project road will bring permanent changes in the local-level topography and appearance of the project sites. There will be loss in aesthetic beauty of the project areas mainly due to the earthwork. Table 35 elaborates potential effects on the topography and appearance and appropriate mitigation measures. Table 35: Potential Effects on Topography by the Proposed Road Sections Upgrading SI. Construction Potential effect on Mitigation No. activity topography and appearance 1. Clearing of Scarring of landscape from Cut material should be used to vegetation for cutting and potential widen the road or disposed off widening of the erosion(short term and long at proper disposal sites. road term) may be caused. There Cut slopes should be re- may be minor permanent vegetated immediately after changes in the landscape. widening activities. 2. Stone quarrying Scarring of landscape and Stone quarrying should only be potential landslides (rock undertaken in legally approved slides/falls). There may be areas. Controlled and permanent changes in the environmental friendly quarrying landscape. should be carried out to minimise landslides and erosion. 3. Earthwork from Scarring of landscape due to Borrow areas should be in borrow areas unearthing activities. Minor legally approved locations. As but permanent changes in soon as construction activities landscape. are complete, they should be re- vegetated and brought back as far as possible to their previous appearance. 4 Waste disposal Disposal of cut soils and Cut off material should be used debris at improper locations to widen the road or disposed of which will make the area look at proper disposal sites. untidy and unattractive. 5 Establishment of Disposal of waste and litter at Provision and allocation of labour camps improper locations and proper waste disposal bins and deforestation for fire-wood sites are required. A supply of will make the area look dirty cooking gas should be provided and unattractive. by the contractor to eliminate the use of fire wood.

3. Ecological Resources

3.1 Wildlife

225. The proposed road alignments are not located inside or within a 10 kilometer distance from a legally protected or key biodiversity area which was identified as the corridor of impact.

226. The impacts of road building to wildlife includes direct and indirect mortality; destroying, degrading, and fragmenting habitat; serves as barriers to movement; and spurs domino effect brought by a change in land-use. Small animals that often disperse, large animals like ungulates and carnivores are at risk to road kills during project operation. Since improvement will be carried out on existing roads wildlife habitat fragmentation is not expected. However construction work in forest areas may cause temporary disruption of wildlife movements in the project areas.

227. To avoid impacts to wildlife the following measures will be implemented:  Bridge design including approaches will take into account wildlife movements along riparian corridors.  Where smaller animals are known to disperse, road design will consider the construction of faunal culvert or pipe crossing.  Where endangered and critically endangered bird species are known take territories along the road, strict noise control will be implemented particularly during construction period to avoid disturbance.  Information and cautionary roadside signages will be installed to warn drivers of impending sensitive areas.

3.2 Vegetation

228. Small length of the subproject road sections are passeing though the forest area. The density of vegetation in forest is 0.4 to 0.5. Removal of the existing vegetative cover and the uprooting of 2055 trees is an unfortunate activity, which will reduce the ecological balance in the areas, which will reduce the ecological balance in the areas. This will also enhance soil erosion. Scrub forests and vegetation will also be removed for improvement of subproject road sections. The loss of vegetative cover will mostly be permanent and only some might be revived through mitigation efforts. Another impact from road construction activities and deriving from the quarrying, preparation and transfer of stone chips and other earthwork; is the accumulation of dust on the surrounding vegetation. This leads to deterioration of the vegetative health, which in turn will affect the ecology as well as the aesthetic beauty of the area. Induced impacts may result from the following:

 increased forest harvesting for fire-wood, construction timber, forage, medicinal plants and other products;  increased earth and rock extraction;  construction crew demands for wood as a fuel and for building materials; and  construction crew demands for food and recreational hunting and fishing.

229. To minimise negative impacts on the vegetative cover the contract documents should specify that:

 all wood building material for workers’ housing should be brought from outside the project area;  workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract;  all contract equipment and plants should be cleaned to the satisfaction of the project engineer in charge prior to their relocation to project sites;  during site clearance, care should be taken to ensure that the minimum area of vegetation area is affected; and  water sprinkling of trucks used as construction vehicles should be properly and regularly undertaken, so that dust deposition problem on vegetation are minimised.

4. Human Use Values

230. Field reconnaissance surveys of the subproject roads were conducted to assess the environmental and social conditions. It was noted that since the proposed improvements will be carried out within available road width, relocation of structures will not be required. The widening options have been devised to avoid impacts of structures.

231. At certain locations on the roads, particularly at bridge/culvert sites, traffic will be temporarily diverted from the existing carriageway while construction is in progress and temporary traffic diversions will be managed within the ROW. In other instances, traffic may have to be diverted across adjacent private land, in which case compensation will be paid for any loss of crops or the replacement of damaged structures. In other situations, most frequently not at bridge sites, for example when bitumen surfacing is in progress, it may be required to close the road temporarily. In these circumstances, adequate radio and press releases should be made beforehand and a date/time given for the re-opening.

232. Most construction will be undertaken during the dry season when few crops are planted. Losses should be minimised during construction.

5. Sensitive Location Such as School, College and Hospital along the Project Road

233. The sensitive location such as school, college and hospital along subproject road within 100 meter from the edge of the existing road has been identified as given Table 27.

234. These sensitive structures are kept unaffected by the proposed improvement proposals. Short term impacts during the construction stage are expected. Measures such as timely scheduling of construction activities in these areas, provision of sign boards, appropriate noise barriers such as planting trees and / or raised boundary walls are adopted to minimize impacts.

6. Health, Safety and Hygiene for Construction Workers

235. Construction of the subproject road sections will result in the generation of waste. In isolated places, the amount of waste generated may be greater than normal because of substandard subsoil materials, which will need to the replaced.

236. The Contractor will be required to control the construction sites, keep it clean and provide facilities such as dust bins and collectors for the temporary storage of all waste. This waste should be adequately stored to avoid pollution of water supplies and water sources and to avoid 81

dust formation. The Contractor will be responsible for the safe removal and/or storage of all waste in order to prevent environmental pollution of any type that may be harmful to people or animals.

237. All necessary safeguards should be taken to ensure the safety, welfare and good health of all persons entitled to be on the sites and to ensure that works are carried out in a safe and efficient manner. All personnel working at vulnerable site locations will wear safety helmets and strong footwear. It should be ensured that all workmen and staff employed on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets, the designated safety equipment when working over water - and that proper rescue equipment is available. Fire extinguishers and first-aid equipment will be kept at all sites.

238. The construction camps are anticipated to house up to 200 people for about two years per civil contract package. With this concentration of people, the potential for the transmission of diseases and illnesses will increase. The main health and safety risks during construction will arise from:

 inadequate sanitation facilities in worker camps;  introduction of sexually transmitted, and other diseases, by immigrant workers; and  outbreaks of malaria, typhoid, cholera etc. amongst the labour force.

239. The following actions will be undertaken at construction camps and stipulated in construction contracts:  submit and obtain approval for a health and safety plan prior to the commencement of work;  provision of adequate health care facilities; and  workers will be required to undergo pre-employment medical screening and treatment (if required) and periodic health checks thereafter.

240. The subprojects will support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases. The district health departments will also be invited to participate in monitoring and educating communities and workers affected by the project.

7. Nuisance to Nearby Properties

241. Nuisance to nearby properties is likely to result from:  noise and vibration from mechanical devices and construction plant;  dust during quarrying, construction and the trafficking of new surfaces prior to sealing;  gaseous emissions from heavy equipment; and  fumes from asphalt boiling sites.

242. Much of the subproject road sections are existing roads in plain terrains and presently air/dust pollution is not a major issue. Nonetheless, there will be regular watering of the road surfaces or the application of emulsion coats near villages, where dust is a nuisance. Noise generating equipment such as power generators and concrete mixers will be kept away from populated/commercial areas. Provisions will be incorporated into the contractor’s contract to require the use of dust suppression measures.

8. Interference with Utilities and Traffic

243. On the subproject roads, utilities interfere with the ROW at few locations that will have to be shifted/removed prior to construction. This should not be a major problem.

244. Traffic may experience minor delays when diverted around active construction areas, but will be more severely hampered at the locations where temporary road closures are necessary. Such hazard points will have proper signs indicating the nature of the problem envisaged.

245. Contractor will ensure that information on the timing of construction works and notifications of road closure (if any) is provided via the local media (radio, TV, newspaper etc.) or through the local community heads.

9. Community Impacts

246. Construction camps may put stress on local resources and the infrastructure in nearby communities resulting to people raising grievances. This sometimes leads to aggression between residents and migrant workers. To prevent such problems, the contractor should provide the construction camps with facilities such as health care clinics, places of worship, and occasional entertainment. The use of local labourers during the construction will be promoted to minimise these problems.

10. Quality of Life

247. The impact of the improvements of subproject roads on the socio-economic environment will be significantly beneficial. Improved access and reduced travel time and cost will be major stimuli to economic growth, particularly in rural areas. Better access of agricultural goods to market will be important and a major contributor to poverty reduction.

248. Increased labour mobility will occur. This has both positive and negative impacts. Increased access is a two-way phenomenon, and the corollary to increased access to the project areas is increased access for the residents of these areas to more urban life-styles. Out-migration may result. There is also the likelihood of the relocation of homes and businesses to new roadside locations.

249. During construction, benefits to local people can be maximised if the contractor recruits construction workers locally regardless of gender. Where possible, he/she should also not discriminate in the employment of women.

11. Construction Materials

250. Adequate earth material is available from barren land in the vicinity. Estimated per kilometer quantity for each road section is about 7,500 cu.m. Aggregates (16000 MT) will be mostly sourced from licensed quarries available locally. Sand 4,000 cu.m. per kilometer of road section will be taken from river beds after prior permission from competent authority.

251. Construction water requirement (avg. 300KLD and peak 400 KLD for each road sections) will be met through local rivers and other local streams. Domestic water requirement (50 KLD) for workers will also be met mainly through local streams. If needed, ground water may also be abstracted. 83

252. Road maintenance, repair and new construction will continue to cause large demands for construction materials. There is a clear need for a better materials supply policy in each district to minimise environmental impacts of small-scale, poorly managed operations and improve the quality and reliability of supply. In some districts, it may be appropriate to develop centralised quarries, if an operator can be attracted. In any case, pre-designation of sources would give contractors a level playing field for bidding and minimise incentives for environmentally damaging cost cutting.

253. The engineering team as part of material survey has identified and recommended sources of the construction materials. Details are these sources are provided in Main Volume 1 (Material survey chapter) of Detailed Project Report. As a prior requirement of subproject, every new quarry and borrow area should also be subjected to a site specific environmental investigation work according to an approved plan; and should be left in a safe condition or restored to a productive land use. Subject to these conditions, obtaining construction materials for subprojects will not cause unacceptable impacts.

254. Quarry and borrow pits may be filled with rejected construction waste and afterwards should be given a vegetative cover. If this is not possible, then the excavated slopes will be filled in such a way that they resemble an original ground surface.

255. Mitigation for Quarries  aggregates will be first sourced from licensed quarry sites (which are in operation) that comply with environmental and other applicable regulations;  occupational safety procedures/practices for the work force will be adhered to in all quarries;  quarry and crushing units will be provided with adequate dust suppression measures; and  regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures.

256. Mitigation of Borrow Areas  prior approval will be obtained from concerned authorities and all local environmental regulations be complied with;  within all identified borrow areas, the actual extent of area to be excavated will be demarcated with signs and access to the operational area controlled;  borrow pit plant and machinery will conform to CPCB and World Bank EHS noise emission regulations;  protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; and  all operation areas will be water sprinkled to control dust levels to national ambient air quality standards.

257. The subprojects will require large amounts of bitumen or bitumen emulsion usually stored in drums. These empty bitumen drums are generally recycled as steel sheeting, or used in road construction as parapets or for river bank stabilisation. When supplied and used in this manner, bitumen is not regarded as a significant environmental hazard.

258. The subprojects will require the import, transport and use of fuel and oils. Minor diesel spills are common in region, especially around fuel stations. To mitigate these impacts following measures will be applied.  Secondary containment around fuel tanks and at fuelling stations will be built;

 Oil and fuel spills, and other runoff from contaminated areas will be controlled; and  Equipment and fuel depots will be placed in safe zones away from drinking water sources and along river banks.

259. The subprojects provides an opportunity to assist the PIU and contractors in improving fuel handling practices so as to minimise future fuel spillage.

F. Environmental Impacts - Operation Phase

1. Noise Vibration, Air Pollution, Runoff, Spoils of Hazardous Materials

260. The current low traffic flows along the subproject roads is expected to increase because of improved economic activities associated with better access. The larger numbers of vehicles will be an additional source of noise and gaseous emissions.

261. An incremental increase of about 3 to 5 dB(A) noise level is expected due to increased traffic over the designed life of the project i.e. 20 years. Most of these increase in noise level will be attenuated by natural means i.e. distance form source, obstacles from nearby and surrounding building and structures, difference in levels of vehicle and receptor as well as installation of recommended mitigation measures such as installation of noise barriers at sensitive location, planning of trees etc.

262. Repairs to culverts and new drainage work will eliminate/reduce the soil erosion problems presently caused by poor cross drainage. Also, the situation will remain good because theseroads pass through area that are largely vegetated and plants have the capacity to absorb gaseous as well as noise pollutants. Bioengineering techniques (such as turging of slopes through rough grassing, tree plantation along the slopes etc.) may also help to absorb pollution.

263. Since the subproject roads are mostly passing through plain terrain and works will not include blasting of rocks (which is mainly requires in hilly terrains), therefore possibilities of Acid Rock Drainage (ARD) are very remote. ARD causes mainly due to leaching of sulphur containing materials from rocks that become exposed to atmospheric oxygen by blasting work.

2. Air Quality Modelling and Prediction of Impacts

264. In order to assess the likely concentrations at the critical locations along the subproject road corridors, the prediction of the pollutant concentrations has been carried out for a sample subproject using AERMOD, a dispersion model based on Gaussian Equation. Since the road sections considered proposed in MPMRD VI project are major district roads, the increase in traffic is very low and mostly identical to all proposed road sections. Therefore a sample road has been selected to rum the model to check on likely increase in concentrations on project road sections. Considering the currect and projected traffic volume Nepri-Brijgadhi road section in Morena District measuring 16 km (which has highest traffic among the proposed road sections/ subprojects) has been selected for prediction of air quality. The input parameters for the prediction are detailed in subsequent paragraphs.

265. AERMOD is a dispersion model based on Gaussian equation. It is developed by the California Department of Transportation for the prediction of concentrations of critical atmospheric pollutants (CO, NOx and PM10) along the highways. This model employs a mixing zone concept to characterize pollutant dispersion over the highway and can be used to predict the pollutant 85

concentrations for receptors upto 500 m of the corridor. The model uses the baseline data on existing concentration of pollutants and estimates the incremental emissions due to the project.

266. Various input parameters for the prediction of pollutant concentrations are discussed below:

 Traffic Data: The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual average daily traffic (AADT) data is available for the proposed roadthrough traffic survey. AERMOD model needs hour average traffic volume. The total traffic hour volume is further categorized in to two wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at existing road. The annual average daily motorized traffic data along with future traffic growth is given below Table 36.

Table 36: Vehicular Traffic data for Model Predictions

2 3 Year 4 wheeler LCV BUS HCV Wheeler Wheeler

2018 5788 23 268 122 68 141 2025 8994 36 416 189 106 218 2030 12323 49 571 259 145 300 2035 16884 67 782 356 198 415 2040 23132 92 1071 488 272 564

 Road Geometry: In the AERMOD model the entire length of the selected road section is divided into various road links. The division of sections into links has been done in such way, so that the link can be fairly considered as straight stretch of road having homogenous geometry with uniform road width, height and alignment. The coordinates of end points of links specify the location of the links in the model.

 Emission Factors: Emission factor is one of the important input parameter in AERMOD model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for the study. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars).

The emission factor for CO, and Particulate Matter used in the present study for different vehicles type are given in Table 37.

Table 37: Emission factors for different types of Vehicle (ARAI, 2007) Pollutant 2w 3w 4w lcv bus truck

CO , g/km 1.036 1.250 1.281 1.560 8.030 6.000 PM , g/km 0.021 0.219 0.040 0.288 0.548 1.240

 Meteorological data: The study was conducted to predict pollutant concentration for worst meteorological conditions. The meteorological parameters such as wind speed, wind direction standard deviation, temperature, mixing height and stability condition are used in model. The wind direction standard deviation was calculated to know the flexibility of wind direction and used as input parameters in worst case run condition. The model has been run with worst case, in which models predicted maximum pollutant concentration.

 Receptors: A set of link receptors were taken at various receptor locations within each section at a distance of 50m, 100m, 150m, 200m and 250m both sides from edge of the carriageway to know the dispersion of pollutant from the road. The monitoring station are marked as receptor points to compare the monitoring and predicted pollutant concentrations.

267. Table 38 describes the average baseline concentration (24 hour average) PM2.5 and PM10 monitored during selected period at different locations around the proposed road. Mean values have been used for pollutant concentration prediction.

Table 38: Baseline pollutant concentration (Mean values) PM CO, (µg/m3) PM (µg/m3) 10, 2.5, (µg/m3) - 39.8 68.4

268. In addition, the spatial distribution of hourly average predicted CO, PM2.5 and PM10 concentrations have been plotted in figures 23, 24 and 25 , respectively for peak traffic hour which shows that pollutant concentrations is decreasing when goes away from the road. From the AERMOD modelling results, it is observed that maximum dispersion of pollutants concentration emitted from traffic volume at proposed road is up to 250m. Therefore, the impacts of traffic movement at proposed roadvwill not impact the surrounding atmosphere.

269. Results: The model has been setup and run to predict hourly average for CO, and daily average for PM2.5 and PM10 concentrations for year 2018, year 2020, year 2025, year 2030, year 2035, year and 2040 using forecasted traffic data on proposed road corridor. The predicted concentrations of CO, PM2.5 and PM10 during peak traffic are shown in tables 39, 40, and 41 for proposed road development project, respectively at selected receptor location. The graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 20, 21 and 22 at different locations.

Figure 20: CO predicted concentrations (ppm) along the proposed Road

140.000

120.000

100.000 (µg/m3) 80.000 2018 2025

60.000 2030

Concentrations 2035

CO 40.000 2040

20.000

0.000 -300 -200 -100 0 100 200 300 Distance from Centre line of Road

3 Figure 21: PM2.5 predicted concentrations (µg/m ) along the proposed Road

40.600

40.500

40.400

40.300 (µg/m3)

40.200 2018 2025

40.100 2030 Concentrations 2035

40.000 2040 PM2.5

39.900

39.800

39.700 -300 -200 -100 0 100 200 300 Distance from Centre line of Road

3 Figure 22: PM10 predicted concentrations (µg/m ) along the proposed Road

69.200

69.100

69.000

68.900 (µg/m3)

68.800 2018 2025

68.700 2030 Concentrations 2035 68.600

PM10 2040

68.500

68.400

68.300 -300 -200 -100 0 100 200 300 Distance from Centre line of Road

Table 39: CO predicted concentrations (ppm) along the proposed road for peak traffic hour

CO Concentrations (µg/m3) Distance from the edge of the road, m. (Left Distance from the edge of the road, m. (Right Year side) side) -250 -200 -150 -100 -50 50 100 150 200 250 2018 5.502 6.444 7.890 10.570 16.855 31.814 8.038 7.222 11.863 17.649 2025 8.337 9.763 11.954 16.015 25.538 48.635 12.288 11.040 18.136 26.980 2030 11.504 13.474 16.497 22.101 35.242 66.919 16.908 15.191 24.954 37.123 2035 15.756 18.453 22.593 30.269 48.266 91.419 23.098 20.752 34.091 50.714 2040 21.508 25.190 30.842 41.319 65.887 125.427 31.691 28.472 46.772 69.580

3 Table 40: PM2.5 predicted concentrations (µg/m ) along the proposed road for peak traffic hour

PM2.5 Concentrations (µg/m3) Distance from the edge of the road, m. (Left Distance from the edge of the road, m. (Right Year side) side) -250 -200 -150 -100 -50 50 100 150 200 250 2018 39.814 39.817 39.820 39.828 39.845 39.988 39.880 9.858 39.855 39.857 2025 39.821 39.825 39.831 39.842 39.868 40.083 39.920 39.886 39.881 39.885 2030 39.829 39.834 39.842 39.858 39.892 40.188 39.964 39.918 39.911 39.916 2035 39.840 39.847 39.858 39.879 39.927 40.332 40.025 39.962 39.953 39.959 2040 39.855 39.864 39.880 39.908 39.973 40.528 40.107 40.022 40.009 40.018

3 Table 41: PM10 predicted concentrations (µg/m ) along the proposed road for peak traffic hour

PM10 Concentrations (µg/m3) Distance from the edge of the road, m. (Left Distance from the edge of the road, m. (Right Year side) side) -250 -200 -150 -100 -50 50 100 150 200 250 2018 68.414 68.417 68.420 68.428 68.445 68.588 68.480 68.458 68.455 68.457 2025 68.421 68.425 68.431 68.442 68.468 68.683 68.520 68.486 68.481 68.485 2030 68.429 68.434 68.442 68.458 68.492 68.788 68.564 68.518 68.511 68.516 2035 68.440 68.447 68.458 68.479 68.527 68.932 68.625 68.562 68.553 68.559 2040 68.455 68.464 68.480 68.508 68.573 69.128 68.707 68.622 68.609 68.618