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E499 SECTORAL Volume4 J L ENVIRONMENTAL Public Disclosure Authorized AS SES SMENT Of the KERALA STATE TRANSPORT PROJECT - ROAD COMPONENT Public Disclosure Authorized 4 m~~~~~~~~~~~~~~~~~~~~~~~Y Public Disclosure Authorized Prepared on behalf of Government of Kerala Public Works Department Volume -II Preparedby Appendices to Main Report Louis Berger International, Inc., Sheladia Associates. CES & ICT Muthoot Chambers, Thycaud Thiruvananthapuram, Public Disclosure Authorized Kerala, India - 695014 October2001 .~ VWErtp I Kerala StateTransport Project SectoralEnvironmental Assessment - AuIgust2001 Volume II Appendices to Main Report Table of Contents l Appendix A. 4.1 Environmental And Social Impact Screening I Appendix A. 4.1 Model (EASISM) I Appendix A. 4.2 Link SpecificEnvironmental Analysis I Appendix A. 4.3 EnvironmentalStrip Maps Appendix A. 5.1 CRZ- 1 Areas of Importance According to I Appendix A. 5.1 GOI Regulation I AmbientAir, Waterand Noise Quality Appendix A. 5.2 Monitoring - Stations, and Period of | Monitoring Appendix A. 53 IUCN Document on Sensitive Ecological * Areas Appendix A. 6.1 Environmental Design Drawings I Appendix A. 6.2 Kerala Specific Policy for Roadside Tree Plantation | Appendix A. 8.1 Short listed NGOs for Project Consultation and Participation Appendix A. 8.2 Official Consultations I Appendix A. 8.3 Minutesof ScopingWorkshops | Appendix A. 9.1 Environmental Monitoring Plan for KSTP I l LBI/Shclad ia!CESlICT I I I I Appendix A.4.1 I I Environmental And Social I Impact Screening Model (EASISM) I I I I I I I I I I I I I I l Kerala State Transport Project Sectoral Environmental Assessment -August 2001 l I KERALASTATE TRANSPORT PROJECT | ENVIRONMENTALAND SOCIALIMPACT COMPONENT ENVIRONMENTAL ANS SOCIAL IMPACT SCREENING MODEL ! (EASISM) Backgroundand Purpose 3 The Kerala State Highway Project requires the screening of 2,500 km' of State highways selected by a previous Strategic Options Study and the selection of 1,000 km for upgrading in two phases. The first will be for 400 km and the secondfor 600 km. Kerala is a long and narrow State situated in the southwest of the Indian Subcontinentand consists of a coastal plain, a zone of rolling countryand the mountainsand hills of the Southern 5 and Western Ghats. At 749 people per sq km2. it has one of the highest populationdensities in India. As the populationis concentratedin the coastal and rolling areas to the west of the State, populationdensities there are even higher. The existingroads in these areas largelyrin in narrow I winding corridorslargely bordered by housing and commercialbuildings. Therefore, it will not be an easy task to construct roads with modern geometric standardsin these corridorswithout taking a significantamount of land and affectingmany people. In order to be able to estimatethe I amount costs involved the Environmentaland Social Impact Screening Model (EASISM)was developed.EASISM was designedas a screeningand planning tool in the election of links for upgrading as well as the type of upgradingto be undertaken.While it generates numbers to I several significant figures, these numbers should be regarded as approximate. They were nevertheless initially the most accurate figures available on the land acquisition, building replacementand relocationcosts. Descriptionof the Model | The model consistof three interlockingExcel spreadsheetfiles (workbooks)named: I * Env-SocialScen.xls * Env-socialSummary Scenario 1.xls * Env-SocialSummary Scenario 2.xls IOriginally 2,800 km but 300 km were reclassified as National Hiwhvays and thus rcmoved from the list of roads to be considered. 3 21991 census 5 ILBt3/Sheladia/CES/ICT Kerala State Transport Project Scctoral Environmcntal Assessment -August 2001 When opened the spreadsheets are titled: 1 * KEARALA STATE TRANSPORT PROJECT - ENVIRONMENTAL AND SOCIAL IMPACTS - COMPARISON OF SCENARIOS * SUMMARY OF ENVIRONMENTAL AND SOCIAL ISSUES FOR ROADS SELECTED FOR UPGRADING - Scenario 1 1 SUMMARY OF ENVIRONMENTAL AND SOCIAL ISSUES FOR ROADS SELECTED OR UPGRADING - Scenario 2 I respectively Scenario I assumes that wherevcr widening occurs it will be to the full width of a two-lane highway with shoulders and drainage to IRC standards. Scenario 2 assumes that the maximum effort will be taken to avoid the destruction of buildings and widening will occur within the corridor between buildings wherever possible. The first workbook contains the following data for each link and each scenario included in the * spreadsheet: PPercent of corridor within four given width ranges, : Land taken, I * Numberof affectedpeople displaced, * Average number of people displaced per km, and 3 * Total costs of land acquisition, buildings and relocation. It has the facility of including and excluding specific links and showing data, totals and averages for the included links only. For each link a specific road corridor width may itself be selected I from four options. The width of each option may be changed. Options 1 and 2 represent minimum width corridors. Options 3, representing a full width two - lane road to IRC standards, sets the minimum width under Scenario 1. Option 4 is intended to represent a dual carriageway * (divided highway). To set widths or select links requires a minimum knowledge of operating computers and no specific knowledge of the spreadsheet program Excel. | The other two spreadsheets contain the following data for the links included: : Percentof corridorwithin four given width ranges, Land acquisition in hectares, * Land acquisition costs, : Numberof buildingsto be taken, * * Value of buildingstaken, Average number of affected people per km, I * Costs of relocation, Total costs, * The number of religious and cultural sites along the link, * The percent of the link built up on either side , and .LBIISheladiaCESICT l Kerala State Transport Project Sectoral Environmental Assessment -August 2001 1Whether the link passes through environmentally sensitive areas such as forests. As indicated, the spread sheets do not contain all the links in order to avoid too large files. However, links can be added and deleted easily by anyone knowledge in the operation of Excel. Each of the Scenario files contain data for each link included as an individual link worksheet. These are shown at the bottom of the Summary worksheet with their link numbers. Separate workbooks have been prepared for each link and of each scenario and are identified as "Link x Scenario x xis. These can be copied into the summary spreadsheets and addressed to interlock them, added with relative ease. In order for the interlinking to function properly all the files need to be stored in a directory called: "C:\My Documents\Kerala" and all three need to be opened. To change the directory requires the changing of all the interlinking address which function in two directions. If it can be done by a simple " Search and Replace" function this would be easy. Otherwise it is a laborious and time consuming task. Functioning of the Model Among other items, data was collected for each kilometer for each link on the distance from the centerline of the pavement to the edge of the corridor, defined as a wall, fence, hedge, drainage ditch or other feature. The measurements did not take cuttings or embankments into account measuring to the top of an embankment and bottom of a cutting. It also determined the distance from the centerline of the pavement to the front of buildings on either side of the road and the distance between buildings parallel to the road. Corridor width measures this way should not necessarily be equated with a legal right-of-way(ROW) but it is indicative of it. From this data model first calculates the width of the corridor and then classifies each kilometre into a width category: over 20 m, 12-20m, 10-12 m, or under 10 m. The model calculates the percentages of measurements that falls into each of these categories for each link. This gives an indication of the width of corridors available. The model calculates the amount of land required to be taken for each of four minimum corridor widths. These are currently set at 10, 12,23,30m. The first two represents the minimum widths of a narrow corridor. The third represents the width required to construct a two-lane highway to IRC standards, and the fourth for a dual carriageway. It does this by testing each kilometre as to whether it falls below each of these widths and where it does determines the extra width required and the number of hectares required to maintain this width over a kilometre. These settings can be changed from the main worksheet of the spreadsheet entitled "Kerala State transport Project - Environmental and Social Impacts - Comparison of Scenarios" and the program recalculates all the impacts. It does this for two scenarios. In the first, wherever widening is required, it assumes that the widening will be to the third minimum, width selected, currently 23 m. In the second scenario the model tests for the presence of buildings. If buildings are present it will test to see whether the corridor between them is less than the minimum corridor width plus two meters. It will calculatc land acquisition requirements to construct a full two-lane road only if no buildings are present or the corridor between them is less than the minimum required. Otherwise it will | L lB[t/Shelaiia,lCES,lCT Kerafa State Transport Project Sectoral Environmental Assessment -August 2001 calculate the land required to maintain the minimum corridor. The land acquisition requirements are for each kilometer and are totaled for each link. It calculates the width of the corridor between buildings. Where no buildings are present , the distance to buildings is entered as 100 m, to give a width greater than that required for any conceivable corridor width. It them tests this corridor against the same four corridor widths as for land acquisition under each of the two scenarios. If buildings have to be removed it calculates the number of buildings on either side of the road plus an assumed average width of buildings currently set at 10 m.