GOVERNMENT OF ORISSA Fi WORKS DEPARTMENT

ORISSA STATE ROAD PROJECT Public Disclosure Authorized FEASIBILITY STUDY AND DETAILED PROJECT PREPARATION FOR PHASE-I: YEAR I ROADS

Draft Final Environmental Assessment Report April 2007 El 584 VOL. 3 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Co0 N S U L TI N G ENGINEERS GROUP LTD. E-1 2, Moji Colony, Malviya Nagar, Jaipur-17 Tel: +91-141-2520899, 2521899, 2520556 Fax: 2521348. E-mail: ce ceqinclia.corn

ABBREVIATIONS ADB Asian Development Bank ASI Archaeological Survey of India ADVs Animal Drawn Vehicles BP Bank Practices CAMPA Compensatory Afforestation, Fund Management and Planning Authority CD Cross Drainage CGWB Central Ground Water Board Col Corridor of Impact CPCB Central Pollution Control Board CPR Common Property Resources CT Census Town DFO Divisional Forest Officer DOE Department of Environment DPR Detailed Project Report EA Environment Assessment EAC Expert Appraisal Committee EIA Environment Impact Assessment EMAP Environment Management Action Plan O EMP Environment Management Plan FACOR Ferro Alloys Corporation of Orissa FGD Focus Group Discussion GoI Govemment of India GoO Government of Orissa GP Good Practices, Gram Panchayat HAL Hindustan Aeronautics Limited HDVs Human Drawn Vehicles IBs Inspection Bungalows IER Independent Environmental Review IMD Indian Meteorological Department IMFA Indian Metals & Ferro Alloys Corporation IRC Indian Road Congress ISAP Institutional Strengthening Action Plan KBK Koraput-Bolangir-Kalahandi LCV Light Commercial Vehicles MDR Major District Road MoEF Ministry of Environment & Forests MoST Ministry of Surface Transport . MOU Memorandum of Understanding NAC Notified Area Council NALCO National Aluminium Company NGO Non Government Organization NH National Highway NOC No Objection Certificate NTPC National Thernal Power Corporation O&M Operation & Maintenance OBCC Orissa Bridge Construction Corporation ODR Other District Road OFC Optical Fibre Cable OP Operational Policies OSPCB Orissa State Pollution Control Board OSRP Orissa State Roads Project OUAT Orissa University of Agriculture & Technology OWD Orissa Works Department PA Protected Areas PAPs Project Affected Persons PIA Project Influence Area PIU Project Implementation Unit PRI Panchayati Raj Institutions RCC Reinforced Concrete Cement R&R Rehabilitation & Resettlement RD Rural Development ROB Road Over Bridge RoW Right of Way SC Schedule Caste SEZ Special Economic Zone SEIAA State Environment Impact Assessment Authority SH State Highway SHG Self Helf Group ST Scheduled Tribe ToR Terms of Reference TW Tube Well VECs Valued Environment Components WB World Bank * _TABLE OF CONTENTS

CHAPTERS TITLE PAGE NOS. EXECUTIVE SUMMARY I-XII CHAPTER-I INTRODUCTION I 1.1 Development of Road Network - A Prerequisite to Develop Orissa's Economy I 1.2 Project Background 2 1.3 Positive Impacts/Benefits from the Project 3 1.4 Negative Impacts of the Project: 4 1.5 Boundaries of OSRP 4 1.6 Need for Environment Assessment (EA) for OSRP 6 1.7 Scope of the EA Study 6 CHAPTER-II METHODOLOGY FOR ENVIRONMENT ASSESSMENT 9 2.1 Steps in Environment Assessment Exercise 9 2.2 Use of Findings of Environment Screening Exercise 9 2.3 Review of Project Information/Policy/Legal Documents 10 2.4 Collection of Secondary Information/Data 11 2.5 Collection and Generation of Baseline Data 13 2.6 Assessment of Environmental Impacts 14 2.7 Community Consultation/Public Participation 15 2.8 Preparation of EMAP 15 CHAPTER-Il PROJECT DESCRIPTION 16 3.1 Overall Details of OSRP 16 3.2 Corridor wise Details of Phase - 1: Year - I Roads 17 3.3 Proposed Civil Activities, Designs, and Specifications 22 CHAPTER-IV LEGAL FRAMEWORK & ADMINISTRATIVE POLICIES 24 4.1 Natural Environment 24 4.2 Social and Cultural Environment 26 W 4.3 Other Legislations Applicable to Road Projects 27 4.4 Salient Features of Important Laws/Regulations 28 4.5 World Bank Requirements 36 4.6 Summary of Clearance Requirements 36 4.7 Project Promoter Responsibilities Interfaces with other Agencies 37 4.8 Capability of OWD for Interface Management 39 CHAPTER-V EXISTING CONDITIONS 40 5.1 Geographical Coverage 40 5.2 Physiography 41 5.3 Geology 43 5.4 Hydrology 45 5.5 Soil 46 5.6 Climate 47 5.7 Land Utilization & Agriculture 54 5.8 Livestock 61 5.9 Fisheries 62 5.10 Minerals 63 5.11 Industries 64 5.12 Archaeological Sites/Places of Tourist Interest 65 5.13 Forest & Vegetation of the Area 65 5.14 Wildlife 68 5.15 Water Bodies 69 5.16 Demography 72 5.17 Availability of Infrastructure & Service Facilities 75 5.18 Noise Level 77 * 5.19 Water Quality 78 5.20 Air Quality 81 5.21 Soil Quality 82 5.22 Traffic Volume 85 CHAPTERS TITLE PAGE NOS. CHAPTER-VI FINDINGS OF COMMUNITY CONSULTATION EXERCISE 89 6.1 Objectives of Community Consultation 89 6.2 Consultation Process 90 6.3 Communication Strategies followed for Community Consultation 90 6.4 Findings of Community Consultation 91 CHAPTER-VII POTENTIAL ENVIRONMENTAL IMPACTS 97 7.1 Type of Impacts 97 7.2 Impacts of Location 98 7.3 Impacts of Project Design 98 7.4 Impacts During Construction 98 7.5 Impact During Operation Phase 116 CHAPTER-VIII ANALYSIS OF ALTERNATIVES & MITIGATION MEASURES 119 8.1 Alternative Alignment/Bypass 119 8.2 Reducing ROW width in Habitation Areas 122 8.3 Design Considerations 124 8.4 Drainage Designs & Slope Protection Measures 130 8.5 Choice of Construction Materials 134 8.6 Mitigation Measures for Adverse Environmental Impacts 134 8.7 Improved Traffic Safety Measures 144 CHAPTER- IX ENVIRONMENT ENHANCEMENT MEASURES 149 9.1 Provision of Toilet Blocks 149 9.2 Provision of Rest Shelters/Waiting Rooms 149 9.3 Plantation Programmes 150

LIST OF ANNEXURES

ANNEXURE - I - A Tree Enumeration List of Corridor - Bhadrakh - Chandbali ANNEXURE - I - B Tree Enumeration List of Corridor - Bhadrakh - Anandpur ANNEXURE - I - C Tree Enumeration List of Corridor - Bhawanipatna - Khanar ANNEXURE - I - D Tree Enumeration List of Corridor - Berhampur - Bangi in. ANNEXURE - I - E Tree Enumeration List of Corridor - Bangi Jn - J.K.Pur ANNEXURE - 11 - A CPR list Corridor - Bhadrakh - Chandbali ANNEXURE - 11 - B CPR list Corridor - Bhadrak - Anandpur ANNEXURE - 11 - C CPR list Corridor - Bhawanipatna - Khariar ANNEXURE - II - D CPR list Corridor - Berhampur - Bangi Jn ANNEXURE - 11 - E CPR list Corridor -Bangi to J.K Pur ANNEXURE - 111 - A Lead Chart of Corridor - Bhadrakh - Chandbali ANNEXURE - III - B Lead Chart of Corridor - Bhadrakh - Anandpur ANNEXURE - III - C Lead Chart of Corridor - Bhawanipatna - Khariar ANNEXURE - III - D Lead Chart of Corridor - Berhampur - Bangi Jn ANNEXURE - III - E Lead Chart of Corridor - Bangi Jn - J.K Pur ANNEXURE - IV - A List of Habitation/Built up areas where RoW width is reduced to 16 meters of Comdor - ANNEXRE-I - A Bhadrakh - Chandbali

ANNEXURE -IV - B List of Habitation/Built up areas where RoW width is reduced to 16 meters of Corridor - Bhadrakh - Anandpur ANNEXURE -IV C List of Habitation/Built up areas where RoW width is reduced to 16 meters of Corridor - Bhawanipatna - Khariar ANNEXURE - IV - D List of Habitation/Built up areas where RoW width is reduced to 16 meters of Corridor - Berhampur - Bangi Jn Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

EXECUTIVE SUMMARY

Orissa State Roads Project (OSRP) is a road upgrading and rehabilitation initiative by Government of Orissa and will be implemented by Orissa Works Department (OWD). The total estimated project cost is 315 million US$. Out of this 250 million US$ will be funded by International Bank for Reconstruction and Development and rest 65 million US$ by Government of Orissa. The Project will be implemented in phases. Under Phase I of the Project, 825 kms of State Highways has been selected for upgradation and rehabilitation on priority basis. Out of the 825 kms of road corridors under Phase I of OSRP, 364.781 kms are to be covered in IS"Year of the Phase I programme. The present Environment Assessment exercise relates only to these corridors (Phase I: Year I) under OSRP. The road corridors covered under this exercise are Bhadrakh - Chandbali (SH 9) (49.060 km), Bhadrakh - Anandpur (SH 53) (56.736 km), Khariar - Bhawanipatna (SH 16) (66.545 km), Berhampur - Bangi Jn (SH 17) (150.400 km) and Bangi Jn - JK Pur (SH 4) (42.040 km). The broad objective of the Project is rehabilitation of existing road network involving rising of formation levels, strengthening of pavements and where necessary widening and realignment of roads. The main significant change that is expected at the end of project implementation is "Businesses and households in project areas utilize cost-effective road infrastructure and observe significant reduction in their transportation costs". The detailed design for these corridors was initiated in early 2006 and is in progress. The expected contract period for construction work is 24 months, which has been referred in the discussion of environmental assessment as the construction phase. After construction work, the project will enter in to operational period as referred to in this report. The design life (or operation period) of the project is 20 years from the start of operation. In OSRP, as like other development projects, the environment acts, policy guidelines of both State and Central Government will be applicable. These include Forest (Conservation) Act, 1980; National Forest Policy, 1952, 1988 (Rev.); Environmental (Protection) Act, 1986, and Rules, 1987-2006 (various); Environmental Impact Assessment Notification, 1994 and Notification Dt 14th September 2006; Wildlife (Protection) Act, 1972; National Forest Policy, 1952, 1988 (Rev.); Water (Prevention and Control of Pollution) Act, 1974; Air (Control of Pollution) Act, 1981; Hazardous Wastes (Management and Handling) Rules, 1989; 2006; Public Liability Insurance Act, 1991 and Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996; Motor Vehicular Act, 1988; Central Motor Vehicles Rules; State Motor Vehicles Rules; Guidelines for Rail, Road and Highways Projects, 1989; Noise Pollution Control Act, 1990; Mining Act and Minor Mineral Concession Rules, 2004; Land Acquisition Act, (Amended up to 1984); Orissa Resettlement & Rehabilitation Policy 2006; The Ancient Monuments and Archaeological Sites and Remains Act, 1958 and Labour Act, 1986. All these constitute the legislative framework in which OSRP will be addressed with respect to the environment including social issues. The new notification for EIA has been issued by Ministry of Environment and Forests on 14th September 2006 and this notification surpass all other earlier notification of MOEF in this regard. The Environment Clearance for OSRP will be govemed by the procedures suggested in this notification. As per the above notification, the OSRP fall under category "A" Projects listed for Environment Clearance by MOEF. Since some sections of selected road corridors of OSRP

Consultancy Service for Feasibility Study and Detailed I Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report are located within 10 kms from the boundary of protected areas notified under the Wild Life (Protection) Act, 1972, the project has been marked as category "A" project, otherwise a category "B" project. The Environment Clearance for this category "A" projects will be granted by Ministry of Environment and Forests in the Central Government. The World Bank requirements from environment point of view are based on a three part classification system such as Category A, Category B, and Category C as defined by the World Bank OP 4.01. A project designated as Category A requires a full environmental assessment followed by Independent Environmental Review (IER) by an indepenent consultant. The Orissa State Road Proejct has been decalared as a Category 'A' project. Hence, as per World Bank requirements a full environemental assesment is initiated. Further being Category 'A' project it will require independent environmental review by an independent consultant. The project will also require environmental clearance from Ministry of Environmental and Forests, therfore detailed EIA study once completed will be submitted to the MoEF for the clearance. The project will also follow all other World Bank procedures and guidelines during the project preparation stage. For Environment Assessment purpose, the field level exercise taken-up by the study team includes collection of detailed data on existing environment in and around project area. The existing environment along road corridor was divided in to three categories i.e. natural environment, ecological environment and physical environment and studied separately for Environment Assessment purpose. Under natural environment, aspects studied were topography, geology, hydrology, soil erosion, drainage and water logging, noise levels, water bodies (river/canal/pond), air quality, soil quality, water quality, climate (season, rainfall, temperature, wind speed/direction), source of raw material etc. Similarly, aspects studied under ecological environment includes wildlife in Project Influence Area (PIA), reserve/protected forest along project road, medicinal plant species, rare and endangered species, plantation inside and outside RoW, green tunnels and giant trees and National Park/Wildlife Sanctuaries in the road corridor. In OSRP, a separate study named as "Biodiversity Assessment and Management Plan" was conducted keeping in view the rich biodiversity of Orissa state. The aspects under ecological environment have been covered in detail in this study. Under physical environment, a detailed study was conducted on infrastructure & service facilities (school/hospital/college/rest shed), Common Property Resources like religious structures (temple/mosque/mandap) and water sources (well, hand pumps, tube wells), burial grounds, protected archaeological monuments, individually owned assets (cultivated lands, residential, commercial and other structures and assets) and demography. Similar to Biodiversity report, SIA and R & R issues has been studied in detail by the Social Team and presented in SIA and RAP report prepared for OSRP. The loss of individual owned assets, displacement from residential and commercial unit and R & R issues has been studied in detail in this report. The present study also included collection of data from various primary and secondary sources for identification of the possible impacts on the biophysical environment of the area through various parameters for air, noise and water analyzed at different sites through appropriate methods. Assessment of existing flora and fauna present within Rol as well as within the RoW was made through field survey and also from different published and non- published sources.

Consultancy Service for Feasibility Study and Detailed II Project Preparation for Proposed Orissa State Road Project Consulting Engineers-Group Ltd., Jaipur Environment Assessment Report

The Public Consultation/Hearing has not been conducted as per the requirement of notification. But to record the opinion of public regarding perceived positive and negative impacts of the Project and other environmental and social issues of the Project area, community consultation was organized by the study team at 39 selected locations along the road corridor. The findings of such an exercise have provided lot of inputs for preparation of EIA and EMAP of the Project. Regarding existing environment in the road corridor, Bhadrakh - Chandbali corridor comprises of 52 km from 0.00 km at outskirt of Bhadrakh town to 52.402 km at end of Chandbali town. But, due to high congestion inside Chandbali town and linking of this road with Jagatpur - Chandbali corridor (SH - 9A), realignment inside Chandbali town is being considered. Hence, in the present survey only 49.060 km road length has been considered i.e. from Bhadrakh town (0.00 km) to start of Chandbali town (49.060 km). The existing carriageway varies from single lane to intermediate lane, but mostly of single lane. The road starts from Bhadrakh Municipality and passes though Bhadrakh, Tihidi and Chandbali blocks of Bhadrakh district. The entire stretch of the road passes through the flood planes of river Baitarani, Salandi and Matai, which are very fertile and productive. The portion from Motto Bazaar to Tihidi 42 to 28 Kms are prone to submergence during high floods, associated with tidal surge on this link. The above-mentioned rivers inundate vast stretches of fields on either side of the road connected by several culverts, drainage cuts, creeks and nalas. Several long stretches of wetland system have developed over the years along this stretch. The floodwater carries rich topsoil, humus and essential mineral, which settle down on the flat agricultural lands, ponds and wetland enriching the soil. The tide brings fishes, crustaceans, mollusks to lay eggs and breed in these biomass rich shallow wetlands. All most all the culverts, bridges, are to be reconstructed on account of raising of the road surface and widening for double laning meaning soil erosion, silting up the creeks and wetlands. The road level is required to be raised besides realignment of the existing road within Chandbali Township. This needs careful planning. Some portion of the project road corridor is within 10 km of impact zone of the Bhitarkanika sanctuary. There are no reserved or protected forests along the road. This route has acquired much importance due its direct access to 4 lanes NH-5 (Kolkata - Chennai) at Bhadrakh town. One ODR is also being developed to connect Dhamra port from this corridor. In future, this road will help in transportation of iron, chromite ores from Keonjhar and Anandpur areas to Dhamra port and also to Paradeep port via Kendrapara. The prospects of the up coming SEZ near Paradeep port, POSCO steel plant, Indian Oil Petroleum Refinery Complex, Industrial park and Dhamra port has the scope of enhancing its importance further. This will also boost the freight and passenger movement from West Bengal and Bhadrakh to Paradeep and Dhamra. The corridor, once developed will help the people of Chandbali; Tihidi and Bhadrakh blocks in approaching district headquarter to meet education, health, market and other needs. The access to local markets at Motto, Pallia, Chandbali and Tihidi will also be easier for the local community. This corridor also provide access to the main market of Jute, Rice and other agricultural products, Horticultural crops like Coconut and Banana besides tourism interest of connecting Bhadrakali temple, Bhitarkanika Wild life Sanctuary and Crocodile breeding center, Olive riddle, Sea turtle, Rookery area and endangered Horse Shoe Crab breeding habitant are the major tourist destinations.

The Bhadrakh - Anandpur corridor comprises of 56.736 km of SH-53 from 0 km (Bhadrakh) to 56.736 km (Bhogpur - 11 kms ahead of Anandpur). The road starts at

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Bhadrakh Municipality and passes through Bonth block of Bhadrakh district and Hatadihi, Anandpur block and Anandpur NAC of Keonjhar district. This road crosses Chennai - Kolkata railway line after the NH-5 from where it originates. A railway over bridge is under construction. There are good and young avenue trees along this route and most of them have formed excellent green tunnels. Road improvement, parking bays at village junctions and market areas, diversion of road to reconstruct bridges and culverts will lead to air and water pollution, soil erosion and cutting down of green tunnels and young avenues as well as giant trees between railway over bridge up to 12th Km on the right side. There are very little wetland and ponds along this road and no reserve or protected forests along this road up to Anandpur bypass. The road serves as the main connecting route to famous Ghatagaon Tarini temple for tourists from Bhadrakh and Balasore district. The whole part of this road passes through the flood plains of Salandi and left flank of Baitarani. There are several market places and irrigation canal crossings and railway crossing on this road. Bhadrakh, Barpada, Rahandia (Ferro- Chrome factory of FACOR), Bonth, Basantia, Fakirpur, Anandpur and Bankhidi are the major places of congregation and commercial activity. Students of Barpada Engineering College, Anandpur College, Hatadihi College and Bonth College depend on this route for going to college. The Hadagarh wildlife sanctuary is within the impact zone of 10 kms but negligible wildlife movement on the road is noticed due to the openness of the agricultural fields without any cover for the wild animals. The Hadagarh wildlife sanctuary is within 3 to 8 kms of this road, which forms a part of Mayurbhanj elephant sanctuary. The road will be a major connecting link of the mining belt of Keonjhar with Paradeep and Dhamra ports and commercial centers in between Jajpur road to Mayurbhanj and Keonjhar. The major commodities, which will have better marketing facilities, include forest, agricultural, horticultural, tribal arts/culture/stone carving products, iron ore and chromites etc. The pavement condition of substantial portion of this link is fair. The Bhawanipatna - Khariar corridor is 67.545 km long connecting Bhawanipatna town at 0.00 km with Khariar town at 69.545 km. Since there is need for realignment of road inside Bhawanipatna town as a part of main corridor connecting Khariar with JK Pur, road from chainage 3.00 km has been studied in the present Environment Assessment exercise. This corridor passes through three districts, namely Kalahandi, Bolangir and Nuapara. It is a part of main corridor of Khariar with J.K. Pur via Bhawanipatna and Muniguda, which originates from NH - 217 (Khariar) and terminates at NH - 201 (Raygada). It provides a link between Visakhapatnam port in Andhra Pradesh and Raipur in Chhatisgarh. The corridor comprises of whole part of SHI-16 with varying carriageway width, but mostly single lane passing through plain and rolling terrain of agricultural land and built up areas, such as Khariar, Bhawanipatna etc. Pavement condition from km 0 to 2.00 km and from 39.00 to 45.00 km is good. The corridor passes through Khariar NAC of Nuapara district, Bangomunda and Titlagarh blocks of Bolangir district and Kalahandi Block and Bhawanipatna Municipality of Kalahandi district. Nuapara district is a new district carved out from Kalahandi district in 1992. The infrastructure and service facilities like health, education and market are very poor in Nuapara district. Hence, Bhawanipatna is the nearest major town for people of Nuapara district and this road serves as a lifeline for the people of Khariar and nearby areas. The major water source is river Tel, which is a tributary of river Mahanadi. There are five granular sub-base and metal quarries and stone aggregates manufacturing units, which shall be required to meet the demand. There is a pumping station and pipe line supplying water to Khariar from Sunder river at 59th km is to be relocated, before ROW improvement is taken

Consultancy Service for Feasibility Study and Detailed Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

up to prevent stress on water supply to town. The road gets flooded at several places, due to lower elevation. Some culverts have been washed away, requiring replacement of about 100 culverts and 15 additional culverts.

There are old avenues along the road and most of them are likely to be sacrificed for improvement of the road. The road does not cover any hilly tract; rather runs through plain rolling terrain, agricultural land and built up areas Khariar and Bhawanipatna towns. The Berhampur - Bangi Jn. corridor comprises of 150.400 km long road network starting at 0.00 km (Berhampur) to 150.400 km (Bangi Jn). The corridor originates from NH-217 at first gate Berhampur near revenue village Sankarpur and connects Balipada, Digapahandi, Kansamari, Podamari, Taptapani, Mohana, Adava, Raipanka, Gumuda and end at Bangi Jn near SH-5. This is an important road connecting coastal parts of the state with south Orissa and more particularly KBK region of the State. The road was developed in the past to provide connectivity to Industries like JK Industries at Raygada, IMFA at Therubali, NALCO at Damanjodi, HAL unit at Sunabeda and major irrigation & hydropower projects namely Balimela, Kolab, Harabhangi and Badanala Projects. The earlier name of the road was 132 KV Line road as on the side of this road power line from Hydro Power units to Coastal Orissa was there. The road passes through three districts namely, Ganjam, Gajapati and Raygada. The rural and urban areas through which the road corridor passes are Berhampur Municipality, Digapahandi NAC, Digapahandi Block, Sankhemundi Block and Kukudakhandi Block of Ganjam district; Mohana Block of Gajapati district and Padmapur and Ramanaguda blocks of Rayagada district. The road runs on flat agricultural terrain up to Podamari after which it enters into forested and hilly area. There are reserve forests, proposed reserved forests, protected forests, jungle blocks, cashew plantations etc along the roadsides. There is a deer park at Taptapani at 48 km and hot water spring at 49 km. The road crosses Vansadhara River and again enters Makundpur ghat beyond Bangi on Bangi - J.K.Pur link where leopards and other wild animals cross the road till the ends of the ghat. Provisions for wildlife crossing points, road under pass, habitat development in podu ravaged barren and bald hill tops will have to be carried out most carefully without depriving the tribal of their freedom of movement, settlement and commercial activity. Berhampur is the main commercial town of south Orissa and traders from Koraput, Rayagada and other districts transport goods through this road. Also from health services point of view, medical college and hospital is at Berhampur and the emergency patients of the nearby area move on this road to reach hospital at Berhampur. The road also connects various other roads and provides connection to Aska, Chikiti, Parlakhemundi, Gunupur, Daringbari, Phulbani, Gudari, Bhawanipatna through ODRs, MDRs and RD roads. The entire SH- 17 over 150 km is mostly single lane, except the recently improved carriageway from 0 to 58 km. The pavement condition of the roads at places from 0 to 58 km has been under improvement with intermittent patches remaining to be covered. The balance carriageway is in poor condition of maintenance. There are two large water bodies of reservoir and several big nalas and rivers on this route. The area is mostly running through reserve and protected forests, under the influence of naxalite movement in tribal areas. The road connects the famous R. Udaygiri, Adava, Gunupur and Gudari areas under influence of naxal activity resulting in looting of the treasury, demolition of the R. Udaygiri jails, brutal killings of Govt. officials, land owners, Police sympathizer, CRPF and jail personnel engaged

Consultancy Service for Feasibility Study and Detailed v Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report in their duties. The hills are also subject to rampant podu/shifting cultivation resulting in accelerated soil erosion, loss of vegetation and wildlife with silting up of reservoirs, raised nala and river beds. There has been flash flood on account of this washing away of many approaches to bridges and culverts and severe damage to road surface. Many places of this road are subject to flooding between Mohana to Adava, Adava to Raipanka and Milkapanga to Bangi Jn.. The recent flood between July to Sept' 2006 has damaged the approaches of Bansadhara, Bangi nala, Ghodanadi and road surface between Kanteikoli to Padagaon, Padagaon to Adava, Guluba to Nalaghat, Badanala bridge to Antarjhuli and Antarjhuli to Bangi Jn. Around 150 culverts and bridges are going to be reconstructed on this route. The link passes near 5 km redial distance of Lakhari valley elephant sanctuary and two large water bodies of Harabhangi and Badanala, medium irrigation projects (reservoir water spread area), Taptapani hot water spring and deer park with panthanivas and tourist lodge facilities on the road sides. The quarry sites for procurement of road construction materials are located within I km to 25 km distance with haulage roads covering maximum 12 km to minimum 1 km on either side of the road. Three rivers i.e. Ghodahada (29 km), Bansadhara (141 km), Ghodanadi (147 km) and three small rivers i.e. Harabhangi, Badanala and Bangi are the chief source of supplying sand, river water for road formation and bridge construction etc. There are stiff ghat portion from 43rd km to 58 th km at moderate slope at intermittent locations where geometric corrections at right or left centric realignment will be necessary to improve the road. The corridor named Bangi Jn. to JK Pur is 42.040 km staring from Bangi Jn at 160.980 km and ending at JK Pur at 118.940 km. The width of carriageway is mostly single line. The road passes through plains up to 154 km and enters reserved forest with ghat from 154 to 128 km. The balance part of the road passes through agricultural land and built up area like JK Pur having very poor pavement condition all throughout. There is sharp curve and accident-prone spots at 140, 145 and 149 km chainage points. There are two major junctions, one at km 119.200 with SH-5 and at 148.900 km (MDR 48B to Kereda), where the road is to be realigned for preventing accidents. The dense reserved forests are between km 154 to 128 with steep ghats and sharp curves, for which some new alignment is proposed at some of the locations abandoning the old road. There are wildlife movements across this route but no permanent established wildlife crossing in this stretch. As a whole, the five road corridors pass through eight districts namely, Bhadrakh, Keonjhar, Kalahandi, Bolangir, Nuapara, Ganjam, Gajapati and Rayagada districts. Out of these eight districts, Bhadrakh is located in coastal Orissa, Keonjhar in northern Orissa, Kalahandi, Bolangir and Nuapara districts in western Orissa and Ganjam, Gajapati and Rayagada in south Orissa. About 29% of the state's total population resides in these eight districts and depends on project road. Further, out of the eight districts of project area, six districts namely Rayagada, Gajapati, Keonjhar, Kalahandi, Bolangir and Nuapara are dominated by tribal. Major parts of these six districts are located in TSP areas of the State. Out of the five corridors under Phase I: Year I, only two corridors i.e. Berhampur - Bangi Jn. and Bangi Jn to JK Pur passes through reserve forests and protected forests in Rayagada, Gajapati and Ganjam Districts. In addition to Reserve and Protected Forests under Forest Department, protected forests in the form of avenue plantations exists along roadsides of all the five corridors and will also be acquired for construction purpose. Tree enumeration was done both for existing and proposed RoW and added up together to find out a total of 25989 trees to be cut. However, the number of trees to be cut may slightly vary due to change in

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alignment. This will be finalized during Joint Verification exercise by OWD officials and officials from Forest Department. The project roads are some of the oldest roads of Orissa state. Hence, a good number of sound and healthy avenue trees and multiple rows of avenue trees have been raised over years. In Khariar - Bhawanipatna section, discussion with the local community revealed that majority of the giant trees on road side were planted several decades back by rulers of Princely States. These trees have formed excellent green tunnels on roadsides. Attempt has been made to save these old trees and green tunnels during finalization of design. The road double-laning can be easily carried out with minimum sacrifice of tree growth if carefully planned. However the old hollow and rotten trees may need removal for road safety. Detailed discussion about tree species, flora and green tunnels has been made in the Biodiversity Assessment and Management plan prepared separately by OSRP. Out of five corridors, the three corridors namely Berhampur - Bangi, Bangi - JK Pur and Bhadrakh - Anandpur are passing within 10 km radius of Wildlife Sanctuaries. In Berhampur - Bangi Jn. Corridor wildlife crossings were observed, the detailed account of which is presented in Biodiversity Assessment and Management plan. Majority of the crossings are for Elephants and sloth bear. Water bodies in the project area mainly include rivers, ponds, canals, tanks etc. Major rivers flowing in and around project area are Baitarani, Rusikulya, Bahuda, Bansadhara, Nagavali, Salandi, Sunder and Tel. All of the project roads have man-made water ponds, tube wells, open wells, water bodies etc on sides of road. During the field survey attempt was made by the study team to identify and locate different water sources within 20m to 30m from the road edge on both the sides and find out how many of them will be fully and partially affected because of road improvement programme. It was observed that majority of the tube wells and open wells are fully affected. But in case of pond and water bodies, majority comes under category of either partially affected or not affected. One small Check Dam (Water Harvesting Structure) constructed for irrigation purpose will be fully affected in Berhampur - Bangi Jn. The baseline data generated on air, noise, water and soil quality at sample locations along the road corridor revealed that these are within permissible limits prescribed by CPCB. The community consultation exercise was carried out in the project stretch at 39 locations during the field surveys. Major perceived benefits as identified by the community during the consultation process were: * Reduced travel time/avoid long distance alternate road * Less operating and maintenance costs of vehicles/avoid frequent breakdown of vehicles on road * Less accidents due to less congestion * Better access to community facilities * Local business would be benefited due to increased road traffic/more tourist flow to temples etc * Increased regional developments in terms of industry, tourism agriculture * Better access to transport and communication facilities

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* Increased access to health and educational facilities The major perceived losses that are going to be the outcome of the project as visualized by the people and identified during the focused group discussions are: * Loss of agricultural, residential and business properties * Loss of common property resources i.e. tube wells, dug wells, ponds, burial ground, temples, rest sheds etc. * Higher risk for pedestrians * Increase in pollution level, use of alcohol, commercial sex etc.

The impact of the project on the biophysical and chemical environment as assessed during the present study is presented below. This includes impact of the project during construction as well as operation period. * It is estimated that about 181 ha of land will be acquired for widening of RoW, construction of bypasses, improvement of curves and junctions and provision of wayside amenities. To minimize displacement and reduce resistance of people for the project, two bypasses has been proposed, one at Chandbali town in Bhadrakh - Chandbali corridor and another at Bhawanipatna town in Bhawanipatna - Khariar corridor. Also, at built up sites or habitations along roadsides RoW width has been reduced to 16 m instead of 22 to 26 meters. Such a measure has reduced the extent of land acquisition and displacement of people from residences and commercial establishments. Further, the extent of acquisition of CPRs like Schools, hospitals, temples and water bodies etc. has been reduced significantly. * In case of school, hostel, ashram, church, hospital, ANM center, Anganwadi, colleges' only boundary walls and gates will be acquired. In case of 62 schools, 2 hostels, 4 colleges, 3 ANM Centers and one Anganwadi the boundary wall and gate will be acquired for the Project. Only in Bhawanipatna - Khariar corridor, Chheliapada UP School at chainage 69.540 km, the school building will be partially affected. The building of this school is located very close to the road corridor. * Similarly, in case of temples/shrines, 75 will be fully affected because of their location within existing RoW and 25 will lose their boundary wall & gates. * In Bhadrakh - Chandbali corridor, big temples decorated with neatly carved sculptures and designs are there on both the sides of road. These temples need to be saved through change in designs. * In Bhadrakh - Anandpur and Bhadrakh - Chandbali corridor, a good number of Hanuman idols are there on roadsides, in the entrance to the villages. As a religious belief, the Hanuman God saves the villagers from entry of evil spirits, demons, thieves etc. In case of acquisition (10 nos.), replacement of these idols needs to be done by Project Authorities. * Similar to temples/shrines, about 92 giant trees with mandaps will be acquired for the project due to their location inside RoW. Mandaps are otherwise called as "Chabutaras" used by villagers for indoor games like playing cards, carom etc during leisure time. These spots also act as a reception point of the village for outsiders.

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+ Regarding drinking water sources, 46 open wells, 102 drinking water taps and 264 tube wells will be acquired for the project. Further, 14 ponds/water bodies and one small check dam (Water Harvesting Structure) will be fully acquired and 89 partially affected. * Four small buildings of youth clubs and SHGs and one community hall will be fully affected due to the project * In Khariar - Bhawanipatna corridor, it was observed that small bathrooms have been constructed by World Vision adjacent to the tube wells on roadsides. In fact women members of the locality took bath on roadsides near to tube wells. To avoid obscenity, these bathrooms were constructed. Due to the Project, three of such structures in this corridor will be acquired. In addition, 6 community toilets will be acquired fully in other corridors.

* In Berhampur - Bangi Jn corridor one developed crematorium of village Ambagadia of Dakhinpur Gram Panchayat (chainage 2.208 km) will be acquired. Similarly, in Bhawanipatna - Khariar corridor, burial ground of Ranipur village at chainage 67.600 km will be acquired. In the same corridor at chainage 69.350 km one Kabarstan and at 68.700 km Crematorium of Khariar NAC is located. These two CPRs will not be acquired, but located very close to the road corridor. * In addition to CPRs, various public utilities like Optical Fibre Cable lines, telephone boxes, poles, power lines, transformers, lamp posts, water pipe lines, drinking water supply taps, open wells, tube wells and pump houses are located on sides of the road and require shifting.

* Even though the acquisition of CPRs under OSRP is very less as compared to other road projects, these are to be replaced in totality by Project Authorities. Otherwise this will have a significant impact on living pattern of community residing in the project area. * For construction of the road it is estimated that 6240797 m3 of earth, 914655 tons of sand/crusher dust, 3449544 tons of coarse aggregates, 2147 tons of emulsion, 12834 tons of filler material, 58310 tons of cement, 31387 tons of bitumen and 373491 kilo liters of water is required. About 86 borrow and quarry sites have been identified along the road corridor for procurement of these materials. Water and sand will be procured from river inside the project area. * Transportation and loading and unloading of these materials will have significant impact on local environment. The impacts due to transportation and handling of bitumen are also there. But these impacts due to consumptions of material available in nature are limited to construction phase only and can be mitigated through adoption of suitable methods * No permanent impact is anticipated on water quality due to the project. Construction activities may temporarily deteriorate surface water quality in terms of increased turbidity and as well as due to leakage of oil and grease. The mitigation measures include proper disposal of water and other liquid wastes arising from construction. Stream courses and drains will be kept free from dumping of solid wastes and earth material. * During construction of road, due to earthwork, siltation to nearby water bodies may occur. Similarly, erosion of soil into the water bodies may occur due to removal of trees and vegetation. This will be severe in sloping lands and places where road level is raised high. Though this sort of impact will be very less during construction period, attempt is to

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be taken by field engineers to prevent such impact. The slopes during construction of road need to be adequately protected with different protection measures. * Drainage and water logging is another issue on project roads during the construction period, because the road embankment, diversions, excavation of the pavement, stock piling of construction materials, release of the sewage and waste water from habitations impacted by the displacement and demolition will result in the blockade and stagnation of drainage system. * To prevent accumulation of water by the road side, adequate cross drainage (CD) structures in the form of culverts with adequate discharge capacity need to be constructed. During reconstruction of old cross drainage structures and construction of new ones, diversion is required to aid uninterrupted movement of water. Material will not be put in the drainage to avoid blockage and prevent the erosion. This will help in protecting the aquatic ecology. * The water bodies and surface water sources like, canals, nala, springs, ponds, help in balancing the ecosystem. Many of the systems might be more important for the users for their consumption as potable drinking water and bathing sources. The location of camps of construction workers near water bodies may affect water sources. * The air quality along the project road stretch will have some impact during the construction period. During the construction period of the road stretch the impacts that are associated with the air quality are: generation of dust due to procurement of construction materials from the quarries and burrow sites; generation of pollutants and dusts due to operation of heavy vehicles and movement of machineries and equipment for material handling, earth moving, laying of sands, metal, stones, asphalt etc. and generation of toxic exhaust gases as a result of asphalt manufacturing and hot mix plants. * During operation period, the air pollution will be either through emission of smoke, unburmt fuel, toxic gases like nitrous oxide, carbon monoxide, lead, sulphur oxide, suspended particulate matters, residual particulate matter or foul odor emitted from garbage, sludge, sewage and petrifying dumps of left materials available at the road side. * The ambient air quality is expected to improve in the towns and road junction because of new bypasses, smoothening of curves and free flow of traffic. However in other areas levels of carbon monoxide and SPM would marginally increase due to increase in traffic. * The impacts of noise on environment during pre construction and construction is due to construction vehicle movements, operation of construction machineries, running of DG sets at site, etc. Temporary impacts in the immediate vicinity of the project may occur due to construction. The magnitude of impact will depend upon the specific types of equipment used and on the construction methods employed. Care should be taken to reduce such impacts. * During operation phase noise impact will be mainly due to increased traffic. The noise pollution after the improvement will be due to rapid commercialization or movement of heavy traffic, etc. Proper traffic management and legal measures can easily control the unwanted increase in the noise level. Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting of local shrubs and trees will be planted along sensitive receptors like hospital, schools and administrative offices.

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* A total number of 25989 trees of different species will be cut for widening of the project road. These trees are under avenue plantations along the existing road. Attempt has been made to save majority of the trees and green tunnels during finalization of design. * In addition to tree cutting there will be temporary impact on local flora during construction stage. Transportation of construction material in haul roads in uncovered manner may lead to dust pollution and affecting flora on the roadsides. This impact is purely temporary in nature and can be avoided if the loaded tucks are covered with tarpaulins etc. * Increasing sediment load to the recipient water bodies i.e. ponds and rivers will restrict the penetration of solar energy in the water body. This will affect photosynthesis of the aquatic flora, which in turn will have adverse impacts on the aquatic fauna. Since, most of the water bodies remain dry during the non-monsoon months, this impact will be negligible.

* Due to the construction work, roadside trees will be removed along with camouflage cover of bushes and grasses; beds of nalas, canals, streams, rivers will be digged and lot of earths will either be put in or digged out. All this will disturb the natural landscape and create hindrance for movement of wild animals. * The casting job of culvert and bridge slabs, road compacting and laying of grades, WBM layers and asphalt layers, movement of heavy machineries and work force etc. will affect the tranquility of the wild habitat more than enough. This may prompt the animals; birds, amphibians and reptiles to run away into the interiors of the forest, or get killed or injured while in distress to cross the road. * During maximum stress period for the wild life in search of food and water i.e. in winter and summer the road will become a formidable barrier agog with construction activity or movement during day and night. The animals will suffer most at least for a period of 3 to 4 years because of such activity. The existing scenario or environment may not return in post construction period due to crash barriers, other obstructions and transformation of the landscape, which will puzzle the wildlife for venturing on to the road. The increased traffic and speed shall also create problem for wild animals. * The operation of quarry and crusher units and haulage of quarry materials shall have negative impact on movement of wild fauna within and away from the road corridors. * Sewage and domestic solid waste is generated at the construction workers colony, improper management of which may lead to health and hygiene related problems. * During the construction period the dust released around the construction sites may lead to a number of respiratory and skin diseases. Excessive production of noise during construction may lead to psychological problems among the residents living in the nearby areas if exposed for a very long period. * The disposal of solid wastes along the road side and water bodies would lead to a number of endemic diseases like typhoid, cholera, dysentery, gastroenteritis etc. in the nearby localities.

* The tar-coated drums should be properly stored in the site area and can be used for demarcating the diversions during construction phase with proper fluorescent markers. The drums can be used for storing water for construction purposes. Under no circumstances uncleaned drums should be used for storing drinking water.

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* Another short-term impact associated with this project during the construction phase will be traffic diversion and management. Suitable traffic management system needs to be devised and finalized with the concurrence of the Police Department. Assistance of the local Police would be necessary to regulate traffic. * It has been observed in many development projects that after construction work is over the labourers developed squatter colonies by encroaching government land or community used land and permanently resides in the area. This bears a serious impact as they share natural resources with local community for fuel wood, fodder, water etc. Hence, it is necessary to ensure that the persons after completion of construction works return back to their homes and do not set up squatter colonies. Several measures have been suggested in the Environment Management Plan to avoid or mitigate the adverse impacts. The mitigation measures suggested to overcome the adverse impact of the project include * Replacement of affected CPRs by Project Authorities * Adoption of Improved Traffic Safety Measures like, geometric corrections, realignment of curve locations, improvement of junctions and intersections, provision for bus/truck lay bye, crash barriers, interception walls, road signage, delineators, guard rails etc * To check air pollution, spraying of water at regular intervals during the construction period in order to minimize the dust in the construction area. * Excavation of new ponds, dug wells and tube wells to compensate those affected by the widening of the project road. * Maintenance of vehicles and machineries to check high noise emission during the construction period as well as during operation. Workers exposed to high noise level and dust will be provided with earplug and dust mask to prevent them from adverse health impact. * Avenue plantation on the roadside will be encouraged in order to attenuate noise. A detailed account of all the mitigation measures along with budget, implementation strategy, schedule etc is provided in EMAP.

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CHAPTER I INTRODUCTION

1.1 DEVELOPMENT OF ROAD NETWORK- A PREREQUISITE TO DEVELOP ORISSA'S ECONOMY

Good quality roads and an efficient transport and communication system play a significant role in socio-economic development of any area and consequently improvement in quality of life of human beings. Efficient and fastest transport system can only be achieved when there exists good quality roads connecting all corners of a state or the country as a whole. Development in the industry, agriculture, service, trade and other major sectors of a State's economy depend to a large extent on the efficiency of the existing highway network. It is through a wide spread network of roads that the fragmented markets are integrated, consuming hinterlands are linked to production centers, administrative, commercial, cultural & religious centers are connected and made accessible for the general populace. Orissa, a state of modem India lies in the sub-tropical belt between 170 52' and 220 45' N latitude and 810 45' and 870 50' E longitude. It is the 1 0 th largest state of India in terms of geographical area (15.54 million hectares). The state has 30 revenue districts, 42 agricultural districts, 314 blocks and 51639 villages. Orissa occupies 4.74% of India's land mass and with 36.71 million people (2001 census) accounting for 3.57% of the total population of the country. . Nearly 85% of its population live in rural areas and depend mostly on agriculture for their livelihood.

The state is rich in mineral resources. About 27 different kinds of minerals are found in Orissa. The state rank 5th and 6h in the country in iron and coal reserve, respectively. It contributes about 90% of Chromites, 80% of Graphite, 46% Dolomite and about one third (40%) of India's Manganese ore production. It tops Bauxite production and shares 47% of the total production. Due to large deposit of mineral resources, several mineral based industries are operating in the state. Exploitation of its natural resources began in the 1950's and has gained momentum after the start of economic reforms and liberalization process in 1991. Formulation of new Industrial Policy in 2001 and higher emphasis on industrialization by elected Government, Orissa has witnessed a huge influx of corporate giants to set up Industries in the State. These mainly include Iron and Steel Industries and Thermal Power Plants. Recently, State Government has signed MOU with 43 Corporate Houses to set up Steel Plants in the State. Similarly, due to abundance of natural resources, long coastline, beautiful inland waters, mangroves, biodiversity of the forests and rich cultural heritage, the State has become a privileged tourist destination for both domestic and foreign tourists. The influx of tourists is increasing every year and tourism is expected to contribute significantly to state's economy in recent years. In other fronts like agriculture, education, export, trade, services etc. the state in struggling hard in recent years to secure its position among frontline states of eastern India. A major hindrance to development of industries, export of mineral ores, development of tourism, . services, market network is non availability of good quality roads to all comers of the state.

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Though about 1682 kms of National Highways pass through the state, these do not connect remote pockets enriched with minerals or natural resources, culture and heritages. Regarding railway network, the state is lagging far behind other states of the country. Out of 30 districts, seven districts, namely, Boudh, Kondhamal, Deograh, Nayagarh, Kendrapara, Malkanagiri and Nawarangpur do not have a single inch of railway line passing through them. The density of railway route length per 1000 sq km of area in Orissa is only 15.03 km as against 42.66 km in West Bengal and 19.11 km at all India level. Two reasons are cited for such a poor railway network, one is less attention by Central Government and second is difficulty and huge cost involvement in lying railway line in major parts of the state. On the basis of physiography characteristics, the state has been divided into five major morphological regions i.e., the coastal plain in the east, the middle mountainous and highlands region, the central plateaus, the western rolling uplands and the major flood plains. Out of these five regions, the middle mountainous and highlands region covers maximum area of about three- fourth of the entire state. This region mostly comprises the hills and mountains of the Eastern Ghats that rise abruptly and steeply in the east and slope gently to a dissected plateau in the west running from northeast (Mayurbhanj) to northwest (Malkanagiri). The average height of this region is about 900 meters above the mean sea level. Similarly, the coastal plain in the east and the major flood plains are intercepted with a number of rivers and rivulets that makes laying of railway a costly option. Under such a situation, State Highways have long been playing a significant role in meeting transport and communication needs of the state. The dependence on State Highways was always high and has assumed higher proportions in recent years due to large-scale mining and industrial activities along with development in trade, services, tourism etc. But the condition of these State Highways is very poor and unable to bear the sudden loads due to rapid industrialization in the State. Due to rapidly increasing traffic, industrial growth, and increasing levels of mobility, the existing State Highways are experiencing different levels of stress. Further, the state has always been a victim of frequent and recurring natural calamities like floods, cyclones etc and the roads are exhibiting marked deterioration. In a scenario of worsening fiscal resources, the state has failed to maintain its existing road network in proper serviceable state. Realizing the fact that development of road network in a state like Orissa is a guiding factor for economic development, the Government of Orissa under Orissa Works Department (OWD) has started the Orissa State Roads Project (OSRP) with loan assistance from World Bank (WVB). The project is expected to deliver good quality roads required for large scale industrial and mining activity, development of tourism, agriculture, trade, services, combat nasality activity and ultimately bring prosperity to the state with improvement in quality of life. 1.2 PROJECT BACKGROUND Orissa State Roads Project (OSRP) is a road upgrading and rehabilitation initiative by Govt. of Orissa with financial assistance from the World Bank. The Project will be implemented in phases. Under Phase I of the Project, 825 kms of State Highways has been selected for up gradation and rehabilitation on priority basis. These 825 kms of State Highways has been short listed based on technical and economic evaluation studies conducted by Orissa Works Department (OWD) of Government of Orissa. Preparation of Detailed Project Report for these

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825 O kms of State Highways under Phase I have been initiated through on site data collection on traffic volumes, existing pavement condition in terms of roughness and design, assets and resources within and outside RoW etc. Also cost estimates, bid documents are being prepared along with measures to address social and environment issues in the light of World Bank guidelines, statutory requirements of Government of India and State Government. In addition, network analysis of remaining 3700 km State Highways is being done under Phase I of the Project, to arrive at a selection of 1600 km of State Highways for rehabilitation in subsequent Phases. Out of the 825 kms of road corridors under Phase I of OSRP, 364.781 kms are to be covered in 1" Year of the Phase I programme (Table 1). The present Environment Assessment exercise relates only to these corridors (Phase I: Year I) under OSRP Table No 1 Detail of Road Corridors under Phase I: Year I of OSRP

SI. Corridor Identification No.

01 Chandbali - Bhadrak SH 9

02 Bhadrak - Anandapur SH 53

03 Khariar - Bhawanipatna SH 16 04 . Berhampur - Bangi Jn. SH 17

05 Bangi Jn. -J. K. Pur SH 4 The Orissa State Roads Project (OSRP) is functioning under administrative control of Orissa Works Department (OWD) of Government of Orissa and is funded by loan assistance from World Bank. The broad objective of the Project is rehabilitation of existing road network involving rising of formation levels, strengthening of pavements and where necessary widening and realignment of roads. However, the specific objectives of the Project are * Provide scope for more efficient transportation of passengers and goods * Reduce transport operating costs by improving the quality of the road * Reduce journey time by minimizing congestion in urban centers * Minimize road accidents by increasing road widths, improving intersections and road geometry * Provide better accessibility and reduce traffic distress on the arterial highways passing thmugh the state * Improve accessibility to major ports, existing and proposed industrial estates, SEZs and mega-industrial complexes for efficient transport of goods.

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* Upgrade road to function in all weather by improving drainage and raising road levels. * Provide structurally sound roads capable of achieving their design life. 1.3 POSITIVE IMPACTS/BENEFITS FROM THE PROJECT: As mentioned above, the main objective of the project is to improve the performance of the State's road transport network thereby benefiting the community in terms of reduced travel time and saving in vehicle operating and maintenance costs. The project will also help in upgrading linkages to National Highways and opening up the areas adjacent to the project roads to increased economic activity. The project may also generate local employment opportunities through the construction activities. The Community Consultation Programme held during the field survey also reveals that majority of the Project Affected Persons (PAPs) feel that the project will be beneficial to them. Major perceived benefits as identified during the survey are: * Reduction in road congestion * Abatement of ambient air and noise pollution * Improvement of roadside drainage conditions * Increase in safety levels for both pedestrians as well as motorists * Reduced travel time * Saving on vehicle operating and maintenance costs * Better access to community facilities * Significant economic opportunities due to increased access to markets. * Local business would be benefited due to increased road traffic. * Increased regional development in terms of industry, tourism, agriculture and development of handloom industry. . Better access to transport and communication facilities. Details of the findings of the Community Consultation Programme are included in Chapter VI. 1.4 NEGATIVE IMPACTS OF THE PROJECT: Improvement work in the road corridors under OSRP will be confined in most of the sections to public land i.e. the existing Right of Way (RoW), which is under the control of Orissa Works Department (OWD). But, in some of the sections, improvement of the road requires widening of the existing RoW involving expropriation of land and other assets like water bodies, trees, common property resources, individually owned assets from the current owners/users. This will also cause disruption of existing environment and social set up and direct economic loss for asset losers and their families in the process. Besides the above-mentioned negative impacts during land acquisition and construction of project, the Project may impact the existing environmental

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Oand social conditions during its operation i.e. after its full stages of development. To identify such impacts, during the community consultation, attempt have been made to record the perceptions of community about the negative impacts of the project. The major adverse impacts as identified during the group discussions include: * Loss of agricultural, residential and business properties. * Loss of trees, green tunnels and other natural resources * Loss of common property resources i.e. tube wells, dug wells, drinking water tap points, tanks etc. * Loss of infrastructure facilities * High risk for pedestrians

* Increase in pollution level, use of alcohol, commercial sex etc. because of increased traffic. 1.5 BOUNDARIES OF ORSP The spatial and temporal boundaries of the project roads are defined as- Spatial boundary a) Direct Area of Influence: . The RoW is the primary boundary defining the area within which all construction and operation stage activities will be contained. The corridor of impact (Col) is the direct area of influence. The Col is defined on the basis of road design, speed and the distance needed (the clear zone) for a vehicle leaving the road to come to a safe stop or to swerve back on to the carriageway. For example, for a design-speed of 80-100km/h the clear zone should extend 4.5m beyond the standard 2.5m road shoulder, thus creating a 7m wide cleared area beyond the edge of the carriageway. For this design speed the Col would be 21m (4.5m clear zone plus 2.5m shoulder on either side plus two 3.5m carriageways). However, in certain cases, the Col is wider than the available RoW (such as where land beyond the RoW is required for geometric realignment of highway, etc.) and in these cases the direct area of influence has been taken as the "edge of permanent works". In urban areas, with design speed of 50-60km/h, the minimum Col would be about 16m. However, because of the need for on-street parking, urban service lanes and similar facilities, the Col has been set as 18m. These Col boundaries, when drawn onto the strip maps, yield much lower and, hopefully, more realistic impacts, for example, reduced number of affected assets and persons. The Col concept has not been applied as an absolute measure but, rather, as a guideline. The Col is extended to include, the RoW boundary and beyond, for example, when schools or hospitals border the RoW. The design decisions also play a part where, the pavement is deliberately constricted or has been designed as narrow sections.

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Right of Way: Typically 26m

Clear I Clear Cari4e Way a -

Shoulder - Shoulder -35m_I 3.5m 25m~~-b-2.5m

7.Om I 7.Om Corridor of Impact The Corridor of Impact b) Indirect Area of Influence: A distance of 10km on either side of the corridors was used to define the indirect area of influence. Within such area of indirect influence environmental features that are important in a regional scale and have perceivable linkages with the project roads, such as national parks, wildlife sanctuaries, protected forests, archaeological and cultural/religious sites were recorded. Temporal boundary The project implementation period and start of operation are two important periods in terms of environmental impact and management. These boundaries are defined as follows: a) Project Preparation Stage Project preparation stage involves feasibility study, planning and design stage of the project. The investment prioritization study was further undertaken. The detailed design for the Phase- I corridors was initiated in early 2006 and is in progress. The work involved pavement design, highway design, and design of structures and environmental and social impact evaluation of the project. b) Construction Period: The expected contract period is 24 months for individual contract packages, all of which would start simultaneously. In the discussion of environmental assessment, this period will be referred to as the construction phase. c) Operational Period: The discussion of Environmental Assessment refers to the general time periods when the road will be operational in the future, which is expected to be first quarter of 2008. The design life (or operation period) of the project is 20 years from the start of operation. 1.6 NEED FOR ENVIRONMENT ASSESSMENT (EA) FOR OSRP A sustainable approach to road development requires substantial strategies or measures to mitigate negative impacts of development activity on existing social and environmental set up of

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the Project . area. Unless this is carried out, the project will not deliver the desired benefits to its target group of beneficiaries. Such a strategy involves three basic steps - firstly, the assessment of existing natural and social environment and identification of full range of impacts, second, quantification of these impacts and thirdly mitigation measures to counter or reduce the intensity of these impacts. Thus Environmental Assessment (EA) forms an integral part of any planning process of road project and this applies to OSRP too. EA has also been made a mandatory requirement for development projects by environment protection laws of the country. EA is an important tool for integrating the objectives of environmental management with the requirements of economic growth and social development. EA serves as a valuable tool for eliminating or mitigating the undesirable effects of contemplated actions on the environment by appropriate modification in the planning, designing construction and operational phases. EA present a clear and concise picture of the benefits and cost in terms of natural and cultural assets as well as social values associated with alternate courses of action. It is indeed the most valuable, interdisciplinary and objective decision making tool with respect to alternate routes for development, process technologies and project sites. 1.7 SCOPE OF THE EA STUDY: In the present exercise the operational policy OP 4.01 of the World Bank and laws related to environmental management and pollution control in India were followed strictly without any deviation. The legal promulgations for carrying out this EA study, i.e. the January 27, 1994 notification and subsequent . amendments dated, 4th May 1994, 10th April 1997 and 14 September 2006 under the Environmental Protection Act, 1986 were reviewed thoroughly and accordingly the study was conducted. The legal procedures on land acquisition; tree felling, compensatory afforestation and preparation of rehabilitation and resettlement plan were also followed while preparing this project document. In the present exercise Environment Assessment Study was undertaken for selected road corridors (Phase I: Year I) under OSRP. Initially environmental screening of the project roads was undertaken in detail to assess the environmental issues involved in implementation of project at each and every chainage points. The sections of road corridor exhibiting high degree of natural environment or social problems were identified for change in designs. The road sections indicating less danage to natural and social environments were considered as such without any change in designs. Based on requirements at field conditions and previous experience of other road projects, Scoping was done to prepare a list of environmental parameters (terms of reference) to be studied for preparation of this EIA report. On the basis of such an exercise detailed EIA study was conducted throughout the road corridor to identify and record impacts in detail along with mitigation measures. It is expected that the environmental parameters studied in the EIA exercise will meet the requirements of Expert Appraisal Committee (EAC) of MOEF as per the notification. However, if any aspect is left will be covered and added in the final EIA report.

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The Public Consultation/Hearing has not been conducted as per the requirement of notification. But to record the opinion of public regarding perceived positive and negative impacts of the Project and other environmental and social issues of the Project area, community consultation was organized by the study team at selected locations along the road corridor. The findings of such an exercise have provided lot of inputs for preparation of EIA and EMAP of the Project.

for OSRP EIA notification of MOEF Dated 1 4 th September 2006 & requirements The new notificationfor EIA has been issued by Ministry of Environment and Forests on 14th September 2006 and this notification surpass all other earlier notification of MOEF in this regard.The Env'ironment Clearance for OSRP will be governed by the proceduressuggested in this notification. As per the above notification, the OSRP fall under category "A " Projects listedfor Environment Clearance by MOEF. Since some sections of selected road corridors of OSRP are located within IO kms from the boundary of protected areas notified under the Wild Life (Protection) Act, 1972, the project has been marked as category "A " project, otherwise a category "B" project. The Environment Clearancefor this category "A " projects will be granted by Ministry of Environment and Forests in the Central Government. The environment clearanceprocess for any category "A " Project has to pass through four different stages ie., Screening, Scoping, Public Consultation and Appraisal. In the Screening stage, project will be screened by Expert Appraisal Committee (EAC) of MOEF to assess the needfor detailedEIA study for grant of Environment Clearance. Then under Scoping stage, detailed and comprehensive Terms of Reference (TOR) for EIA will be suggested by EAC to address all relevant environmental concerns in the preparationof an Environment Impact Assessment (EIA) Report for the project. Then "Public Consultation" will be carried out in project area by which the concerns of local affected persons and others who have plausible stake in the environmental impacts of the project or activity are ascertained with a view to taking into account all the material concerns in the project or activity design as appropriate. After completion of the public consultation, all the material environmental concerns expressed during this process will be included in the draft EIA and EMP. The final EIA report, so prepared, shall be submitted to the concerned regulatory authority i.e. MOEF for appraisal and subsequent grant of environment clearance.

1.8 OBJECTIVE OF THE ENVIRONMENTAL ASSESSMENT: The key objectives, which were covered during the present Environmental Assessment exercise, are * Study in detail the existing environmental and social condition of the Project area * Assess potential environmental impacts associated with the project; * Assess need for integration of environmental considerations into the project's detailed engineering design; * Recognize the importance of multiple secondary uses of the project road; • Assess alternative project designs and provide input into project design; * Design adequate and practical mitigation and management measures to be implemented during road construction and operation to avoid or minimize adverse impacts; * Prepare an Environmental Management Action Plan (EMAP).

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CHAPTER II METHODOLOGY FOR ENVIRONMENT ASSESSMENT

2.1 STEPS IN ENVIRONMENT ASSESSMENT EXERCISE The Environmental Assessment exercise of OSRP was conducted phase wise as detailed below: * Use of findings of Environment Screening exercise * Review of Background Information/policy guidelines/legal documents * Collection of Secondary Information/data * Generation of Baseline data - Environmental, Wildlife and Social * Assessment of Impacts; Environmental, Wildlife and Social, * Community Consultation - Public Participation and views, suggestions, * Preparation of Mitigation and Enhancement Measures and EMAP 2.2 USE OF FINDINGS OF ENVIRONMENT SCREENING EXERCISE During the Environment Screening Exercise, various Valued Environmental Components (VECs) were identified for OSRP. These VECs included social and biophysical component of the environment of the project influence area and are presented category wise in the below mentioned paragraph. These VECs were used in detail in the present exercise to assess existing environment and possibility of any impact due to the proposed Project activities. a) Natural Environment (i) Topography (ii) Geology (iii) Hydrology (iv) Soil Erosion (v) Drainage and Water Logging (vi) Noise levels (vii) Water bodies (River/Canal/Pond) (viii) Air Quality (ix) Soil Quality (x) Water Quality (xi) Climate (Season, Rainfall, Temperature, Wind speed/direction) (xii) Source of raw material

Consultancy Service for Feasibility Study and Detailed 9 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

b) Ecological Environment (i) Wildlife in Project Influence Area (PIA) (ii) Reserved/Protected Forest along project road (iii) Medicinal plant species (iv) Rare and endangered species (v) Plantation inside and outside RoW (vi) Green Tunnels and Giant Trees (vii) National Park/Wildlife Sanctuaries c) Physical Environment (i) Infrastructure & Service facilities (School/Hospital/College/Rest shed) (ii) Common Property Resources - Religious Structures (Temple/Mosque/Mandap) and Water sources (well, hand pumps, tube wells), burial grounds (iii) Protected archaeological monuments (iv) Individually owned assets (Cultivated lands, Residential, Commercial and other structures and assets) (v) Demography The present EIA exercise was focused on these VECs. All the environment components described above were studied in detail during the field survey. 2.3 REVIEW OF PROJECT INFORMATION/POLICY/LEGAL DOCUMENTS Before taking up any field level surveys, the project documents were studied to have a detailed understanding of the project objectives, its main components, boundaries etc. The project documents were studied in detail and discussions were made with OWD Officials to clarify the doubts of the study team. In this regard, the contributions made by the Chief Engineer in charge of OSRP and the Nodal Officer is worth mentioning, who took lot of pain in explaining details of the Project to the study team mostly beyond office hours. Similarly, in the present exercise all the environment laws, policy guidelines of both State Government and Government of India were identified and studied in detail. The applicability of various administrative policies, laws to ORSP along with their salient features has been discussed in detail in Chapter - 3 of this report. To assess the status of various environmental parameters in pre and post project period, environmental standards fixed by Ministry of Environment and Forest (MoEF), Indian Road Congress, Bureau of Indian Standards, etc were also refereed by the study team. A list of documents studied for the present Environment Assessment exercise of the OSRP is presented below.

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. 1. Environment Impact Assessment - A Manual, 2001 - Ministry of Environment and Forest (MoEF), Government of India. 2. Environmental Guidelines for Rail/Road/Highway Project - 1989, Ministry of Environment and Forest (MoEF), Government of India. 3. Guidelines for Environmental Impact Assessment, 1989, Indian Roads Congress (IRC 104-1988). 4. Roads and Environment - A Handbook, 1997 - World Bank. 5. Environmental Considerations in ADB Operations, OM Section 20: Issued on 28 February 2003, Asian Development Bank. 6. Handbook on Environmental Procedures and Guidelines, 1994 Ministry of Environment and Forest (MoEF), Government of India. 7. Operational Policies (OP) / Bank Practices (BP)/Good Practices (GP) 4.01 4.02, 4.04, Social Safeguard Policies (OP) 4.12 for Involuntary Resettlement, OD 4.20 for Indigenous People development plan and OPN 11.03 for Cultural property and BP 17.50 Disclosure of Operational Information. 2.4 COLLECTION OF SECONDARY INFORMATION/DATA Collection of data from secondary source forms an integral part of present exercise both for identifying and appraising parameters such as physico-chemical environment, land use pattern, . ecological habitats, species and communities. In the present survey information on some of the Valued Environmental Components (VECs) were collected from primary sources and some from secondary data sources. The list of these sources is provided in Table 2 below. Table No 2 Data sources used for different Valued Environment Components (VECs) SI VECs Source of Data Details No InIr-mI Tprh GNatural Environment I Topography, Geology and hydrology Secondary sources District Gazetteers, Planning Atlas, Toposheets of Geological Survey of India etc 2 Soil erosion sites, drainage and water Primary data collection Local enquiry of knowledgeable logging areas during normal monsoon & secondary sources persons, PRI representatives and OWD rains as well during natural calamities field functionaries 3 Water bodies (River, Ponds, Canals, non Primary data collection Detailed survey throughout road potable water bodies) corridors 4 Climate (Rainfall, temperature, wind Secondary sources IMD, Govt. of India, Planning Atlas, speed/directions, seasons) District Statistical Hand Book & District Gazetteers 5 Ambient air quality, noise levels, water Primary data collection Collection of data at sample locations and soil quality 6 Sources of raw materials - Quarry details Primary data collection Revenue Department, Field Engineers - & secondary sources of OWD were contacted to identify

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legal quarries Ecological Environment I Wildlife in Project Influence Area (PIA) Primary data collection Data collected from local DFO and & secondary sources other field level functionaries. These data were cross checked through local enquiries of users of road in night, pugmarks etc. 2 Reserved/Protected Forest along project Secondary sources Forest Department data road 3 Medicinal plant species along project Primary data collection Detailed survey throughout road road corridors 4 Rare & endangered species Primary data collection Detailed survey throughout road corridors 5 Plantation inside and outside RoW Primary data collection Detailed survey throughout road corridors 6 Green Tunnels and Giant Trees Primary data collection Detailed survey throughout road I I corrdors 7 National Park/Wildlife Sanctuaries Secondary sources Data from Forest Department Ph sical Environment 1 Individual owned assets Primary data collection Detailed survey throughout road corridors by Social Team 2 Conmnon Property Resources (Religious Primary data collection Detailed survey throughout road structures, water sources, burial ground, corridors __razing land) 3 Infrastructure & Service facilities Primary data collection Detailed survey throughout road (School/Hospital/College/Rest shed) & Secondary sources corridors & District Statistical Hand Books 4 Protected archaeological monuments Secondary sources Data from Tourism & Culture Department Archaeological Survey of India Department of Archaeology, GoO 5 Demography Secondary sources District Statistical Hand Books Census of India, 2001 2.5 COLLECTION AND GENERATION OF BASELINE DATA: The baseline environmental data on VECs listed out in section 2.1 was collected through primary data collection as well as from secondary information's. Information which are collected from field by study team through primary data collection is presented in table 2. Baseline data on ambient air quality, water quality, soil quality and noise levels are generated through environment monitoring at sample locations. Tree enumeration was done girth wise and species wise inside existing RoW and proposed widening area.

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OFigure 1: Strip Map Format For Data Collection Chainage 0.000 Start of Project Road

Distance and Location of Health Facilities | Distance and Location of t FWater Bodies (Ponds) I Distance and Location of Extension and Location Educational Institutes of Reserve Forests

Extension of Habitations l Village/Urban/Semi Urban Areas

< . Crossings of Major Surface water 4 Sources (River, Drains/Nallas)

Distance and Location of Religious Structures (Temples/Mazars, Distance of Nearest Chabutara, etc.) Wild Life . Sanctuaries/Parks i Chainage 1.000

Project Road

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Data on soil erosion sites, drainage and water logging areas during normal monsoon rains as well during natural calamities and water bodies (river, ponds, canals, non potable water bodies), common property resources (religious structures, water sources, burial ground, grazing land) and infrastructure & service facilities (school/hospital/college/rest shed) were collected from field by the study team using designed formats and are presented in the form of a strip map (figure 1). For information on individually owned assets (cultivated lands, residential, commercial and other structures and assets) data were collected from Social study team. The ambient air quality monitoring was carried out in urban, rural and eco-sensitive sites along each of the road corridor. Each station has been monitored twice a week for one month. The parameters monitored are SO2, NOR, TSPM and RPM. All these parameters were monitored for 24-hour sampling period. Water quality monitoring has been done for surface and ground water sources. The analysis of water samples has been done as per PAHA specified procedure for each of the parameters. Soil Quality Monitoring was done at three to four sample locations along each of the road. Similarly, noise levels at twenty-four hourly basis were measured at sample locations along each of the road corridor. Orissa is rich is biodiversity. It is dotted with wildlife parks, sanctuaries, reserve and protected forests. Some of the project routes under consideration for improvement under OSRP are located close to or running through the protected areas like wildlife habitats and reserve/protected forests and ecologically sensitive zones. Keeping this in view, a separate standalone Biodiversity and Assessment and Management Plan has been prepared by another study team of OSRP. The aspects covered in this report include all the Valued Environment Component (VECs) under ecological environment component i.e. Wildlife, Reserved/Protected Forests, Medicinal plant species, Rare & endangered species, Green Tunnels and Giant Trees, and National Park/Wildlife Sanctuaries. The detailed methodology followed for collection of these information's is presented in Biodiversity and Assessment and Management Plan report. 2.6 ASSESSMENT OF ENVIRONMENTAL IMPACTS The impact assessment due to widening of project roads is done on different components of environment. The impacts are assessed using both qualitative/quantitative data. The impact assessment is done for pre-construction, construction and operational phases of the project. Impact during pre-construction phase was assessed in terms of loss of trees, water bodies, common property resources, infrastructure and service facilities, green tunnels, giant trees, individual owned assets etc. Similarly, impact during construction phase was assessed in the field of blockage of natural drainage channels, movement of loaded trucks, construction equipments, running of DG sets, transportation of raw materials from quarries, operation of burrow sites, construction camps etc. Soil erosion is a major issue in the OSRP as some of the project routes are passing through hillocks and undulating terrains. The consumption of raw materials in OSRP is in the form of earthwork, granular sub-base, sub base and base course and bituminous works. The requirement of these for each project route is obtained from design team. The sources of these are studied and impacts are assessed due to transport and procurement. The increase in traffic volume due to transportation/handling of construction materials and bitumen is noted. The increase in noise levels during construction phase is studied due to vehicle movements, operation of construction machineries, running of DG sets at site, etc. During

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. operation phase, impact on ambient air quality is assessed due to increased traffic. Impacts on flora are limited during operation. But the impacts relating to losses due to accidents, intentional cutting are assessed for operation phase and covered in the Biodiversity Assessment and Management Plan. 2.7 COMMUNITY CONSULTATION/PUBLIC PARTICIPATION Four tier (local levels, district level, state level and institutional level) consultations are being be carried out for OSRP. First round of local level consultations along road corridor have been completed. The second round of local level consultations is being done under stakeholders' disclosure policy. The district level consultations will be organized after the preparation of draft EIA report. District level consultation will include a detailed presentation on project objectives, components, perceived positive and negative impacts, requirement for change in designs and mitigation, enhancement measures suggested etc. In State level consultations, officials of OWD, other related Departments and Experts from World Bank will be invited to attend. The details of the Project as a whole in the State will be presented and views/suggestions will be recorded. The institutional level consultations will include officials from Forest and Environment Department, OSPCB, Regional Office of MoEF. 2.8 PREPARATION OF EMAP After collection of relevant data, assessment of existing environment was made and impacts of proposed project activities are identified. Based on assessment of impacts on different environment components, mitigation measures/enhancement measures were suggested. . Uniquely, location specific mitigation measures/enhancements are prepared for water resources such as: ponds, tanks, reservoirs, rivers, canals, areas of soil erosion, water logging/over toping, sensitive noise receptors like schools, hospitals etc. Mitigation measures with specifications are provided with sketch, which will be converted in the engineering drawings. Similarly, quarry details with lead charts, features along haul roads, and environmental protection measures are also suggested. Area near bus stops and areas entrapped between existing alignment and new proposed alignments were considered for avenue plantation and the scheme of plantation is given in the EMAP. Provision of toilet blocks, rest shelters, plantations and cyclone shelters are made in the EMAP as a part of enhancement measures under community development. General engineering safety provisions, signage for traffic calming and curve improvement near schools are grouped separately as mitigation measures in EMAP. The cost estimate for these environment mitigation measures are provided in the EMAP.

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CHAPTER III PROJECT DESCRIPTION

3.1 OVERALL DETAILS OF OSRP: Orissa State Roads Project (OSRP) is a road upgrading and rehabilitation initiative by Govt. of Orissa and will be implemented by Orissa Works Department (OWD). The total estimated project cost is 315 million US$. Out of this 250 million US$ will be funded by International Bank for Reconstruction and Development and rest 65 million US$ by Government of Orissa. The Project will be implemented in phases. Under Phase I of the Project, 825 kms of State Highways has been selected for up gradation and rehabilitation on priority basis. Out of the 825 kms of road corridors under Phase I of OSRP, 364.781 kms are to be covered in 1st Year of the Phase I programme (Table 3). The present Environment Assessment exercise relates only to these corridors (Phase I: Year I) under OSRP. Table No 3 Details of Road Corridors under Phase I: Year I of OSRP

Si. Total Identification Chainage points Length No Corridor (kmn 01 Chandbali - Bhadrak SH 9 0 km (Bhadrak) to 49.060 km (start 49.060 of Chandbali town) 0 km (Bhadrak) to 56.736 km 02 Bhadrak - Anandapur SH 53 (Bhogpur - 11 kms ahead of 56.736 Anandapur) 03 Khariar - Bhawanipatna SH 16 3 km (Bhawanipatna) to 69.545 khn 66.545 (Khariar town) 04 Berhampur - Bangi Jn. SH 17 0Jn) (Berhampur) to 150.400 km (Bangi 150.400 05 Bangi Jn. - J. K. Pur SH 4 160.980 (Bangi Jn) to 118.940 (J.K. 42.040 ______P u r)_ _ Total 364.781 The broad objective of the Project is rehabilitation of existing road network involving raising of formation levels, strengthening of pavements and where necessary widening and realignment of roads. The main significant change that is expected at the end of project implementation is "Businesses and households in project areas utilize cost-effective road infrastructure and observe significant reduction in their transportation costs". The proposed project comprises the following components: (a) Road Improvement Component (US$300 million). This component will support: (i) upgrading and rehabilitation of about 1,200 km of high-priority roads of the OWD-managed network; (ii) a long-term Performance Based Maintenance contract for about 200 km of OWVD roads; (iii) associated consulting services for sub-project preparation and supervision, and cost for resettlement and rehabilitation, (iv) GOO "viability gap" funding commitment to enable implementation of selected PPP projects.

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(b) Institutional . Development & Policy Component (US$10 million). This component will provide support for: (i) implementation of an Institutional Strengthening Action Plan (ISAP); (ii) measures for rapidly increasing the capacity of OWD's core functions to match the increased resource allocations in the sector; (iii) development of a Road Asset Management System; (iv) supporting reform programs in the Orissa Bridges & Construction Corporation (OBCC) as part of a strategy to enhance the construction industry capacity in the state; (v) development of state-level Road Fund, with effective stakeholder involvement in sector planning and resource allocation decisions; and (vi) development of a multi-modal Transport Infrastructure Development Policy and Strategy. (c) Community Development Initiative (US$5 million). This component will provide assistance to tribal communities living along road corridors with assistance for demand- driven initiatives, such as marketing infrastructure, schools, health facilities and/or access roads. In addition, it will provide for community road safety awareness and HIV/AIDS prevention campaign initiatives. OWD will engage an NGO to help implement this component and assist tribal communities to identify viable local proposals. The details of this component, and the extent of its intervention (if any), will be deternined once the social analysis and environmental impact assessment are completed. 3.2 CORRIDORWISE DETAILS OF PHASE - I: YEAR - I ROADS: It is already discussed in section 3.1 that the present Environment Assessment exercise relates to 364.781 kms (Table 3) of project road that are to be covered in 1st year of Phase I of OSRP. The . detail about these road corridors is presented in the paragraphs mentioned below. CORRIDOR: CHANDBALI - BHADRAK: SH - 9 This corridor comprises of 52 km from 0.00 km at outskirt of Bhadrak town to 52.402 km at end of Chandbali town. But, due to high congestion inside Chandbali town and linking of this road with Jagatpur - Chandbali corridor (SH - 9A), realignment inside Chandbali town is being considered. Hence, in the present survey only 49.060 km road length has been considered i.e. from Bhadrak town (0.00 km) to start of Chandbali town (49.060 km). The existing carriageway varies from single lane to intermediate lane, but mostly of single lane. The road starts from Bhadrak Municipality and passes though Bhadrak, Tihidi and Chandbali blocks of Bhadrak district. The entire stretch of the road passes through the flood planes of river Baitarani, Salandi and Matai, which are very fertile and productive. The portion from Motto Bazaar to Tihidi 42 to 28 Kms are prone to submergence during high floods, associated with tidal surge on this link. The above-mentioned rivers inundate vast stretches of fields on either side of the road connected by several culverts, drainage cuts, creeks and nalas. Several long stretches of wetland system have developed over the years along this stretch. The floodwater carries rich topsoil, humus and essential mineral, which settle down on the flat agricultural lands, ponds and wetland enriching the soil. The tide brings fishes, crustaceans, mollusks to lay eggs and breed in these biomass rich shallow wetlands.

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h-i-- . -~

30/1 2/2006

Bhadrak - Chandbali Road Corridor (Single lane)

All most all the culverts, bridges, are to be reconstructed on account of raising of the road surface and widening for double laning meaning soil erosion, silting up the creeks and wetlands. The road level is required to be raised besides realignment of the existing road within Chandbali Township. This needs careful planning. Some portion of the project road corridor is within 10 km of impact zone of the Bhitarkanika sanctuary. There are no reserved or protected forests along the road. This route has acquired much importance due its direct access to 4 lane NH-5 at Bhadrak town. One ODR is also being developed to connect Dhamra port from this corridor. In future, this road will help in transportation of iron, chromites ores from Keonjhar and Anandapur areas to Dhamra port and also to Paradeep port via Kendrapara. The prospects of the up coming SEZ near Paradeep port, POSCO steel plant, Indian Oil Petroleum Refinery Complex, Industrial park and Dhamra port has the scope of enhancing its importance further. This will also boost the freight and passenger movement from West Bengal and Bhadrak to Paradeep and Dhamra. The corridor, once developed will help the people of Chandbali; Tihidi and Bhadrak blocks in approaching district headquarter to meet education, health, market and other needs. The access to local markets at Motto, Pallia, Chandbali and Tihidi will also be easier for the local community. This corridor also provide access to the main market of Jute, Rice and other agricultural products, Horticultural crops like Coconut and Banana besides tourism interest of connecting Bhadrakali temple, Bhitarkanika Wild life Sanctuary and Crocodile breeding center, Olive riddle, Sea turtle, Rookery area and endangered Horse Shoe Crab breeding habitant are the major tourist destinations.

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OCORRIDOR: BHADRAK-ANANDAPUR: SH - 53 This link comprises of 56.736 km of SH-53 from 0 km (Bhadrak) to 56.736 km (Bhogpur - 11 kms ahead of Anandapur). The road starts at Bhadrak Municipality and passes through Bonth block of Bhadrak district and Hatadihi, Anandapur block and Anandapur NAC of Keonjhar district. This road crosses Chennai - Kolkata railway line after the NH-5 from where it originates. A railway over bridge is under construction. There are good and young avenue trees along this route and most of them have formed excellent green tunnels. Road improvement, parking bays at village junctions and market areas, diversion of road to reconstruct bridges and culverts will lead to air and water pollution, soil erosion and cutting down of green tunnels and young avenues as well as giant trees between railway over bridge up to 12th Km on the right side. There are very little wetland and ponds along this road and no reserve or protected forests along this road up to Anandapur bypass. The road serves as the main connecting route to famous Ghatagaon Tarini temple for tourists from Bhadrak and Balasore district. The whole part of this road passes through the flood plains of Salandi and left flank of Baitarani. There are several market places and irrigation canal crossings and railway crossing on this road. Bhadrak, Barpada, Rahandia (Ferro-Chrome factory of FACOR), Bonth, Basantia, Fakirpur, Anandapur and Bankhidi are the major places of congregation and commercial activity. Students of Barpada Engineering College, Anandapur College, Hatadihi College and Bonth College depend on this route for going to college. . The Hadagarh wildlife sanctuary is within the impact zone of 10 kms but negligible wildlife movement on the road is noticed due to the openness of the agricultural fields without any cover for the wild animals. The Hadagarh wildlife sanctuary is within 3 to 8 kms of this road, which forms a part of Mayurbhanj elephant sanctuary. The road will be a major connecting link of the mining belt of Keonjhar with Paradeep and Dhamra ports and commercial centers in between Jajpur road to Mayurbhanj and Keonjhar. The major commodities, which will have better marketing facilities, include forest, agricultural, horticultural, tribal arts/culture/stone carving products, iron ore and chromites etc. The pavement condition of substantial portion of this link is fair. CORRIDOR: KHARIAR - BHAWANIPATNA: SH - 16 This corridor is 67.545 km long connecting Bhawanipatna town at 0.00 km with Khariar town at 69.545 km. Since there is need for realignment of road inside Bhawanipatna town as a part of main corridor connecting Khariar with JK Pur, road from chainage 3.00 km has been studied in the present Environment Assessment exercise. This corridor passes through three districts, namely Kalahandi, Bolangir and Nuapara. It is a part of main corridor of Khariar with J.K. Pur via Bhawanipatna and Muniguda, which originates from NH - 217 (Khariar) and terminates at NH - 201 (Raygada). It provides a link between Visakhapatnam port in Andhra Pradesh and Raipur in Chhatisgarh. The corridor comprises of whole part of SH-16 with varying carriageway width, but mostly single lane passing through plain and rolling terrain of agricultural land and built up areas, such

Consultancy Service for Feasibility Study and Detailed 19 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report as Khariar, Bhawanipatna etc. Pavement condition from km 0 to 2.00 km and from 39.00 to 45.00 km is good. The corridor passes through Khariar NAC of Nuapara district, Bangomunda and Titlagarh blocks of Bolangir district and Kalahandi Block and Bhawanipatna Municipality of Kalahandi district. Nuapara district is a new district carved out from Kalahandi district in 1992. The infrastructure and service facilities like health, education and market are very poor in Nuapara district. Hence, Bhawanipatna is the nearest major town for people of Nuapara district and this road serves as a lifeline for the people of Khariar and nearby areas. The link will be a part of main corridor developing better connectivity of NH-201 with NH-217. The RoW requires realignment and reconstruction at places for parking bay, road intersection, approach to new bridges and culverts at about sixteen places. The major water source is river Tel, which is a tributary of river Mahanadi. The approach road and the bridge are to be re- commissioned for use. There are five granular sub-base and metal quarries and stone aggregates manufacturing units, which shall be required to meet the demand. There is a pumping station and pipe line supplying water to Khariar from Sunder river at 59th km is to be relocated, before ROW improvement is taken up to prevent stress on water supply to town. The road gets flooded at several places, due to lower elevation. Some culverts have been washed away, requiring replacement of about 100 culverts and 15 additional culverts. There are old avenues along the road and most of them are likely to be cut for improvement of the road. The road does not cover any hilly tract; rather runs through plain rolling terrain, agricultural land and built up areas Khariar and Bhawanipatna towns. CORRIDOR: BERHAMPUR - BANGI JUNCTION: SH - 17 This corridor comprises of 150.400 km long road network starting at 0.00 km (Berhampur) to 150.400 km (Bangi Jn). The corridor originates from NH-217 at first gate Berhampur near revenue village Sankarpur and connects Balipada, Digapahandi, Kansamari, Podamari, Taptapani, Mohana, Adava, Raipanka, Gumuda and end at Bangi Jn near SH-5. This is an important road connecting coastal parts of the state with south Orissa and more particularly KBK region of the State. The road was developed in the past to provide connectivity to Industries like JK Industries at Raygada, IMFA at Therubali, NALCO at Damanjodi, HAL unit at Sunabeda and major irrigation & hydropower projects namely Balimela, Kolab, Harabhangi and Badanala Projects. The earlier name of the road was 132 KV Line road as on the side of this road power line from Hydro Power units to Coastal Orissa was there. The road passes through three districts namely, Ganjam, Gajapati and Raygada. The rural and urban areas through which the road corridor passes are Berhampur Municipality, Digapahandi NAC, Digapahandi Block, Sankhemundi Block and Kukudakhandi Block of Ganjam district; Mohana Block of Gajapati district and Padmapur and Ramanaguda blocks of Rayagada district. The road corridor starts from NH-217 at the first gate point of Berhampur junction and runs on flat agricultural terrain up to Podamari after which it enters into forested and hilly area. There are reserve forests, proposed reserved forests, protected forests, jungle blocks, cashew plantations etc along the roadsides. There is a deer park at Taptapani at 48 km and hot water spring at 49 km. The road crosses Vansadhara River and again enters Makundpur ghat beyond Bangi on

Consultancy Service for Feasibility Study and Detailed 20 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

. Bangi - J.K.Pur link where leopards and other wild animals cross the road till the ends of the ghat. Provisions for wildlife crossing points, road under pass, habitat development in podu ravaged barren and bald hill tops will have to be carried out most carefully without depriving the tribal of their freedom of movement, settlement and commercial activity. Berhampur is the main commercial town of south Orissa and traders from Koraput, Rayagada and other districts transport goods through this road. Also from health services point of view, medical college and hospital is at Berhampur and the emergency patients of the nearby area move on this road to reach hospital at Berhampur. The road also connects various other roads and provides connection to Aska, Chikiti, Parlakhemundi, Gunupur, Daringbari, Phulbani, Gudari, Bhawanipatna through ODRs, MDRs and RD roads.

The entire SH-17 over 150 km is mostly single lane, except the recently improved carriageway from 0 to 58 km. The pavement condition of the roads at places from 0 to 58 km has been under improvement with intermittent patches remaining to be covered. The balance carriageway is in poor condition of maintenance. There are two large water bodies of reservoir and several big nalas and rivers on this route. The area is mostly running through reserve and protected forests, under the influence of naxalite movement in tribal areas. The road connects the famous R. Udaygiri, Adava, Gunupur and Gudari areas. The areas are under influence of naxal activity resulting in looting of the treasury, demolition of the R.Udaygiri jails, brutal killings of Govt. officials, Land owners, Police sympathizer, CRPF and jail personnel engaged in their duties. The hills are also subject to rampant podu/ shifting cultivation resulting in accelerated soil erosion, loss of vegetation and wildlife with silting up of reservoirs, raised nala and river beds. There has been flash flood on account of this washing away of many approaches to bridges and culverts and severe damage to road surface. Many places of this road are subject to flooding between Mohana to Adava, Adava to Raipanka and Milkapanga to Bangi Jn.. The recent flood between July to Sept' 2006 has damaged the approaches of Bansadhara, Bangi nala, Ghodanadi and road surface between Kanteikoli to Padagaon, Padagaon to Adava, Guluba to Nalaghat, Badanala bridge to Antarjhuli and Antarjhuli to Bangi Jn. Around 150 culverts and bridges are going to be reconstructed on this route. The link passes near 5 km distance of Lakhari valley elephant sanctuary and two large water bodies of Harabhangi and Badanala, medium irrigation projects (reservoir water spread area), Taptapani hot water spring and deer park with panthanivas and tourist lodge facilities on the road sides. The quarry sites for procurement of road construction materials are located within 1 km to 25 km distance with haulage roads covering maximum 12 km to minimum 1 km on either side of the road. Three rivers i.e. Ghodahada (29 km), Bansadhara (141 km), Ghodanadi (147 km) and three small rivers i.e. Harabhangi, Badanala and Bangi are the chief source of supplying sand, river water for road formation and bridge construction etc. There are stiff ghat portion from rd km to 58th 43 km at moderate slope at intermittent locations where geometric corrections at right or left centric realignment will be necessary to improve the road.

Consultancy Service for Feasibility Study and Detailed 21 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Enviromnent Assessment Report

- - W ! - ,-,.,,, -

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Reservoir of Harabhangi Irrigation Project on side of Berhampur - Bangi Jn Corridor CORRIDOR: BANGI JUNCTION - J.K PUR: SH - 4 This corridor is 42.040 km staring from Bangi Jn at 160.980 km and ending at J.K. Pur at 118.940 km. The width of carriageway is mostly single line. The road passes through plains up to 154 km and enters reserved forest with ghat between 154 to 128 km. The balance part of the road passes through agricultural land and built up area like J.K. Pur having very poor pavement condition all throughout. There is a sharp curve and accident-prone spots at 140, 145 and 149 km chainage points. There are two major junctions, one at km 119.200 with SH-5 and at 148.900km (MDR 48B to Kereda), where the road is to be realigned for preventing accidents. The dense reserved forests are between km 154 to 128 with steep Ghats and sharp curves, for which some new alignment is proposed at some of the locations abandoning the old road. There are wildlife movements across this route but no permanent established wildlife crossing in this stretch. 3.3 PROPOSED CIVIL ACTIVITIES, DESIGNS, AND SPECIFICATIONS Under OSRP, the following activities will be taken up on existing state highways to meet the present day demands of traffic and other considerations like improvement of road geometry, safety and longevity. The proposed project activities mainly consist of: * Raising the formation level. * Widening to two-lane from existing single lane and intermediate lane width. * Strengthening of the pavement. * Up grading to 4 laning in urban areas with provision for drainage, side walks, parking bay etc. * To make the top carriage way width of 7 mtrs with provision of soft and hard shoulders of 2.5 mtr on either side.

Consultancy Service for Feasibility Study and Detailed 22 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

. To improve the road geometry on highways. After analysis of various alternatives (discussed in Chapter-8), based on economic indicators, bypass considerations, availability of RoW, present and proposed traffic volume, environmental and social considerations, the improvement works will mainly consist of raising the formation level, widening to two-lane from the existing single and intermediate lane width, and pavement strengthening. Some of the project route portions crossing urban areas may require upgrading to a four lane divided cross section with provision for drainage, sidewalks and parking besides project specific social and environmental action plan. The top carriage way width will be 7 m with provisions of soft and hard shoulders, having width of 2.5 m on either side, totaling to a formation width of 12 m. For improvement of highway geometry, some stretches will have minor lateral shifting in case of realignment.

Consultancy Service for Feasibility Study and Detailed 23 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

CHAPTER IV LEGAL FRAMEWORK & ADMINISTRATIVE POLICIES

Roads are essential components for regional development of a country. Better roads lead to better communications through efficient transport systems. Hence improvement of existing roads by widening will improve the road networks. The road network development will have immense impact on the atmospheric quality, water quality of rivers, streams, ponds, soil quality, noise level etc. caused due to various sources arising out of the project activities. In 1976 the 42nd Constitutional Amendment created Article 48A and 51A, placing an obligation on every citizen of the country to attempt to conserve the environment. As a result, a number of laws related to environment were passed to strengthen the existing legislation. Environment (Protection) Act, 1986 is the landmark legislation as it provides for the protection of environment and aims at plugging the loopholes in the other related acts. The Ministry of Environment and Forest made it mandatory for introducing environment assessment into the planning process of road projects as well as environmental impact appraisal as per Environmental Protection Act, 1986. The MoEF have assigned all central and State authorities to develop policies towards protection of environment for any infrastructure development activities as per the act. The Ministry of Environment and Forest (MoEF) has overall authority for the administration and implementation of government policies, laws and regulations. At the state level, the Department of Environment and Forest implement the MoEF authority. In OSRP, as like other development projects, the environment acts, policy guidelines of both State and Central Government will be applicable. As these acts/regulations have varying procedures, requirements depending on type of Project, a detailed discussion is required in this report to study the extent of applicability, procedures and requirements to be met by OSRP implementing authorities. The following subsections summarized the legislative framework in which OSRP will be addressed with respect to the environment including social issues. 4.1 NATURAL ENVIRONMENT The laws, regulations, and guidelines that govern the issues of natural environment associated with planning, construction and operation of the project are summarized in Table 4. Table 4: The Legal Framework - Natural Environment Law/Regulation/ Relevance Responsible Agency Guidelines The Forest Applies to natural forest areas - Authority to issue clearance: (i) if Forest Department, (Conservation) Act, 1980 area of forest >lOha (lOha in hilly area)- Central Government; (ii) GoO (for land >Sha-1Oha4 Regional Office of Chief Conservator of Forests; (iii) conversion below 5 <5ha4 State Government; (4) if tree density >40%, permission for hectare & 40% any work must come from the Central Government, regardless of density). area of forest to be cleared. The GoI, MoEF Notification of 18 February 1998 provides that the clearance to fell roadside plantations may be given by concerned

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Law/Regulation/ La ideline Relevance Responsible Agency Regional Office of MoEF, provided that at least two trees must be planted for each tree felled. If, decision not made within 30 days of receipt of application, the proponent agency may proceed under intimation to State Forest Department and the MoEF. The Environmental The various aspects of the Environment (Protection) Act and Rules MoEF. Gol; DoE, (Protection) Act, 1986, apply to the road construction projects. The standards for discharge GoO; CPCB; OSPCB and Rules, 1987-2006 of pollutants in the atmosphere and noise levels are fixed. These (various) standards are directed primarily at the industrial pollution, but are also applicable to road construction activity. The Environmental Impact Identifies highways (Item 21 of schedule I in Notification, 1994 and MoEF. Gol; DoE, Assessment Notification, Item 7f in Notification Dt. 14'h September 2006) as one of the GoO; OSPCB; CPCB 1994 and Notification Dt projects requiring prior clearance from the Gol, MoEF. 140 September2006 10 April 1997 MoEF Notification, provides that environmental clearance need not be obtained from the MoEF for Highway projects relating to improvement work including widening and strengthening of roads with marginal land acquisition along the existing alignments provided the highways do not pass through ecologically sensitive areas such as National Park, Sanctuaries, Tiger Reserve, Reserve Forest, etc. State Pollution Control Board empowered to hold public hearing for all projects requiring environmental clearances from the MoEF. The Wildlife (Protection) Provides for the creation, conservation and protection of National Wildlife Warden, Act, 1972 Parks and Sanctuaries. Forest Dept., GoO. National Forest Policy, To maintain ecological stability through preservation and restoration Forest Department, 1952, 1988 (Rev.) of biological diversity. Gol and GoO The Water (Prevention Central and State Pollution Control Board to establish/enforce water OSPCB and Control of Pollution) quality and affluent standards, monitor water quality, prosecute Act, 1974 offenders, and issue licenses for construction/operation of certain facilities. The Air (Control of Empowers OPCB to set and monitor air quality standards and to OSPCB & Transport Pollution) Act, 1981 prosecute offenders, excluding vehicular air and noise emission. Department. Hazardous Wastes The rules prescribe the details of management of hazardous State Govermnent (Management and industrial solid wastes from its generation to final disposal (cradle to and OSPCB Handling) Rules, 1989; grave) and fixes responsibilities on the generator, the transporter and 2006. Public Liability the disposal agent. Insurance Act, 1991 and Requirement of preparation of on-site and off-site Disaster Chemical Accidents Management Plans for accident-prone areas. Special responsibilities (Emergency Planning, are fixed on the managers of hazardous industries, Factory Preparedness and Inspectorates, Pollution Control Boards, local and district authorities, Response) Rules, 1996. the State Government and the Central Government.

The Motor Vehicular Act, Empowers State Transport Authority to enforce standards for Transport 1988 vehicular pollution. In August 1997 the "Pollution Under Control Department, State Central Motor Vehicles Certificate" was launched to reduce vehicular emissions. Government. Rules, State Motor Vehicles Rules Guidelines for Rail, Road Issued by the MoEF and the MoST, not binding. However, serves MoEF and & MoST Highways Projects, the purpose of a useful framework for environmental reporting. 1989

Consultancy Service for Feasibility Study and Detailed 25 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

Law/Regulation/ Relevance Responsible Agency Guidelines World Bank Guidelines Operational Policies (OP)/Bank Practices (BP)/Good Practices (GP) World Bank 4.01 4.02, 4.04 and BP 17.50 Disclosure of Operational Information The Noise Pollution The MoEF for various categories of area has promulgated the OSPCB Control Act, 1990. standards for noise for day and night. The Mining Act The mining act has been notified for safe and sound mining activity. Orissa State Department of Mining Minor Mineral Department of Mines Concession Rules, 2004 Leases for mining of construction materials and STP for borrow pits and Geology Govt. of Orissa. 4.2 SOCIAL AND CULTURAL ENVIRONMENT The laws, regulations, and guidelines that govern the issues of social and cultural environment associated with planning, construction and operation of the project are summarized in Table 5. Table 5: The Legal Framework - Social and Cultural Environment Laws/Regulations Relevance Responsible Agency The Land Acquisition Act, Govems acquisition of land under eminent domain for Revenue Department. GoO. (Amended up to 1984) defined public purposes and compensation there for. Makes the preparation of a project-specific RAP mandatory. The RAP must address, among other things; protection against loss of livelihood; community support The Environmental Impact systems and infrastructure; loss of productive resources Assessment Notification, and minimization of displacement. MoEF. GoI; DoE, GoO; 1994 & Notification, Dt 14 OSPCB; CPCB September 2006. The GoI, MoEF Notification of 10 April 1997 empowers the State Pollution Control Board to hold public hearing for all projects requiring environmental clearances from the MoEF. Orissa Resettlement & All R & R issues need to be addressed within the OSRP, Revenue Department, Rehabilitation Policy 2006 guidelines & provisions made in the policy GoO The Ancient Monuments and Area within 100m of protected property is protected and Archaeological Dept. Gol, Archaeological Sites and within 300m is a zone of controlled development; any Indian Heritage Society, Remains Act, 1958. development within such areas requires prior Indian National Trust for Art authorization of the ASI. and Culture Heritage (INTACH). World Bank Guidelines Social Safeguard Policies (OP) 4.12 for Involuntary World Bank Resettlement, OD 4.20 for Indigenous People development plan, OPN 11.03 for Cultural property and BP 17.50 Disclosure of Operational Information Labour Act, 1986 Payment of minimum wages and incentives to laborers Department of Labour Government of Orissa 4.3 OTHER LEGISLATIONS APPLICABLE TO ROAD PROJECTS During road construction stage generally equity, safety and health issues of workers and public are involved. The Orissa State Road Project is to be implemented complying with laws of the land, which include inter allia, the following:

Consultancy Service for Feasibility Study and Detailed 26 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

* Workmen's Compensation Act, 1923 (the Act provides for compensation in case of injury by accident arising out of and during the course of employment); . Payment of Gratuity Act, 1972 (gratuity is payable to an employee under the Act on satisfaction of certain conditions on separation if an employee has completed 5 years); * Employees PF and Miscellaneous Provision Act, 1952 (the Act provides for monthly contributions by the employer plus workers); * Maternity Benefit Act, 1951 (the Act provides for leave and some other benefits to women employees in case of confinement or miscarriage, etc.); * Contract Labour (Regulation and Abolition) Act, 1970 (the Act provides for certain welfare measures to be provided by the contractor to contract labour); * Minimum Wagers Act, 1948 (the employer is supposed to pay not less than the Minimum Wages fixed by appropriate Government as per provisions of the); * Payment of Wages Act, 1936 (it lays down as to by what date the wages are to be paid, when it will be paid and what deductions can be made from the wages of the workers); * Equal Remuneration Act, 1979 (the Act provides for payment of equal wages for work of equal nature to Male and Female workers and not for making discrimination against Female employees); Payment of Bonus O Act, 1965 (the Act provides for payments of annual bonus subject to a minimum of 8.33% of wages and maximum of 20% of wages); * Industrial Disputes Act, 1947 (the Act lays down the machinery and procedure for resolution of industrial disputes, in what situations a strike or lock-out becomes illegal and what are the requirements for laying off or retrenching the employees or closing down the establishment); * Industrial Employment (Standing Orders) Act, 1946 (the Act provides for laying down rules governing the conditions of employment); * Trade Unions Act, 1926 (the Act lays down the procedure for registration of trade unions of workers and employers. The trade unions registered under the Act have been given certain immunities from civil and criminal liabilities); * Child Labour (Prohibition and Regulation) Act, 1986 (the Act prohibits employment of children below 14 years of age in certain occupations and processes and provides for regulation of employment of children in all other occupations and processes. Employment of child labour is prohibited in Building and Construction Industry); * Inter-State Migrant Workmen's (Regulation of Employment and Conditions of Service) Act, 1979 (the inter-state migrant workers, in an establishment to which this Act becomes applicable, are required to be provided certain facilities such as housing, medical aid, travelling expenses from home to the establishment and back, etc); * The Building and Other Construction Workers (Regulation of Employment and Conditions Service) of O Act, 1996 and the Cess Act of 1996 (all the establishments who carry on any building

Consultancy Service for Feasibility Study and Detailed 27 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

or other construction work and employs 10 or more workers are covered under this Act; the employer of the establishment is required to provide safety measures at the building or construction work and other welfare measures, such as canteens, first-aid facilities, ambulance, housing accommodation for Workers near the workplace, etc.); The Factories Act, 1948 (the Act lays down the procedure for approval of plans before setting up a factory, health and safety provisions, welfare provisions, working hours and rendering information regarding accidents or dangerous occurrences to designated authorities); 4.4 SALIENT FEATURES OF IMPORTANT LAWS/REGULATIONS: Forest (Conservation) Act: This Act is of particular significance in case the project corridor requires acquisition of forestland. The Forest (Conservation) Act (1927) was amended in 1980 in an attempt to check the rapid deforestation occurring throughout India. At the state level, the government was empowered to declare reserve and protected forest and was also given the authority to acquire land for extension and preservation of the forests. An advisory Committee was formed to supervise compliance? Within other government departments. In December 1996, a Supreme Court Judgment further defined the types of forests to be protected. In the present case this act will be applicable for all the roads irrespective of the presence or absence of reserved or protected forest along the road corridors as per the prevailing legal positions. But some of the roads pass within 10 km impact zone of wildlife sanctuary, elephant reserve and Biosphere Reserve buffer and transition zone as well as across the elephant corridors/passages for which the Wildlife (Protection) Act, rules and executive orders becomes mandatory to followed. The Forest (conservation) Act 1980 was promulgated by GOI to regulate indiscriminate diversion, acquisition and destruction of forested land for various projects, which are non-forest uses by agencies of state and central govt. well as private or corporate agencies. The Act has undergone several changes the latest being in the year 1988. The Forest (Conservation) Rules 1981 was amended in 2003 and 2004. Few amendments out of which 2004 has been challenged in the Apex court and its operation have been stayed. The Act prohibits diversion of any forestland for any non-forestry purpose and certain activities in the forestry operations by even forest department. As per the Section - 2 of the Act, the definition of forestland include not only forest as understood in the dictionary sense, but any area recorded as forest in the Government record irrespective of its ownership. The provisions enacted in the forest conservation Act 1980 for the conservation of forests and the matters connected there which shall apply clearly to all forests so understood irrespective of the ownership or classification there of. The term "Forest land" mentioned in Section 2 of the Act refers to Govt. Reserved Forest, Protected forest or any area recorded as forest in the Govt. records. Lands, which are notified under section 4 of Indian Forest Act, would also come within the preview of the Act (Supreme courts Judgment in NTPC's case). It would also include 'forest' as understood in the dictionary sense (Supreme Courts order dt 12.12.1996 in WP No.202/1995). All proposals for diversion of

Consultancy Service for Feasibility Study and Detailed 28 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report

such O areas for any non-forestry purpose, irrespective of its ownership would require prior approval of the Central Govt. (Boulders, bajri, stone etc. in the river beds located within forest areas would constitute a part of the forest land and their removal would require prior approval of Central Government) Submission of proposal as described in the Handbook: Diversion of Forestland within Reserved Forest: Any proposal for diversion of Reserve Forest should be very carefully examined and detailed justification after exhausting all alternatives for locating the project in this forest area should be given while forwarding the proposal. It is essential to have the opinion of the local people whenever the project is coming up in the area. Therefore any proposal for diversion of forestland should be accompanied by a resolution of the "Aam Sava" of the Gram Panchayat or local body of the area endorsing the proposal that the project is in the interest of the people. Map of the forest area required showing boundary of adjoining forests etc. is to be furnished along with the prescribed form No. 'A'. This should normally be on 1:50000 scale original Survey of India to po sheets. Species wise, diameter class wise abstracts of trees to be felled should be furnished in the prescribed form. Total enumeration of such trees is necessary only up to 10 ha. For larger areas species wise and diameter class wise abstract of trees may be computed either from the Working plans or by standard sampling methods. Compensatory Afforestation: Compensatory afforestation is one of the most important conditions stipulated by the Central Govt. while approving proposal for diversion of forestland for non-forest use. It is essential that a comprehensive scheme for compensatory afforestation is formulated and submitted to the Central Govt. The scheme should include details of non-forestland or degraded forestland identified for compensatory afforestation, map of the areas to be taken up for compensatory afforestation, year wise phased forestry operations, details of species to be planted and suitability certificate from afforestation/management point of view along with cost structure of various operations to be furnished. The compensatory aforestation schemes must have technical and administrative approvals, from the competent authority and should be in conformity with cost norms based on species, type of forestland and site conditions.

Where non forest land for compensatory afforestation is not available compensatory, afforestation may be carried out over twice the area of degraded forests subject to production of certificate of non availability of non forest land within the entire state for compensatory afforestation from the Chief Secretary of the state.

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Components of Scheme for Compensatory Afforestation: a) Details of equivalent non-forest or degraded forestland identified for raising compensatory afforestation. b) Delineation of Proposed area on a suitable map c) Agency responsible for afforestation. d) Details of work schedule proposed for compensatory afforestation. e) Cost structure of Plantations, provision of funds and mechanism to ensure that the funds will be utilized for raising afforestation. f) Details of proper monitoring mechanism. Non-forestlands identified for compensatory afforestation are to be transferred to the Forest department and declared as Reserved or Protected forests so that the plantation raised can be maintained permanently. The transfer and notification must take prior to the commencement of the project. This has been modified later by MoEF to ensure notification under Indian Forest Act under section 4 or 26 as Proposed Reserved Forest or Reserved Forest. The Nodal officer is to ensure final notification as RF within 6 months. The honorable Supreme Court of India in their orders on 30.10.2002 in IA No.566 writ petition (Civil) No. 202 of 1995 have directed regarding the creation of a body for "Compensatory Afforestation Management and Planning Agency" to be constituted in each state. This body will look after the receipt of such compensatory afforestation fund from the user agency, the net present value of forest land (NPV) fund, the catchments area treatment fund, the wild life management plan fund etc. for the conditions stipulated by the Central Govt. Compensatory Afforestation fund Management and Planning Authority (CAMPA) has been notified in the official gazette on 23d April-2004 by GOI. Applicability of the provisions of this act to the linear plantations was modified by notifications from the Gol, MoEF, dated 18th February 1998. The spirit behind the Forest (Conservation) Act was conservation of natural forest, and not strip plantation. In case of the "notification to be protected" road side plantations, the clearance now may be given by the concerned Regional Offices of the MoEF, irrespective of the area of plantation lost. While issuing the approval, in place of normal provision for compensatory Afforestation, the Regional Offices will stipulate a condition that Afforestation to be compensated in planting two times for felling down of every tree. If the concerned Regional Offices do not accord the decision within 30 days of the receipt of fully completed application, the proponent agency may proceed with the widening/expansion under intimation to the State Forest Department and MoEF. The approval requires that all forested land to be used must be surveyed and the species, size, number of trees and their location to be recorded. These data, plus other specific data must be prepared in a lengthy application for clearance. Wild Life (Protection) Act: The Wildlife (Protection) Act, 1972 has allowed the Government to establish a number of National Parks and Sanctuaries to protect and conserve the flora and fauna of the state.

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. The Wildlife Protection Act, (1972) is the first comprehensive act enacted to protect the wild animals and their habitats. It will improve protection measures of the existing National Parks and Sanctuaries and strengthen the Protected Areas (PA). The objectives of the act include to protect the rapidly declining wild animal and birds of the country, control trade in wildlife products, streamline and strengthen wildlife setup at Central and State level and establishment of Wildlife Advisory Board. In the extensive amendment in 1991, endangered wild plants have also been included within the protective umbrella of this Act. In the present case this act will be applicable, as there are some points of wild life crossings on Berhampur - Bangi Jn - J.K. Pur routes. Wildlife Park, Sanctuary exists within close vicinity (up to 10 Kms.). None of the project route passes through Wildlife Park, Sanctuary and Biosphere reserves. The applicability and clearance procedure of Forest (Conservation) Act and Wild Life (Protection) Act are discussed in more details in Biodiversity Assessment and Management Plan. The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of the Central and State level Pollution Control Boards whose responsibilities include managing water quality and effluent standards, as well as monitoring water quality, prosecuting offenders and issuing licenses for construction and operation of any facility. This will include generation of liquid effluent during construction of road from civil engineering activities or from domestic activities in workers' camp. There are specific penalties for violation, which include imprisonment for responsible officials. This act will apply to all corridors under consideration. The Air (Prevention and Control of Pollution) Act, 1981 empowers Central and State Pollution Control Boards for managing air quality and emission standards, as well as monitoring air quality, prosecuting offenders and issuing licenses for construction and operation of any facility. Air quality includes noise level standards. There are specific penalties for violation, which include imprisonment for responsible officials. This act has notified National Ambient Air Quality Standard for different regions e.g. Industrial, Residential and Commercial areas. Air quality during construction and operation phases will be guided by this specific act. This act will apply to all corridors under consideration. The Noise Pollution Regulation and Control Act has been issued to promulgate noise level standards for various land uses. Under this act day and time noise levels and other regulations have been issued to regulate noise levels. This act will apply to all corridors under consideration. The Mining Act has been enacted for safe and sound mining activity. This act will apply for all corridors under consideration, as construction materials are to be procured at all corridors from mine in near vicinity. The Environment (Protection) Act, 1986: This act was passed as an overall comprehensive act "for protection and improvement of environment" Under this act rules have been specified for discharge/emission of effluents and different standards for environmental quality. These include Ambient Noise Standard, Emission from Motor Vehicles, Mass Emission standard for Petrol Driven Vehicles, General Effluent Standards etc. especially important for road project. This act will apply to all corridors under consideration. The Environment Impact Assessment Notification, 1994: This notification has been issued . under the Environment (Protection) Act, 1986. Prior environmental clearance from the Ministry

Consultancy Service for Feasibility Study and Detailed Project Preparation for Proposed Orissa State Road Project 31 Consulting Engineers Group Ltd., Jaipur Environment Assessment Report of Environment and Forests for 30 categories of project is required, which includes highway projects. According to this notification the project proponent has to make an application in a specified Performa (Schedule II) along with EIA report. Notification Dated 14 September, 2006: All projects or activities included as Category 'A' or 'B' in the Schedule, including expansion and modernization of existing projects or activities and change in product mix, requires prior environmental clearance from the Ministry of Environment and Forests (MoEF) Government of India or from Environment Impact Assessment Authority (SEIAA). The Orissa State Roads Project (OSRP) is a category "A" project and requires environment clearance from MOEF. Procedure for Environmental Clearance An application seeking prior environmental clearance shall be made in the prescribed Forn 1 before commencing any construction activity, or preparation of land, at the site by the applicant. The applicant shall furnish, along with the application, a copy of the pre-feasibility project report. As per the new notification, the environment clearance proposal for any category "A" Project has to pass through four different stages i.e., Screening, Scoping, Public Consultation and Appraisal. In the Screening stage, project will be screened by Expert Appraisal Committees (EACs) of MOEF to assess the need for detailed EIA study for grant of Environment Clearance. Then under Scoping stage, detailed and comprehensive Terms of Reference (TOR) for EIA will be suggested by EAC to address all relevant environmental concerns in the preparation of an Environment Impact Assessment (EIA) Report for the project. Then "Public Consultation" will be carried out in project area by which the concerns of local affected persons and others who have plausible stake in the environmental impacts of the project or activity are ascertained with a view to taking into account all the material concerns in the project or activity design as appropriate. After completion of the public consultation, all the material environmental concerns expressed during this process will be included in the draft EIA and EMP. The final EIA report, so prepared, shall be submitted to the concerned regulatory authority i.e. MOEF for appraisal and subsequent grant of environment clearance Public Consultation refers to the process by which the concerns of local affected persons and others who have plausible stake in the environmental impacts of the project or activity are ascertained with a view to taking into account all the material concerns in the project or activity design as appropriate. The Public Consultation shall ordinarily have two components comprising of: - (a) A public hearing at the site or in its close proximity, district wise, to be carried out in the prescribed manner for ascertaining concerns of local affected persons; (b) Obtain responses in writing from other concerned persons having a plausible stake in the environmental aspects of the project or activity. PROCEDURE FOR CONDUCT OF PUBLIC HEARING 1. The Applicant shall make a request through a letter to the Member Secretary of the SPCB or Union Territory Pollution Control Committee, in whose jurisdiction the project is located, to arrange the public hearing within the prescribed statutory period.

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. 2. The Applicant shall enclose with the letter of request, at least 10 hard copies and an equivalent number of soft (electronic) copies of the draft EIA Report including the Summary Environment Impact Assessment report in English and in the local language. Simultaneously the applicant shall forward copies, one hard and one soft, of the above draft EIA Report along with the Summary EIA report to the Ministry of Environment and Forests and to the following authorities or offices, within whose jurisdiction the project will be located: * District Magistrate * Zilla Parishad or Municipal Corporation * District Industries Office * Concerned Regional Office of the Ministry of Environment and Forests 3. On receiving the draft Environmental Impact Assessment report, the above-mentioned authorities except the MoEF, shall arrange to widely publicize it within their respective jurisdictions requesting the interested persons to send their comments to the concerned regulatory authorities. They shall also make available the draft EIA Report for inspection electronically or otherwise to the public during normal office hours till the Public Hearing is over. The Ministry of Environment and Forests shall promptly display the Summary of the draft Environmental Impact Assessment report on its website, and also make the full draft EIA available for reference at a notified place during normal office hours in the Ministry at Delhi.

4. The OSPCB shall also make similar arrangements for giving publicity about the project within the State/Union Territory and make available the Summary of the draft Environmental Impact Assessment report for inspection in select offices or public libraries or Panchayats etc. They shall also additionally make available a copy of the draft Environmental Impact Assessment report to the above five authorities/offices viz, Ministry of Environment and Forests, District Magistrate etc. 5. The Member-Secretary of the OSPCB shall finalize the date, time and exact venue for the conduct of public hearing within 7(seven) days of the date of receipt of the draft Environmental Impact Assessment report from the project proponent, and advertise the same in one major National Daily and one Regional vernacular Daily. A minimum notice period of 30(thirty) days shall be provided to the public for furnishing their responses; 6. The advertisement shall also inform the public about the places or offices where the public could access the draft Environmental Impact Assessment report and the Summary Environmental Impact Assessment report before the public hearing. 7. No postponement of the date, time, venue of the public hearing shall be undertaken, unless some untoward emergency situation occurs and only on the recommendation of the concerned District Magistrate the postponement shall be notified to the public through the same National and Regional vernacular dailies and also prominently displayed at all the identified offices by the OSPCB. In the above exceptional circumstances fresh date, time *aand venue for the public consultation shall be decided by the Member Secretary of the

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OSPCB in consultation with the District Magistrate and notified afresh as per procedure specified above. 8. The District Magistrate or his or her representative not below the rank of an Additional District Magistrate assisted by a representative of OSPCB, shall supervise and preside over the entire public hearing process. 9. The OSPCB shall arrange to video film the entire proceedings. A copy of the videotape or a CD shall be enclosed with the public hearing proceedings while forwarding it to the Regulatory Authority concerned. 10. The attendance of all those who are present at the venue shall be noted and annexed with the final proceedings. There shall be no quorum required for attendance for starting the proceedings. 11. A representative of the applicant shall initiate the proceedings with a presentation on the project and the Summary EIA report. Every person present at the venue shall be granted the opportunity to seek information or clarifications on the project from the Applicant. The summary of the public hearing proceedings accurately reflecting all the views and concerns expressed shall be recorded by the representative of the OSPCB and read over to the audience at the end of the proceedings explaining the contents in the vernacular language and the agreed minutes shall be signed by the District Magistrate or his or her representative on the same day and forwarded to the OSPCB concerned. 12. A Statement of the issues raised by the public and the comments of the Applicant shall also be prepared in the local language and in English and annexed to the proceedings: 13. The proceedings of the public hearing shall be conspicuously displayed at the office of the Panchayats within whose jurisdiction the project is located, office of the concerned Zilla Parishad, District Magistrate, and the OSPCB. The OSPCB shall also display the proceedings on its website for general information. Comments, if any, on the proceedings, which may be sent directly to the concerned regulatory authorities and the Applicant concerned. 14. The public hearing shall be completed within a period of 45 (forty five) days from date of receipt of the request letter from the Applicant. Thereafter the OSPCB concerned shall sent the public hearing proceedings to the concerned regulatory authority within 8 (eight) days of the completion of the public hearing .The applicant may also directly forward a copy of the approved public hearing proceedings to the regulatory authority concerned along with the final Environmental Impact Assessment report or supplementary report to the draft EIA report prepared after the public hearing and public consultations. 15. If OSPCB fails to hold the public hearing within the stipulated 45 (forty five) days, the Central Government in Ministry of Environment and Forests for Category 'A' project shall engage any other agency or authority to complete the process, as per procedure laid down in this notification.

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OAfter completion of the public consultation, the applicant shall address all the material environmental concerns expressed during this process, and make appropriate changes in the draft EIA and EMP. The applicant shall submit the final EIA report to the concerned regulatory authority for appraisal. The applicant may alternatively submit a supplementary report to draft EIA and EMP addressing all the concerns expressed during the public consultation. The Expert Appraisal Committee shall scrutinize the application and other documents like the Final EIA report, outcome of the public consultations including public hearing proceedings, submitted by the applicant to the regulatory authority concerned for grant of environmental clearance. This appraisal shall be made by Expert Appraisal Committee in a transparent manner in a proceeding to which the applicant shall be invited for furnishing necessary clarifications in person or through an authorized representative. On conclusion of this proceeding, the Expert Appraisal Committee shall make categorical recommendations to the regulatory authority concerned either for grant of prior environmental clearance on stipulated terms and conditions, or rejection of the application for prior environmental clearance, together with reasons for the same. The appraisal of an application be shall be completed by the Expert Appraisal Committee within sixty days of the receipt of the final Environment Impact Assessment report and other documents or the receipt of Form 1.The regulatory authority shall consider the recommendations of the EAC concerned and convey its decision to the applicant within forty five days of the receipt of the recommendations of the Expert Appraisal Committee or in other words within one hundred and five days of the receipt of the final Environment Impact Assessment Report. Clearance Requirement for OSRP as per new MoEF notification No. SO 1533 Dt. 14.09.2006 OSRP - Category A Project

Step 1: Application: In Forml, with ToR & Pre feasibility Report I day

Step 2: Screening: By SEAC for examination of requirement of EIA.

Step 3: Scoping: For finalizing ToR for Environment Impact Assessment and communication to Applicant. 60 days

Step 4: Submission of draft EIA report by the applicant 15 days Step 5: Public Consultation at District Level 45 days Step 6: Submission of Final EIA & EMP 7days Step 7: Appraisal: To be Completed by the EAC 60 days Step 9: Grant of Prior Environmental Clearance 45 days Total 233 days

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Table 6: Applicability of Acts and Rules to OSRP

Act/Rules Applicability Remark Yes/No Enviromnent (Protection) Act, Yes To protect environment during construction and operation of project 1986 ______Enviromnental Impact Assessment Yes To protect environment during construction and operation of project Notification Dt. 14"' September 06. The Forest (Conservation) Act and The Forest (Conservation) Act and Rules will be applicable as Forest (Conversion) Rules Yes Berhampur - Bangi Jn - J.K. Pur corridor passes through reserve/protected forest This act is applicable to as there are some points of wild life Yes Wild Life (Protection) Act, 1972 crossmgs on Berhampur - Bangi Jn - J.K. Pur corridor The Forest (Conservation) Act and Rules will be applicable as National Forest Policy Yes Berhampur - Bangi Jn - J.K. Pur corridor passes through reserve/protected forest

Water (Prevention & Control of Yes This act will be applicable during construction for establishments of Pollution) Act hot mix plant, construction camp, workers' camp, etc.

The Air (Prevention & Control of This act will also be applicable to the OSRP project during Pollution) Act, 1981 Yes construction; for obtaining NOC for establishment of hot mix plant, Polluion)Act,1981workers' camp, construction camp, etc.

Central Motor Vehicle Act and No These acts and rules are not applicable to OSRP. These will be Central Motor Vehicle Rules applicable to road users. Ancient Monuments & This act is not applicable to OSRP as none of the project route is Archaeological Sites and Remains No close to ancient monument declared protected under the act. Act This act will be applicable to OSRP as there will be acquisition of land for geometric improvements, bypasses and realignments.

e P ( This act will be applicable to OSRP as vehicular noise on project Noise Pollution (Regulation & Yes routes required assessing for future years and necessary protection Control Act) measure need to be considered in design.

The construction of project roads under OSRP will require sand The Mining Act Yes aggregates. These will be procured through mining from riverbeds and quarries.

The construction of project roads under OSRP will require sand The Mining Act Yes aggregates. These will be procured through mining from riverbeds and quarries. Minor Mineral Concession Rules, Yes Leases for mining of construction materials and STP for borrow pits 2004 This act will be applicable to OSRP as there will be acquisition of Orissa R & R Policy, 2006 Yes land, displacement of people and need for subsequent R & R operations

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4.5 WORLD BANK REQUIREMENTS The World Bank requirements from environment point of view are based on a three part classification system such as Category A, Category B, and Category C as defined by the World Bank OP 4.01. A project designated as Category A requires a full environmental assessment followed by Independent Environmental Review (IER) by an indepenent consultant, Category B projects require a lesser level of environmental investigations. Category C projects require no environmental analysis beyond that determination. The Orissa State Road Proejct has been decalared as a Category 'A' project. Hence as per World Bank requirements a full environemental assesment is initiated. Further being Category 'A' project it will require independent environmental review by an independent consultant. The project will also require environmental clearance from Ministry of Environmental and Forests, therfore detailed EIA study once completed will be submitted to the MoEF for the clearance. The project will also follow all other World Bank procedures and guidelines during the project preparation stage. 4.6 SUMMARY OF CLEARANCE REQUIREMENTS The summary table showing time required for for obtaining different clearances from concerned agencies for smooth implementation of project is given below: Table 7: Summary of Clearance Requirements Responsible Agency Time Type of Clearance Project Stage for Obtaining Re Clearance Rqie Consent to establish from OSPCB Pre Construction Orissa Works Department I Month Environmental Clearance from MoEF Pre Construction Orissa Works 7-8 Department Months Orissa Forestryr Clearance Pre Construction DpatntMWorks 4-6 Department Monthsth Consents under Air and Water Act stage Construction stage Respective 1-2 (Prior to initiation of any work) for (Prior to initiation of contractors of Months establishment of construction camps any work) Project roads Explosive License for storing fuel oil, Constrcution stage Respective lubricants, diesel, etc. at construction .. 1-2 camp from Chief Controller of I Months Explosives, Nagpur any work) roads 4.7 PROJECT PROMOTER RESPONSIBILITIES INTERFACES WITH OTHER AGENCIES The responsibility of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project promoter. In the present project i.e. OSRP; the PIU of Orissa Works Departmnent (OWD) would take all responsibilities to meet all obligations as per laws of the land.

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Interface with MoEF The basic responsibility of the PIU is to prepare, submit a comprehensive document, complete in all respect for environment clearance. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authority. It will carry the commitment that no deviation from designed project would be made during implementation without prior and explicit permission of the designated authority to do so. Interface with Department of Revenue of the GoO For land acquisition purpose, an effective interface with the District and Tahasil level Offices of the Land & Revenue Department is necessary. With the authentication of the information compiled by the PIU by these offices, the District Collector can expedite the process. Public grievance in such matters complicates the schedule of implementation of the project. Therefore, it is recommended that no construction work should start before completing land acquisition process ending with payment of compensation and/or rehabilitation. Interface with the District Magistrate Office. Municival authorities, local administrative officials and Panchavatirai Institutions: This kind of interface is essential at the time of demolishing of encroached structures from RoW. The Magistrate of the District would take all actions on clearance of these encroachments. Rehabilitation of the displaced persons would need the assistance of District Magistrate Office, Municipal authorities, local administrative officials and Panchayatiraj Institutions. These offices should be approached while formulating the Resettlement & Rehabilitation Plan. Observations on this issue would come in the R&R Plans, which would be presented, in a separate report. However, in the context of environmental management, no construction work should start before the displaced persons are resettled and rehabilitated. Interface with the Department of Forests of the GoO When road developments projects require acquisition of forestland and/or involve felling of trees, consent of the Forest Department of the State as well as that of the MOEF, Government of India is required. The following steps needs to be taken up by the PIU for getting forest clearance * Prepare a strip-plan showing the locations of trees to be felled, * Classify and count these trees by species and girth at 1.5 m from the ground level through a survey conducted jointly by the authorised representative of the State Forest Department and the PIU officials, * Obtain certificate from the State Forest Department stating that no endangered species of tree is proposed to be felled and that the wildlife value of the tract would not be reduced in consequence, * Determine the value of the trees to be felled jointly with the State Forest Department, * Measure the area of any designated forest to be diverted to such non-forest use, * Arrange for acquisition with the help of the Collector of the District of new land acceptable to the State Forest Department for its quality and manageability for raising

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twice the number of trees to be felled as means to preserve the biotic wealth of the tract, * Determine the cost of land acquisition and of raising new trees jointly with the State Forest Department,

* Submit all these documents to the District Collector while requesting for permission to fell trees along with the money agreed upon for transfer of acquired land and to cover the cost of raising new forests. On receipt of the permission to fell trees, the State Forest Department has to arrange concurrence of the Forest Wing of the MOEF of the GOI for the plan. Interface with the Department of Mines of the GoO It is generally expected that the PIU would obtain supplies of stone aggregates from the existing licensed quarries. The permission of the State Department of Mines would be needed; if for any reason new quarries required to be opened up. Such new quarries of sizes more than 5-hectares would require environmental clearance based on EA reports. 4.8 CAPABILITY OF OWD FOR INTERFACE MANAGEMENT: In past the Orissa Works Department had no special wing to deal with environment management, land acquisition, compensatory afforestation and carrying our resettlement & rehabilitation operations. The full-fledged . functioning of the Project Implementation Unit (PIU) with the involvement of a multidisciplinary team is the requirement of the day and will smooth implementation of future projects.

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CHAPTER - V EXISTING CONDITIONS

This section contains a detailed description on existing environment of the proposed project area including physical and biological environment in the study districts and more particularly in the area of study. 5.1 GEOGRAPHICAL COVERAGE: It has been discussed in Chapter I (Table 1) that a total of 5 corridors totaling a length of 364.781 km are covered under Phase I: Year I of OSRP. The present Environment Assessment Report and the existing environmental with only those five corridors. Before taking up any discussion on existing environment of the project area it is essential to know the geographical coverage of the selected road corridors in Orissa state. Detailed data was collected on urban areas (NACs/Municipalities/CT) and rural areas (Blocks) through which the road corridors are passing. The information on such an aspect is presented in table 8. The data reveals that Bhadrak Chandbali road passes though Bhadrak Municipality & Chandbali Census Town (CT) and Bhadrak, Tihidi and Chandbali blocks, all under the administrative jurisdiction of Bhadrak district. The details of the rural and urban areas through which the other four corridors are passing are presented in table 8. Out of the five corridors, maximum geographical coverage is under Berhampur - Bangi Jn (3 districts, 2 urban areas and 6 blocks). As a whole, the five road corridors pass through eight districts namely, Bhadrak, Keonjhar, Kalahandi, Bolangir, Nuapara, Ganjam, Gajapati and Rayagada districts. Out of these eight districts, Bhadrak is located in coastal Orissa, Keonjhar in northern Orissa, Kalahandi, Bolangir and Nuapara districts in western Orissa and Ganj am, Gajapati and Rayagada in south Orissa. Table 8 Rural and Urban Areas through which the road corridors passes D Block/NAC/ I Geographical I Number of Villages No of wards District Municipality Area (sq. km) I Inhabited I Un inhabited Total | Bhadrak to Chandbali Bhadrak (M) 31.08 1 I I 30 Bhadrak Chandbali (CT) 6.11 - - - - Bhadrak Block 314.02 147 2 149 Tihidi Block 319.85 152 7 159 - Chandbali Block 515.84 261 24 285 - Overall 1155.82 560 33 593 30 Bhadrak to Anandapur Bhdrk Bhadrak (M) 31.08 - - - 30 aa Bhadrak Block 314.02 147 2 149 Bonth Block 238.90 194 10 204 - Anandapur NAC 72.87 - - - 16 Keonjhar Anandapur Block 300.15 124 1 125 Hatadihi Block 327.42 210 2 212

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District Block/NAC/ Geographical Number of Villages No of wards i Municipality Area (sq. km) Inhabited Un inhabited Total Overall 925.94 675 13 478 46 Khariar to Bhawanipatna Kalahandi Bhawanipatna (M) 15.40 Bhawanipatna Block - - - 15 553.93 239 14 253 - Bolanr Bangomunda Block 318.03 133 - 133 gi Titlagarh Block 355.23 130 1 131 Khariar (NAC) 23.83 Nuapara Khariar Block - - - 13 308.87 114 2 116 - Overall 593.16 616 17 633 28 Berhampur to Bangi Jn Berhampur (M) 79.80 27 Ganjam Digapahandi (NAC) 10.22 -I Digapahandi Block 11 422.18 205 26_ 231 Sankhemundi Block 275.95 140 19 159 Kukudakhandi Block 250.56 87 11 98 Gajapati Mohana Block 655.10 458 23 481 _ Raygada Padmapur Block 860.24 114 9 123 Ramanaguda Block 849.59 118 5 123 Overall 3403.64 1122 93 1215 38 Bangi Jn to J.K. Pur Raygada (M) 18.65 - | l--- X 21 Raygada Kolnara Block 356.63 189 7 196 _ Raygada Block 531.25 275 19 _ 294 Overall 906.53 464 _ 26 490 21 Source: StatisticalAbstracts of Orissa, 2005 5.2 PHYSIOGRAPHY: Orissa state is located in the sub-tropical belt between 17°52' and 22045 N latitude and 81°45' and 87050' E longitude. It is bounded by the Bay of Bengal on the east; Chhatisgarh on the west, Jharkhand and West Bengal in north and Andhra Pradesh on the south. It has a coastline of about 450 kms. It extends over an area of 155,707 square kms, covering about 4.87% of the total landmass of the country. On the basis of homogeneity, continuity and physiography characteristics, Orissa has been divided into five major morphological regions: the Orissa Coastal Plain in the east, the Middle Mountainous and Highlands Region, the Central plateaus, the rolling uplands and the major flood plains. The alluvial deposit of the rivers originating in the Eastern Ghats and flowing eastwards draining into the Bay of Bengal forms the "Coastal plain". The coastal plain is confined to the eight districts, namely, Balasore, Bhadrak, Jajpur, Kendrapara, Jagatsinghpur, Cuttack, Puri and Ganjam. It presents a flat topography extending in the north-south direction along the coast and . gently sloping towards east with insignificant elevation difference. These coastal plains are the

Consultancy Service for Feasibility Study and Detailed 41 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report depositional landforms of recent origin and geologically belong to the Post-Tertiary Period. The 75-metre contour line delimits their western boundary and differentiates them from the Middle Mountainous Region. This region stretches from the West Bengal border, i.e. from the River Subamarekha in the north to the River Rusikulya in the south. This region is the combination of several deltas of varied sizes and shapes formed by the major rivers of Orissa, such as Subarnarekha, Budhabalanga, Baitarani, Brahmani, Mahanadi, and Rusikulya. Therefore, the coastal plain of Orissa is called the "Hex deltaic region" or the "Gift of Six Rivers". It stretches along the coast of the Bay of Bengal having the maximum width in the Middle Coastal Plain (the Mahanadi Delta), narrow in the Northern Coastal Plain (Balasore Plain) and narrowest in the Southern Coastal Plain (Ganjam Plain). The North Coastal Plain comprises the deltas of the Subarnarekha and the Budhabalanga rivers and bears evidences of marine transgressions. The Middle Coastal Plain comprises the compound deltas of the Baitarani, Brahmani and Mahanadi rivers and bears evidences of past 'back bays' and present lakes. The South Coastal Plain comprises the laccustrine Plain of Chilika Lake and the smaller delta of the Rusikulya River. The Middle Mountainous and Highlands Region covers about three-fourth of the entire State. The major part of the state particularly the Northwestem and Southern Orissa come under this region. Northern uplands covering Mayurbhanj, Keonjhar and Sundergarh districts and Pallahara sub-division of Dhenkanal district are undulating, frequently intersected by hill ranges with general slope from north to south. The elevation in the central part of the upland generally varies between 300 to 600m and forms watersheds of Baitarani and Brahmani river systems. Southem hilly region lies to the south and southwest of Mahanadi valley region stretching through parts of Phulbani (Kandhamal), Ganjam, Gajapati, Rayagada, Kalahandi, Nowrangpur, Koraput and Malkangiri districts. Major part of this region has an elevation over 600m. Geologically it is a part of the Indian Peninsula which as a part of the ancient landmass of the Gondwanaland. The major rivers of Orissa with their tributaries have originated in this region and have flowed towards coastal plains through deep cuts and narrow valleys. This region act as the watershed of the two sets of rivers, one set flowing directly to the Bay of Bengal, namely Rusikulya, Nagavalli and Vansadhara and others feeding the Godavari and Mahanadi river systems. This region mostly comprises the hills and mountains of the Eastem Ghats, which rise abruptly, and steeply in the east and slope gently to a dissected plateau in the west running from northeast (Mayurbhanj) to northwest (Malkanagiri). This region is well marked by a number of interfluves or watersheds. A number of broad and narrow river valleys and flood plains interrupt the Eastern Ghats. The average height of this region is about 900 meters above the mean seal level. The Central Plateaus are mostly eroded plateaus forming the westem slopes of the Eastem Ghats. There are two broad plateaus in Orissa: (i) the Panposh - Keonjhar -Pallahara plateau comprises the Upper Baitarani catchment's basin, and (ii) the Nawarangpur - Jeypore plateau comprises the Sabari basin. The plateaus also extend throughout the western parts of Kalahandi, Nuapara, Koraput, Malkanagiri, Rayagada and Nawarangpur districts with an average elevation varying from 300 to 600m above mean sea level. The Rolling Uplands are lower in elevation than the plateaus having heights varying from 153 meters to 305 meters. The rolling uplands include a number of erosion plains and river basins

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presenting O an upland plain. The erosion plains of Mahanadi river basin lie between the northern uplands and southem hilly region of the Eastern Ghats. The tract covers major parts of districts of Sambalpur, Deograh, Jharsuguda, Bargarh, Bolangir, Sonepur, Dhenkanal, Angul, Boudh, Nayagarh, Khordha and northern parts of Phulbani (Kondhamal) and western part of Puri districts. The altitude of this tract ranges from 150 to 300m above mean sea level. The Flood Plains are the typical areas formed by rivers in both coastal deltaic region and also found within the extensive mountainous regions in the form of river valleys. Out of the eight study districts, Bhadrak and Ganjam district is located in Coastal Plain region of the state. Similarly, Keonjhar, Kalahandi, Bolangir and Nuapara district is located in Central Plateau region; Gajapati and Rayagada district is located mainly in Middle Mountainous and Highlands Region. Field observations of the study team revealed that Bhadrak - Chandbali corridor passes through flood plains of Baitarani river in the deltaic region between river Budhabalanga and Baitarani. Similarly, initial chainages of Bhadrak - Anandapur corridor passes through plain land formed by valleys of river Salandi & Baitarani and later part in plateau land. Bhawanipatna Khariar road passes though plain land formed in the catchments of Sunder and Tel River, which are tributaries of Mahanadi River. In case of Berhampur - Bangi Jn. Corridor, a part of the road i.e. up to Digapahandi passes through plain terrain and after that in rolling and hilly land with intermittent plain land. Similarly, Bangi Jn to Rayagada passes mainly through hilly and upland terrain with intermittent plain terrains.

Table 9. Terrain/Land use of the Project corridors Road Corridor Land Use Terrain Bhadrak - Chandbali Agricultural Flood Plain - Deltaic Region Bhadrak-Anandapur Agricultural Plain/Plateau land Bhawanipatna-Khariar Agriculture Plain Berhampur - Bangi Jn. Agriculture/Forest Plain/Rolling/Hilly Bangi Jn. - J.K. Pur Agriculture/Forest Plain/Rolling/Hilly Source: Field survey, 2006 5.3 GEOLOGY

Geological history of Orissa dates back to more than 3000 million years ago in Precambrian period. Three distinct geological provinces were identified in Orissa. The Singhbhum, - North Orissa creation occupies Mayurbhanj, Keonjhar, parts of Balasore, Dhenkanal, Deograh, Sambalpur and Sundargarh districts. The litho assemblage in this sector comprises Banded Iron Formation, Green stone, and Granite association. The southern portion of the state is covered with the rocks of Eastern Ghats mobile belt. It comprises mainly granitic suite, charnokite, khondalite etc. These rocks of Precambrian province cover the vast stretch of Cuttack, Khordha, Nayagarh, undivided Bolangir, Sambalpur, Phulbani, Ganjam, Kalahandi and Koraput districts. In the western sector lies the Bhandara creation, which comprises greenstone, granite, and

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granulite etc facie assemblages along with upper Proterozoic sedimentary rocks. The Preoterozoic sedimentary rocks cover parts of Nuapara, Bargarh, Koraput, Nawarangpur and Malkanagiri districts. Boundaries in between these three Precambrian provinces are marked by structural lineaments. Since the end of Precambrian till late Paleozoic there was a long hiatus in the geological history of Orissa, except some tectonic reactivation in the Eastem Ghats, Belt. During the Paleozoic time non-marine clastic rocks were deposited in the grabens developed along the present day river valleys. This resulted in the formation of Gondwana Super Group, which has some of the famous coal deposits of India. They are restricted to the faulted troughs along the Mahanadi-Brahmani valleys in parts of Dhenkanal, Angul, Jharsuguda, Bargarh, Bolangir, Cuttack, Khordha, Phulbani, Sambalpur, Deograh and Sundargarh districts. During early Tertiary the marine transgression from the southeastem margin of the Precambrian shield led to the formation of a marine fossiliferrous sequence of Miocene age in Mayurbhanj district, which is known as Baripada beds. This is overlain by an unfossliliferous estuarine sequence, which occur in the districts of Mayurbhanj undivided Balasore and Cuttack and also in Khurda and Puri. The onset of the Quatemary period is marked by the epirogenic movements, which led to the upliftment of the continental crust and sedimentation under arid and humid climatic conditions resulting in the formation of late rite older delta and newer delta. Late rites of both high and low level occur extensively in the state, generally as capping over the older formations. Recent to Sub-recent sediments were deposited by various river systems built up deltas at the river mouths, which coalesced to form the narrow coastal tract in the districts of Bhadrak, Kendrapara, Jagatsinghpur, Puri and parts of Balasore, Cuttack, Khordha, Jajpur and Ganjam districts. The lithologic assemblage is characterized by the cyclic sedimentation of sand and gravel with subordinate clay. Alluvium of Recent age occurs in numerous but narrow disconnected pockets adjoining most of the river/stream courses throughout the state. Table 10 Distribution of major geological units in the State Geological Age Rock formation Districts CONSOLIDATED FORMATION Pre-Cambrian Archaean complex Granite gneisses Chamockites, Occur in all districts except Kendrapara Khondalites, Schist, Phyllite, slates, Jagatsinghpur, Bhadrak Granulite, Banded Hematite-Quartzite etc. Cuddapah Shale, Sand Stone, Quartzite, Limestone Koraput, Nawarangpur, Bargarh, Nuapara Vindhyan etc. SEMI - CONSOLIDATED FORMATION Palaeozoic - Gondwana Group Boulder bed, Sandstone, Shale and coal | Angul, Sambalpur, Jharsuguda, Cuttack, Mesozoic seams j Khordha, Bolangir, Phulbani, Sundargarh, Tertiary Baripada beds Loosely cemented calcareous sandstone j Mayurbhanj UNCONSOLIDATED FORMATION Pleistocene to Recent Alluvium (clay, silt, gravel and sand in Ganjam, Gajapati, Mayurbhanj, Khordha, varying proportion) Puri, Cuttack, Kendrapara, Jajpur, Bhadrak, Balasore, Keonjhar, Rayagada, Koraput, Nawarangpur.

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The geology along the project roads is mainly comprised of rock formations under belonging to the Archaean system. These rock formations are represented mainly by the Khondalite series, which are widespread throughout the State and have intrusions of Pegmatite and quartz veins. Khondalite, a rock with a brownish aspect with spotted appearance due to the presence of mineral garnet, occurs in high hill ranges and on the plains. Some specks of granite may also be present in these rocks, in addition to its normal constituents such as sillimanite, quartz and feldspar. The rock is highly weathered (oxidized) and very friable, with the garnet having been converted to limonite.

Laterite stones are also found throughout the State and are quarried at many places for building material, particularly in replacement of bricks. Other rocks like Khondolite, the upper Gondwana quartzite, Charnockite and the granite gneisses are also found and are used for building materials. A great variety of ores and minerals occur in the State, including coal, iron ore, Graphite, Galena (lead ore), Manganese ore, Bauxite, Chromite, tin, nickel, vanadium, and a variety of precious and semi-precious stones. 5.4 HYDROLOGY: Three major hydrological units have been identified in the State based on the geological set up, occurrence and distribution of aquifers and their yield potentials, and they are: (i) Consolidated formation; (ii) Semi-consolidated formation and (iii) Un-consolidated formation. Consolidated formation includes mainly granites, gneisses, schists, amphibolites, khondalites, charnockites, Pre-Cambrian sandstones, shales, quartzites, limestones and basic and acid intrusives. They occupy about 70% of the geographical area of the state. In the consolidate formations ground water occurs under phreatic conditions in the weathered residuum and circulates through deeper fractures and fissures. The depth to water level varies from 5 to more than 10m below ground level (bgl) in pre-monsoon period and 2 to 3 m in post-monsoon period. The weathered and fissured granites and granite gneisses are the dominant rock types and form potential aquifers in this terrain. The average yield of dug wells located in granitic rocks is generally 25 to 30m 3/day with a 3 maximum of 40m /day. The yield of the bore wells, which tap fractures within 200 m depth varies widely. Maximum of 25 lps was recorded from granitic rocks, 20 lops from Purana shales and sandstones and 16 lps from volcanics. The yield from charnockites, anorthosites, gabbors etc. is limited. In the semi-consolidated Gondwana formations and Tertiary deposits the weathered, friable and loosely cemented sandstones form the aquifers. Ground water occurs under phreatic condition in the near surface shallow aquifers and under semi-confined to confined conditions in the deeper aquifers. The pre-monsoon and post-monsoon depth to water level is 5 to 1Om and 2 to 5 m bgl respectively. The yield of dug wells is generally around 25 to 35m 3/day with a maximum of 50m3 /day. The tube/bore wells, which tap deeper aquifers within a depth of 200m, sustain yield from very low to even up to 30 lps. Un-consolidated formations include alluvial deposits in the coastal tract and river alluvium along with the major rivers and streams. The alluvium in the inland areas has an average thickness of 15m, but it occurs extensively with considerable thickness in the coastal tract. The sand and gravel layers in the alluvium form prolific aquifers. Groundwater occurs under phreatic as well

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as semi confined to confined conditions. The average pre-monsoon and post-monsoon depth to water levels is 2 to 4 and 0 to 2 m bgl respectively. The yield from the dug wells is often around 40 to 50m3/day. The average yield of tube wells in inland alluvium within 45 m depth is around 10 to 15 lps. The medium deep and deep tube wells in coastal alluvial formation recorded yield up to 65 lps or more. A considerable area (8575 sqkm approximately) in the coastal alluvial tract suffers from salinity hazard and all the coastal districts are affected by this salinity problem in different magnitudes. Water resources of the project area include rivers, ponds, tanks, canals, tube wells, open wells etc a detailed account of this has been presented separately in the report. The ground water potential of the state is very less utilized for agriculture and domestic and other purposes. Utilization is better in urban areas than rural areas of the state. The percentage utilization of ground water in the study districts and in Orissa state is presented in table 11 below. Table 11 Groundwater resources in study districts of Project area

Ground Utilizable Balance Gross Water Resource for Urce Annualdraft Balance annual Stage of GW District Resource Domestic and Resource for for irrigation Rrigation Draft for Development Assessed Industrial use Ii on use (HM) Irai all uses ()

Bhadrak 51209 2928 48281 17480 30801 19854 38.77 Bolangir 71349 4051 67298 3421 63877 6231 8.73 Gajapati 27754 1202 26552 3085 23467 3966 14.29 Ganjam 113804 9098 104706 18828 85878 24431 21.47 Kalahandi 89520 6911 82609 7832 74777 11483 12.83 Keonjhar 132291 4954 127337 12713 114624 16042 12.13 Nuapara 36729 1528 35201 3139 32062 4318 11.76 Rayagada 62882 3389 59493 3807 55686 7038 11.19 ORISSA 2101128 112272 1988856 236044 1752812 310689 14.79 Source: CGWB, Bhubaneswar 5.5 SOIL: Based on soil types, rainfall, temperature etc. the state has been divided in to ten Agro climatic zones. The districts covered under each of the Agro Climatic zones and the soil type is presented in table 11 below. Out of the 8 study districts, Bhadrak district comes under North Eastern Coastal Plain Agro Climatic Zone and the soil type are Red & laterite, Deltaic alluvium, Coastal alluvium including saline soils. A part of Keonjhar district (mainly through which Bhadrak - Anandapur corridor passes) is under the same Agro Climatic zone as that of Bhadrak district. In case of Ganjam district, the portion of road corridor from Berhampur to Digapahandi comes under East and South Eastern Coastal Plain Agro Climatic Zone and the soil types in this region are Coastal saline & sandy, Lateritic alluvial, black, red and lateritic. The road section from Digapahandi to Bangi Jn and up to J.K. Pur comes under North Eastern Ghats Zone with soil type of Brown forest, Lateritic, Alluvial, red, Black, Red and yellow. In case of Bhawanipatna - Khariar corridor, road sections in Kalahandi and Nuapara district comes under Western

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. Undulating Agro Climatic Zone and the soil types are Red, Red and yellow, Yellow, Red and black, Black, Deltaic alluvium. In the same corridor, road sections inside Bolangir district comes under West Central Table Land Agro Climatic Zone with soil type of Alluvial, red and yellow, red and black, Black, Lateritic red and Forest soils. Table 11 Soil types in different Agro Climatic zones of Orissa state SN. Agro-climatic zones Districts Soil Group Red, Brown forest, Red & yellow, Red and 1 North Western Plateau Zone Sundargarh, Deograh black 2 North Central Plateau Zone Keonjhar, Mayurbhanj Lateritic, Red & Yellow, Mixed red & black 3 Balasore, Bhadrak, Red & laterite, 3 North Deltaic alluvium, Coastal Eastern Coastal Plai Zone Keonjhar, Jajpur alluvium including saline East and South Eastern Coastal Plain Cuttack, Jagatsinghpur Coastal saline & sandy, Lateritic alluvial, 4 ZoeKendrapara, Khordha, bak e n aeii ZePur, Nayagarh, Ganjam Phulbani, Rayagada, Brown forest, Lateritic, Alluvial, red, 5 North Eastern Ghats Zone Gajapati, part of Black, Red and yellow Ganjam Black,_Red_and_yellow Red, Mixed red and black, Mixed red and 6 Eastern Gats Highland Zone Koraput, Nawarangpur yellow, Alluvial 7 South Eastern Ghats Zone Malkanagiri, Jeypore Red, lateritic, Black 8 Wester Undulating Zone Kalahandi, Nuapara, Red, Red and yellow, Yellow, Red and black, part of Nawarangpur Black, Deltaic alluvium Sambalpur, Sonepur, Alluvial, red and yellow, red 9 West Central Table Land Zone Bargarh, Bolangir Lateritic red, Forest and black, Black, 0 Mid- Central Table Land Zone 10Cuttack______Dhenkanal, Angul, part of Alluvial, Black, red and laterite, Lateritic red Source: Directorateof Research office, OUA T, Bhubaneswar 5.6 CLIMATE:

Orissa is situated well within the tropical belt and as such experiences a humid tropical climate. The state receives most of its rainfall from the southwest monsoon between mid Junes to early October. A few pre monsoon showers during April to mid-June and few during the winter months from the retreating northeast monsoon are not infrequent in the state. But most of the precipitation is confined to the four months from July to October. Cyclonic storms (due to depression in Bay of Bengal), sometimes of devastating magnitude followed by heavy rains occur in the months of September, October and November frequently. The state experiences an equable climate, neither too hot nor too cold. In some places, however, extremes of climate are experienced, namely, in the western districts like Bolangir, Sambalpur and Sundargarh. The average annual rainfall in the state is 1482.2 mm (Table 12). A detailed discussion is made in the following paragraphs about climatic condition in the eight districts through which the road corridor passes. Bhadrak Bhadrak district is the located in northeastern parts of the state between 20043' to 21013' North . latitude and 86016' to 87000' East longitude. It is bounded in the north by district Balasore, in

Consultancy Service for Feasibility Study and Detailed 47 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report south by the district of Jajpur and Kendrapara, in the west by Keonjhar district and on the east by Bay of Bengal. It extends over an area of 2505 sq. km The district lie closer to the Bay of Bengal and near to northeastern corner of the Deccan plateau. Its climate is characterized by lesser extremes of temperature and high humidity all the year round. The period from June to September constitutes the southwest monsoon period followed by the post-monsoon season by the next two months. According to the seven rain gauge stations available in the district the average annual rainfall is 1568.4 mm (Table 12). Although the variation in the annual rainfall is not large in the district a decreased of rainfall is generally marked when one proceeds from coastal region towards the interior. The rainfall during the southwest monsoon season accounts for 70 percent of the annual rainfall. Regarding temperature, the period from March to May there is steady rise in temperature. May is usually the hottest part of the year when the mean daily maximum temperature is about 41.3°c (Table 14) and the mean daily minimum is about 25.20c expect that in coastal strip temperatures are lower particularly due to strong sea breeze. The temperature gradually decreases from October onwards and by December, which is the coldest month the mean daily maximum temperature is about 28.90c and mean daily minimum temperature is about 10.30c. In the interior parts of the district the temperature may be slightly lower than costal. The district is directly on the track of most of the cyclonic storm and depressions, which form in Bay of Bengal in the monsoon and post monsoon season and cross the Orissa coast. These cause wide spread heavy rain and strong winds. Winds in the district are generally light to moderate in the post-monsoon and winter season. In summer end southwest monsoon season winds are stronger. Keonihar The climate of Keonjhar is characterized by an oppressive hot summer, high humidity and well- distributed rainfall during the monsoon season. The year may be chiefly divided into four seasons, the hot season from March to May, the southwest monsoon season from June to September, post monsoon season in October and November and the cold season from December to February. The cold climate commences early in November and lasts till the end of February. In the month of February the daytime remain hot but the nights and early morning continue to be comparatively cool and fresh. The climate is delightful during this part of the year, the days are bright warm and invigorating and as soon as the sun sets, the temperature falls. Westerly winds begin to blow in the second half of March and temperature rises considerably. The hot season commencing in April is ushered in by hot winds. The heat is intense in May and unless broken by frequent rain, continuous to increase until the gathering of clouds heralds the approach of the rainy season. The rain starts around mid of June. The rains continue till the end of September or middle of October, when the saturated ground begins to dry. This is considered to be the most trying season of the year as the air is hot and moist, while sun's rays are still powerful. The

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temperature O then diminishes and by November the mornings become perceptibly cool when the winter season commences. As revealed from table 12, the district enjoys good rainfall with an annual average 1534.5. The rainfall in the monsoon season from June to September constitutes about 75 percent of the annual rainfall. Generally the rainiest months of the year are July and August in the districts. Winter rains are rare. In Keonjhar district the mean monthly maximum temperature is 41.9 degree Celsius in the month of May and minimum temperature is 8.93 degree Celsius in December. The temperature begins to rise rapidly from March and attains highest in the month of April and May, which are the hottest month of the year. The cold weather commences by about the middle of December, when temperature begins to drop rapidly. During the southwest monsoon season, skies are generally heavily clouded to overcast. In the summer and post monsoon months, there prevails moderate cloud, the afternoons being cloudier than the mornings. In other months, the skies chiefly remain clear or lightly clouded. The relative humidity in the district is generally high that is about 75 percent in the southwest monsoon and post-monsoon months. In the summer afternoons the relative humidity varies between 35 to 40 percent. Winds are generally light to moderate with some increase in force in the summer and monsoon seasons. The morning winds generally flows from south or southwest during summer and monsoon season and from north, north, northeast during other seasons. Kalahandi The district is located in southwestern parts of Orissa and is situated between 19°25' to 20025' North latitudes and 82032' to 83047' East longitudes. It is bounded on the north by district of Nuapara, Bolangir and Raipur of Chhatisgarh state; on the south by Rayagada district and on west by Nawarangpur district. It extends over an area of 7920 sq km and is divided into two sub- divisions, seven Tahasils and twelve Police stations out of which the present corridor is passing through Bhawanipatna block under Bhawanipatna subdivision. Bhawanipatna town is headquarter of the district and is named after the presiding deity Bhawanisankar Mahadev. The climate of the district, which is in the northeastern corner of the Deccan plateau, is in much respect similar to that of the main Deccan plateau. The year in this district may be divided into four seasons, classified as the hot season from March to May followed by southwest monsoon season from June to September. October and November constitute the post-monsoon season and cold season is from December to February. The average annual rainfall in the district is 1378.2 mm and is far low than state average and other districts of state (Table 12). The area comes under frequent drought and is ill famed due to malnutrition, hunger, child selling and migration to other states in search of livelihood.

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The hot season commences by about the beginning of March when the temperature begins to rise. May is the hottest month of this district when the daily maximum temperature is about 41.2%c and the mean daily minimum temperature is about 27.4°c (Table 14). With the onset of the Southwest monsoon by about the second week of June temperature drop appreciably and throughout the Southwest monsoon season the weather is generally cool. After the finest week of October when the monsoon withdraws the day temperature increase slightly while the night temperature begin to decreases progressively. December is usually the coldest month with the mean daily maximum temperature at about 29.280c and the mean daily minimum at about 8.5%c. The relative humidity are high in the Southwest monsoon and post monsoon months. The air becomes gradually drier there after. Bolan2ir Bolangir district lies in the western part of Orissa between 82045' to 83040' East longitude and 20000' to 21040' North latitudes. On the north it is surrounded by Bargarh districts; on the south by Kalahandi; on the west by Nuapara district and on the east by Sonepur and Phulbani district. It covers an area of 6551.5 sq km out of which about 6479 sq km is rural area and 72.50 sq km are urban area. Khariar to Bhawanipatna road corridor passes through the Bangomunda and Titlagarh block under Titlagarh sub-division. The average annual rainfall of this district is 1443.5 mm (Table 12). The southern part of this district receives the lowest rainfall, which cause frequent failure of crops and chronic droughts. The maximum temperature in the district is experienced in the month of May. Nuapara Nuapara district is separated from Kalahandi during 1992. The district is situated between 20000'to 21°5' North latitude and 82020' to 82053' East longitudes and is bounded on the north by Bargarh district and Chhatisgarh state, on the south by Kalahandi, on the west by Bolangir district and on the east again by Chhatisgarh state. With a geographical area of 3852 sq km, the district consists of one sub-division, two Tahasils, six police station and five blocks. The project corridor passes through Khariar block only. Nuapara district may be broadly divided into two natural divisions the hill tracts and the plain country. The first one chiefly comprises of a range of hills that run from north to west intersected by valley of river Jonk. This mountainous tract contains a broad plateau at altitude varying from 610 to 915 meters in height. This tract is cut off from the plains below by a range of precipitous hills. The plain area is less fertile and is poor in soil type. The average annual rainfall of this district is 1346.1 mm (Table 12). The maximum temperature in the district is experienced in the month of May.

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O Ganiam

The district lies in the southern part of Orissa, between north latitude 19001 to 20°17' and east longitude 84091' to 8501 1'. The district is surrounded by Kondhamal and Nayagarh district on south, by Bay of Bengal on the west, by Gajapati district on the east, by Khordha and Puri district on the north. For administrative purpose the district is divided unto 3 subdivisions, 14 Tahasils, 28 police stations and 22 blocks. Berhampur - Bangi Jn road corridor passes through Digapahandi, Sankhemundi and Kukudakhandi blocks and Berhampur Municipality and Digapahandi NAC of Ganjam district.

Ganjam is one of the most beautiful districts of Orissa; Physiographically divided into two parts i.e. the eastern coastal plains and the western tablelands with an altitude of about 1400 m. The extreme southeast is occupied by a portion of the Chilika Lake. The immediate vicinity of Chilika Lake is good for fishery and manufacture of salt and is not suitable for cultivation. Since the hills of the districts are closed to the sea, the rivers flowing from the hills are not very long. Hence, they are subjected to sudden floods. The main rivers of the district are Rusikulya and Bansadhara.

The climate of the district is pleasant and characterized by an equable temperature all the year round particularly in the coastal regions with high humidity. The cold season starts from ODecember to February, which is very pleasant, and is followed by hot season from March to May. The period from June to September is the southwest monsoon season. October and November constitute the post monsoon transition period. The average annual rainfall in the district is 1295.6 mm (Table 12). The rainfall generally increases from the coast towards the interior hilly areas of the district. About 66% of annual rainfall is received during the southwest monsoon season. It commences in second week of June and withdraws early in October. There is heavy rainfall in the July-August. The variation in the rainfall from year to year is not much. In the inland hilly tracts of the district temperature is higher in the hot months and lower in winter by a few degree. May is the hottest month with the mean daily maximum at 39.60c and the mean daily minimum temp at 23.3°c. December is the coldest month with the mean daily minimum temperature at 12.3°c and mean daily maximum at 29.50c (Table 14). Relative humidity are high throughout the year in the coastal region while in the interior of the district these are slightly lower, particularly in afternoons in the non-monsoon months. Winds are fairly strong particularly in the coastal region in the summer and monsoon months. In the rest of the year they are generally moderate. In the post monsoon and cold seasons wind blow from north or northwesterly direction in the mornings. In the afternoons winds are form northeast and southeast in the months of October, November and December. In the summer and southwest monsoon months winds mainly blow from southerly or southwesterly directions.

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Gaiapati Gajapati district lies in southern part of Orissa, between North latitude 18046' to 19039' and East longitude 83048' to 84027'. It is bounded on the north by Kondhamal district, on the south by Srikakulam district of Andhra Pradesh, on the west by Raygada district and on the east by Ganjam district. The district covers an area of 4325 sq km out of which 4311.04 sq km is rural area and 13.99 sq km is urban area. For administrative purposes the district is sub divided into one sub-division, three tahasils, seven blocks and ten police stations. Only Mohana block is covered under the Berhampur to Bangi Jn corridor. Like Ganjam district, Gajapati is also a beautiful district due to its pleasant weather all the year round. The cold season from December to February is followed by the hot season from March to May. The period from June to November constitute the rainy season during which June to September is the onset of Southwest monsoon followed by offset by Southwest monsoon in the month of October and November. Data on rainfall in the district available from eight rain gauge stations revealed an average annual rainfall of 1394.4 mm in the district. About 60 percent of the annual rainfall is received during the southwest monsoon seasons, which commence in the district by about the second week of June, and withdraws early in October. In the district the temperature increase during the period from march to May and May is the hottest month which mean daily minimum temperature at 22.3°c and mean daily maximum temperature at 38.2°c. Rava2ada The district of Rayagada lies between 82054' to 8402' East longitude and 1900' to 19085' north latitude. On the north the district is bounded by Kalahandi district, on west by Koraput district, on south by Srikakulam district of Andhra Pradesh and in the east by Gajapati district. It covered an area of 7030 sq km out of which 7036.65 sq km are rural area and 37.35 sq km urban area. For administrative purposes, the district is sub divided into two sub-divisions, four Tahasils, eleven blocks and twelve police stations. Padmapur & Ramanaguda blocks under Gunupur sub- division and Kolnara & Raygada blocks under Rayagada subdivision are covered by the Berhampur to Bangi Jn & Bangi Jn to J.K Pur road corridors. The whole of the region consists of two fertile valleys of the river Nagavalli and Vansadhara between rugged mountain ranges. The valley of the Vansadhara slopes down from a height 1300 feet near Ambadola to 260 feet at Gunupur. While that of Nagavalli fall from about 1200 feet north of Kalyan Singh Pur to 500 feet in south of Tahasil of Raygada.

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The climate O of the major portion of the district, which lies in the plateau region, is more like that of the Deccan plateau. Due to elevation and its situation in the northeastern corner of Deccan plateau the climate is milder than in the main Deccan plateau. The year may be divided into four seasons, the hot season from March to May, the monsoon season from June to September, the post-monsoon month October and November and the cold seasons from December to February. The average annual rainfall over the district is recorded 1521.8 mm (Table 12). The rainfall is largely influenced by the Eastern Ghats. About 79% of the annual rainfall in the district falls during the monsoon seasons. July & August are rainiest months in the year. The variation in the rainfall from year to year is not large. January is the coldest part of the year with mean daily minimum 0 temperature at 8.2 C, while the mean daily maximum temperature may reach over 27.4 0C. May is the hottest month in the year.

Table 12 Month wise Normal Rainfall (in mm) in the study districts of Project area Month wise Normal Rainfall (in mm)

DISTRICT = E

Bhadrak 17.1 30.6 34.3 53.1 105.1 218.2 332.6 313.8 243.1 171.0 42.3 7.2 1568.4 %.eonjhar 22.2 38.0 23.0 43.3 88.9 209.5 391.8 335.3 233.0 112.7 31.7 5.1 1534.5 Kalahandi 11.5 15.4 13.6 23.7 33.7 228.3 343.5 384.6 220.9 81.9 17.9 3.2 1378.2 Bolangir 13.9 18.2 13.9 18.7 29.1 233.7 391.7 407.1 232.0 65.6 15.9 3.7 1443.5 Nuapara 12.5 15.6 14.3 23.7 32.7 238.3 334.5 354.6 218.9 82.9 15.9 2.2 1346.1 Ganjam 10.8 22.2 21.3 42.3 76.8 169.2 221.6 242.4 229.6 179.8 68.6 11.0 1295.6 Gajapati 11.4 22.8 20.9 43.4 77.5 171.4 296.5 241.6 237.7 186.5 74.1 10.6 1394.4 Raygada 6.7 11.3 16.2 53.4 75.0 205.8 351.1 380.3 262.1 116.5 35.8 7.6 1521.8 Orissa 14.0 25.9 21.4 35.3 70.8 213.2 351.6 335.6 236.5 131.6 39.9 6.4 1482.2 Source: District StatisticalHandbooks, 2005

Table 13 Month wise Normal Rainy days in the study districts of Project area .DISTRICT Month wise Normal Rainy days

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Bhadrak 1.1 11.8 2.1 3.2 5.8 110.4 14.2 114.3 11.8 6.6 1.5 10.4 73.2 Keonjhar 1.4 2.3 1.8 3.1 5.8 10.8 17.2 16.1 12.6 5.9 1.4 0.4 78.8 Kalahandi 0.8 1.2 1.2 1.9 2.5 9.8 16.1 16.1 10.5 4.1 1.0 0.2 65A Bolangir 0.8 1.4 1.2 1.6 2.3 10.1 16.9 16.6 11.0 3.7 1.1 0.3 67.0 Nuapara 0.8 1.2 1.2 1.9 2.5 9.8 16.1 16.1 10.5 4.1 1.0 0.2 65.4 Ganjam 0.7 1.4 1.5 3.0 4.6 8.7 11.7 12.5 11.3 7.1 2.3 0.6 65.4 Gajapati 1.7 1.3 1.8 3.2 4.6 8.8 11.5 12.6 11.4 7.2 2.4 0.7 67.2 Raygada 0.6 1.0 1.3 8.9 5.2 10.9 17.9 18.5 13.7 6.1 2.1 0.5 86.7 Orissa 1.0 1.7 1.6 2.8 4.4 10.1 15.6 15.5 12.0 5.6 1.5 0.4 72.2 Source: OrissaAgricultural Statistics, 2004-2005 Table 14 Monthwise mean maximum and minimum temperature in the study districts of Project area Bhadrak Keonjhar Kalahandi Bolangir Nuapara Ganjam Gajapati Rayagada Max Min Max Min Max Min Max Min Max Min Max Min Max Min Max Min January 30.7 11.3 26.0 10.9 30.4 9.5 28.4 10.8 25.5 10.3 30.5 12.0 31.5 12.4 27.4 8.2 February 31.4 14.5 29.4 13.0 35.0 10.4 33.2 17.0 27.9 16.5 31.2 14.0 32.2 13.0 28.3 11.4 March 37.9 17.7 35.6 19.0 38.6 14.0 37.6 19.2 31.8 17.7 32.8 19.9 33.8 18.4 40.0 14.0 April 39.4 21.3 37.0 24.0 39.3 20.5 41.4 25.0 38.5 21.5 33.8 21.2 34.8 20.0 34.3 19.8 May 41.3 25.2 41.9 26.8 41.2 27.4 41.8 22.4 41.6 14.5 39.6 23.3 38.2 22.3 39.1 21.2 June 36.0 22.8 34.0 24.0 34.0 21.1 36.0 19.0 36.1 16.9 37.8 22.9 36.8 21.9 32.0 19.5 July 35.4 22.6 33.0 23.0 33.8 19.8 32.3 16.0 32.3 14.3 34.8 22.7 33.4 23.7 35.4 21.4 August 35.0 22.9 32.6 23.0 33.4 21.2 31.9 16.9 33.9 18.3 34.0 21.7 35.0 22.7 34.8 21.7 September 34.8 22.0 31.2 22.0 33.1 19.6 33.4 23.0 33.1 16.5 33.0 21.0 34.8 23.0 36.4 21.4 October 32.3 21.5 30.8 19.0 32.2 12.3 31.0 21.4 30.3 14.4 33.0 19.4 34.0 19.4 34.1 20.8 November 31.0 17.3 29.5 13.0 30.5 11.0 30.4 14.6 31.3 12.1 32.9 16.7 33.9 16.2 30.5 15.0 December 28.9 10.3 27.4 8.9 29.2 8.5 28.2 12.1 29.1 10.4 29.5 12.3 28.4 11.1 32.2 8.5 Source: DistrictStatistical Handbooks, 2005

5.7 LAND UTILIZATION & AGRICULTURE:

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. Agriculture is the principal source of livelihood of majority of work force in the 8 districts project area as well as that of Orissa as a whole. The secondary data on land use pattern in districts of project area reveals that out of the total geographical area, percentage of net cultivated area range from 19.48% in Gajapati district to 63.81% in Bhadrak district and 36.86% in Orissa state (Table 15). In fact, out of 8 districts, Gajapati and Rayagada districts have very less area under cultivation of crops (Gajapati - 19.48% and Rayagada - 19.91%). This is mainly due to high percentage of geographical area in these two districts under forest coverage. In these two districts, a major part is covered under forests and barren land. The farmers in these forest areas are practicing subsistence agriculture and mainly depend on minor forest produce collection and wage work for their livelihood. It may be mentioned here that in Bhadrak district about 63.81% of total geographical area is cultivated land and the forest coverage is only 3.73% of geographical area. Table 15 Land utilization pattern in study districts of project area

Districts ______

Parameters co sU co s Cu -co o Cuco. .0 U C u co X m z X 0 Forest Area 10 310 314 154 125 315 247 281 5813 _ _3.73 37.35 37.56 23.44 36.66 36.17 64.16 37.07 37.33 Misc. tree crops & Area 17 6 8 25 5 22 12 21 482 'rooves 6.34 0.72 0.96 3.81 1.47 2.53 3.12 2.77 3.10 'ermanent pasture & Area 14 34 23 32 10 20 6 26 443 other grazing land % 5.22 4.10 2.75 4.87 2.93 2.30 1.56 3.43 2.85 Cultivablewasteland Area I 38 23 22 4 11 3 22 392 % 4.10 4.58 2.75 3.35 1.17 1.26 0.78 2.90 2.52 Land put to non- Area 21 55 35 40 9 60 10 38 999 agricultural uses 7.84 6.63 4.19 6.09 2.64 6.89 2.60 5.01 6.42 Barren & Area 4 75 42 34 8 37 24 143 843 uncultivable land % 1.49 9.04 5.02 5.18 2.35 4.25 6.23 18.87 5.41 Area 7 14 11 6 15 15 5 43 426 Current fallows 2.61 1.69 1.32 0.91 4.40 1.72 1.30 5.67 2.74 Other fallows Area 13 10 20 12 2 11 3 33 434 _ _4.85 1.20 2.39 1.83 0.59 1.26 0.78 4.35 2.79 Net Area Sown Area 171 288 360 332 163 380 75 151 5739 % 63.81 34.70 43.06 50.53 47.80 43.63 19.48 19.92 36.86 Total Area 268 830 836 657 341 871 385 758 % 15571 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Source: Orissa Agricultural Statistics - 2004-05 Area: in 000 ha

Majority of the farmers in the districts of project area are either marginal or small farmers with land holding size of 0-1 ha and 1-2 ha, respectively. The secondary data collected on farmer's category and land holding sizes is presented in table 16. The analyzed data reveals that small and marginal farmers constitute on an average 70-80% of the total farmers in the project area.

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Similarly the average land holding size is 1.30 ha. This varies from 0.98 ha in Ganjam and Gajapati district to 1.77 ha in Nuapara district (Table 16). During the field survey, discussion with the farmers of the project area reveals that majority is owner - cultivators. But activities like sharecropping, tenancy, lease holding also exists in the area with minor to marginal variations. Sharecropping, tenancy, lease holding practice was observed more in area where farmers take up double crops due to availability of irrigation facilities than mono crop areas. Table 16 Category of farmers in study districts of project area

Districts

Parameters . 2 C

Nos. 85779 110960 72612 96925 27245 228760 36782 52155 2145245 Marginal (0-1 ha) - % 58.51 56.78 43.02 49.98 37.40 69.06 65.18 51.95 54.08

Nos. 34178 55870 50127 54365 25770 64546 13861 27413 1106337 Srnall (1-2 ha)III % 23.31 28.59 29.70 28.03 35.38 19.49 24.56 27.30 27.89

Nos. 20909 22395 31832 30565 14395 29686 4446 14692 543791 Serni Mediurn (2-4 ha) % 14.26 11.46 18.86 15.76 19.76 8.96 7.88 14.63 13.71

Nos. 5486 5770 12710 10830 4845 7617 1246 5423 155921 Mediurn (4-10 ha) % 3.74 2.95 7.53 5.58 6.65 2.30 2.21 5.40 3.93

Nos. 265 430 1519 1250 590 647 96 713 15195 Large (>10 ha)CC % 0.18 0.22 0.90 0.64 0.81 0.20 0.17 0.71 0.38

Nos. 146617 195425 168800 193935 25 331256 56431 100396 3966489 Total % 100.00 100.00 100.00 8.03 35.8 19.4 100.00 100.00 100.00

Average land holding size (ha) 1.20 1.18 1.74 1.43 1.77 0.98 0.98 1.50 1.30

Source: OrissaAgricultural Statistics - 2004-05

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Table 17 Irrigation facility in the study districts of project area

Districts

Type a Y0 y co

0 0 cc0 Z

Net Area Sown (000'ha) 171 l 288 360 332 163 380 75 151 5739 Kharif Major & Medium Flow Irrigation Area (000'ha) 90.31 28.40 86.20 7.69 16.89 128.08 0.00 9.80 1238.16 Projects % to Net Area Sown 52.81 9.86 23.94 2.32 10.36 33.71 0.00 6.49 21.57 Area (000' ha) 1.27 28.52 23.75 19.66 10.15 102.30 21.16 21.96 497.50 % to Net Area Sown 0.74 9.90 6.60 5.92 6.23 26.92 28.21 14.54 8.67 Minor Lift Irrigation (TW, RLI & Area (000' ha) 19.07 15.43 13.37 10.30 4.87 23.86 5.05 13.47 364.31 ODW) % to Net Area Sown 11.15 5.36 3.71 3.10 2.99 6.28 6.73 8.92 6.35 Other Sources Area (000' ha) 21.69 17.61 17.47 24.61 14.87 30.09 6.58 10.51 564.97 % to Net Area Sown 12.68 6.11 4.85 7.41 9.12 7.92 8.77 6.96 9.84 Area (000' ha) 132.34 Sub total 89.96 140.79 62.26 46.78 284.33 32.79 55.74 2664.94 -_____ % to Net Area Sown 77.39 31.24 39.11 18.75 28.70 74.82 43.72 36.91 46.44 Rabi I Major & Medium Flow Irrigation Area (000' ha) 12.00 6.09 53.01 0.86 4.42 13.68 0.00 3.00 563.23 Projects % to Net Area Sown 7.02 2.11 14.73 0.26 2.71 3.60 0.00 1.99 9.81 Area (000' ha) 0.06 5.18 4.50 3.02 1.56 6.80 2.35 5.34 71.35 % to Net Area Sown 1.80 1.80 1.25 0.91 0.96 1.79 3.13 3.54 1.24 Minor Lift Irrigation (TW, RLI & Area (000' ha) 11.44 9.26 8.02 6.19 2.92 14.32 3.03 8.08 218.59 ODW) % to Net Area Sown 6.69 3.22 2.23 1.86 1.79 3.77 4.04 5.35 3.81 Area (000' ha) Other Sources 18.68 20.06 19.35 15.08 6.21 22.66 4.19 7.25 413.05 -__ % to Net Area Sown 10.92 6.97 5.38 4.54 3.81 5.96 5.59 4.80 7.20 Area (000' ha) 42.18 40.59 84.88 25.15 15.11 57.46 9.57 23.67 1266.22 Sub total - - % to Net Area Sown 24.67 14.09 23.58 7.58 9.27 15.12 12.76 15.68 22.06 Total (Kharif & Rabi) Area (000' ha) 174.52 130.55 225.67 87.41 61.89 341.79 42.36 79.41 3931.16 Source: Orissa Agricultural Statistics - 2004-05 In the 8 districts of project area, irrigation facilities to cultivated land are available to some extent. On an average 43.83% of net area under cultivation is irrigated in Kharif season and 15.38% in Rabi season. Maximum percentage of cultivated land is irrigated in Bhadrak district and lowest percentage in Bolangir district. Discussion with farmers of the area reveals that though secondary data indicate such a good percentage area under irrigation, but in reality this is not true. The cultivated lands have been demarcated as irrigated area and the farmers are paying . rent for it, but irrigation water rarely reaches majority of the crop fields. As per secondary data

Consultancy Service for Feasibility Study and Detailed 57 Project Preparation for Proposed Orissa State Road Project Consulting Engineers Group Ltd., Jaipur Environment Assessment Report presented in Table 17, in Kharif season maximum area is under irrigation. But the farmers want irrigation mainly during Rabi season to grow second crop. Kharif irrigation is required only to save the crop during dry spell.

30/1 2/2006

Paddy Threshing on roadside in Bhadrak - Chandbali Corridor

Provision of irrigation always requires use of high yielding varieties, fertilizers, pesticides, insecticides etc to ultimately result in more productivity of crops. Unless scientific inputs are used irrigation facility alone cannot raise production or productivity in any project area. The present study reveals that per ha consumption of fertilizer in the districts of project area is not adequate. Though in districts like Bhadrak (98 kg/ha) and Ganjam (52 kg/ha) it is higher than Orissa state average of 43 kg/ha, but it is much less than figures of agriculturally developed states like Punjab (185 kg/ha), Tamilnadu (163 kg/ha) and Andhra Pradesh (156 kg/ha). This clearly reveals that commercial agriculture with use of fertilizers and other scientific agro inputs are rarely developed in major parts of the project area. Bhadrak and Ganjamn districts are more agriculturally developed than other 6 districts of Project area.

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Table 18 District wise consumption of fertilizer in 2004-05 (Fig in MlT)

Annual Consumption Total Cropped Per hectare District Area Consumption N Total (OOOha) (kg/ha)

Bhadrak 12728 6034 3819 22581 230.21 98 Keonjhar 6949 3617 920 11486 415.96 28 Kalahandi 14365 5817 3763 23945 523.10 46 Bolangir 7056 2694 1241 10991 439.23 25 Nuapara 3228 1313 610 5151 241.02 21 Ganjam 23272 4323 4071 31666 606.96 52 Gajapati 3778 284 283 4345 122.63 35 Raygada 4521 1427 1416 7364 223.85 33 ORISSA 223543 77993 53770 355306 8344.31 43 Source: OrissaAgricultural Statistics - 2004-05 The project area is scattered throughout the state, starting from Bhadrak in Coastal Orissa to Nuapara in far western parts of the State. The area covers different agro climatic zones with varied topography, soil, climate etc. Depending on these biological factors, different cropping . systems are being practiced. In the present study data were collected on area cultivated under different crops in different districts located in the Project area. The analyzed data has been presented in table 19. In the Project area, farmers grow mainly paddy. This is the principal crop in all the eight districts of Project area. Other cereal crops are maize, wheat, jowar, Bajra etc. Similarly, among the pulse crops, green gram/black gram rank first. The farmers grow these two crops in Rabi season on residual moisture available in the crop field after harvest of paddy. In some parts oilseed crops, fiber crops, sugarcane etc are also grown. In Khariar Bhawanipatna corridor on roadside farmers are cultivating sunflower and cotton. These are two important crops of the region. Table 19 Cropping pattern in study districts of Project area Area in 000 Districts ha; % -

Cos percentage to . 0. Gross . ~ Cropped c s| . Area __ _ . _ _ _ _ Area 178.16 205.64 267.38 230.94 105.46 259.67 35.97 66.13 4491.92 P °/O 77.39 49.44 51.11 52.58 43.75 42.78 29.33 29.54 53.83 Area 0.29 26.75 13.90 12.71 8.78 57.46 21.59 43.30 433.49 Other Cereals 0.13 6.43 2.66 2.89 3.64 9.47 17.61 19.34 5.20 Area 20.41 67.13 151.64 109.14 67.66 180.83 24.42 40.99 1650.97 Pulse Crops 8.86 16.14 28.99 24.85 28.07 29.79 19.91 18.31 19.79 . Area 3.13 44.56 47.31 42.23 42.83 49.64 17.90 37.46 840.87 Oilseeds 1.36 10.71 9.04 9.61 17.77 8.18 14.60 16.73 10.08

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Area in 000 Districts ha; %- Cos percentage to ;cl E .-. " Crops CrnpeGross s s Cropped co . 0 Area m Z 0 Area 23.37 57.52 21.30 21.58 10.86 46.26 18.01 16.46 651.83 Vegetables 10.15 13.83 4.07 4.91 4.51 7.62 14.68 7.35 7.81 . Area 3.65 9.53 4.12 3.91 4.18 5.12 3.01 2.63 145.78 Spces 1.59 2.29 0.79 0.89 1.73 0.84 2.46 1.17 1.75 Area 0.69 4.67 15.86 17.35 1.15 5.51 0.95 15.59 90.80 Fiber Crops 0.30 1.12 3.03 3.95 0.48 0.91 0.78 6.96 1.09 Area 0.52 0.16 1.35 1.24 0.06 2.48 0.67 0.12 33.83 Sugarcane - 0.23 0.04 0.26 0.28 0.03 0.41 0.55 0.06 0.41 Area 0.00 0.00 0.25 0.14 0.04 0.00 0.11 1.17 4.76 Tobacco 0.00 0.00 0.05 0.03 0.02 0.00 0.09 0.52 0.06 Gross Area 230.21 415.96 523.10 439.23 241.02 606.96 122.63 223.85 8344.26 Cropped 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00

Source: Orissa Agricultural Statistics - 2004-05

4.4

iFs,

J.~ ~ ,,"

.JI f ' } S- s ,.w

A/

v 2. r MOW

-- .2711 2/2006

Sunflower cultivation on roadsides of Bhawanipatna - Khariar corridor

Similar to cultivated crops, fruit crops are also grown in the project area with varying levels of coverage. Major fruit crops grown are Mango, Guava, Citrus, Litchi, Sapota, Banana, Papaya, Pineapple, Ber, Coconut, and Cashew nut etc. Area covered under different fruit crops district wise are presented in Table 20. Out of the eight study districts, in Ganjam district maximum area is under fruit trees.

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Table 20 Area under fruit crops in study districts of project area (2004-05) 0 (Area inO000ha - S. i. -

District UC CU U

Bhadrak 4.566 0.880 0.827 0.042 0.029 0.261 0.024 0.014 0.000 0.908 0.020 0.429 8.000 Keonjhar 5.206 1.454 1.442 0.011 0.070 0.786 0.036 0.056 0.000 1.231 2.990 0.612 13.894 Kalahandi 5.667 1.577 1.173 0.070 0.048 0.777 0.039 0.023 0.088 0.384 0.840 1.983 12.669 Bolangir 3.029 0.243 .0.569 0.028 0.296 1.391 0.035 0.010 0.380 0.896 0.040 3.210 10.127 Nuapara 2.315 0.682 0.460 0.030 0.009 0.244 0.021 0.009 0.373 0.107 0.190 1.075 5.161 Ganjam 7.328 0.168 2.663 0.004 0.339 1.833 0.041 0.035 0.000 7.340 13.690 1.273 34.714 Gajapati 2.830 0.369 1.761 0.009 0.135 0.354 0.026 0.051 0.000 1.991 4.640 0.615 12.781 Raygada 6.97 0.911 1.041 0.179 0.093 0.886 0.028 0.081 0.104 0.418 2.54 1.519 14.770 Orissa 120.250 13.804 26.416 3.907 3.266 20.734 0.743 0.705 2.317 50.783 89.390 41.297 373.612 Source: OrissaAgricultural Statistics - 2004-05 5.8 LIVESTOCK: Livestock rearing and production is always designated as an activity allied to agriculture. In an agricultural based economy livestock contribute a lot towards rural livelihood. It acts as a major . source of cooking energy, manure, nutrition, food and also traction power. It also acts as a buffer to household earning during natural calamity including crop failures. In an agriculturally developed area, livestock is also developed because of the symbiotic association between the two.

-V;

- .. ---E * -4

Grazing by cattle on sides of Project road corridor

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The secondary data collected on livestock population in the 8 districts of project area, is presented in table 21. The analysis of the data reveals that there is good number of cows, buffaloes, goats and poultry in project areas. The average number of cattle in each household varies from 1.56 in Ganjam district to 2.60 in Bhadrak district. Similarly, the average number of buffaloes reared in each household varies from 0.68 in Rayagada district to 0.06 in Bhadrak district. Discussion with the villagers' reveals that due to lack of communication facilities, they face lot of difficulty in marketing of produces otherwise they would earn handsomely from livestock rearing. Table 21 Livestock population of study districts of project area Districts

Category .- CuC

No of Rural HH 215142 T 283092 299942 T272975 r 116329 T 5385~30 T100306 T165257 l 6618547

Cattle Indigenous .C Crsbed Population 25115 34413 17629 30242 1779 25405 10894 3992 869615 Average Nos ..../HH 0.12 .0.12 0.06 0.11 0.02 0.05 0.11 0.02 0.13 Population 535128 678918 463427 478191 205978 816256 229101 357680 12898275 Average Nos ...../HH 2.49 .2.40 I .55 I1.75 I1.77 1.52 2.28 2.16 1.95 Population 0 48 0 1205 3 0 42549 Average Nos ../HH 0.00 0.0 0.00 /H H 0.01 0.00 0.00 0.00 0.01 Toa ate Population 560243 713379 481056 508433 208962 841661 239998 361672 13810439 AverageNosfa/HH 2.60 2.52 1.60 7 116. 80 1.5 2.39 6 2.19 2.09 Buffaloes Population 12134 36080 94598 99748 32166 126094 23898 111340 1356765 Average Nos../IHH 0.06 0.13 0.32 0.37 0.28 0.23 0.24 0.67 0.20 Imdrgnod Population 4 369 936 240 5211 802 895 31259 Average Nos../HH 0.00 0.00 0.00 1.75 0.00 0.01 0.01 0.01 0.00 Total Population 12138 36449 95534 99988 32257 131305 24700 112235 1388024 Buffaloes Averaee Nos. /HH 0.06 0.13 0.2 0 1.25 0. 0 .21 Sheep's Population 7319 144133 100928 119403 29798 145914 10492 48093 1779367 Average Nos../HH 0.03 0.51 0.34 0.44 0.26 0.27 0.10 0.29 0.27 Goats Population 1773701 403218 221848 268112 87377 218370 12239991 158225 5879723 Average Nos../HH 0.86 .52 10.74 0 .98 0.41 1.220.75 0.96 0.89 Sheep's Popuatio nigs Population 4792 22710 7689 3391 1298 13571 17039 38976 601917 Average Nos../HH 0.02 0.08 0.03 0.01 0.01 0.03 0.17 0.24 0.09 Total Population 416229 1122789 825130 848338 230844 1437489 359781 498787 18437782 Average Nos../HH 1.93 . 0.75 3.11 10.98 2.67 1.2 9 02.79 Source: Livestock Census, 2001 5.9 FISHERIES: The prPoect area has good number of water bodies namely tanks, ponds, rivers and lakes. From these water bodies there is production of fresh water fishes. But, fishery adopting scientific practices is limited

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only O in case of large farmers. The principal diet in the rural household is rice and fish. To meet the fish requirement the villagers mainly depend on water bodies in and around the project area. Out of the eight districts of project area, two (Bhadrak and Ganjam) are located adjacent to Bay of Bengal and there is report of marine and brackish water fishes in these districts. The secondary data collected on annual fish production in districts of project area is presented in table 22.

Table 22 Annual productions of fish in study districts of project area (In tons) Districts Fresh Water Marine Brackish water Total Bhadrak 64461.40 1000.00 15988.60 81450.00 Keonjhar 56220.70 0.00 0.00 56220.70 Kalahandi 83629.10 0.00 0.00 83629.10 Bolangir 84324.60 0.00 0.00 84324.60 Nuapara 22091.50 0.00 0.00 22091.50 Ganjam 171740.70 91756.30 16487.70 279984.70 Gajapati 11879.30 0.00 0.00 11879.30 -'aygada 6092.20 0.00 0.00 6092.20 Orissa 1655919.90 1168803.90 244773.80 3069497.60 Source: StatisticalAbstract of Orissa -2005 5.10 MINERALS: The state is rich in mineral resources. About 27 different kinds of minerals are found in Orissa. The mineral belt is spread over in an area more than 6000 sq. km. The state rank 5h and 6h in the country in iron and coal reserve, respectively. It contributes about 90% of Chromites, 80% of Graphite, 46% Dolomite and about one third (40%) of India's Manganese ore production. It tops Bauxite production and shares 47% of the total production. In the districts of Project area following minerals deposits are there. Table 23 Mineral Resources available in study districts of Project area

Study district Type of mineral ores available

Bhadrak NIL

Bolangir Bauxite, Graphite, Limestone, Manganese, Gemstone. Gajapati Graphite.

Ganjam Mineral sand

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Study district Type of mineral ores available Kalahandi Bauxite, Graphite, Manganese, Gemstone. Keonjhar Chromite, Chinaclay, Pyrophyllite, Manganese, Gold Nuapara Bauxite, Limestone Rayagada Bauxite, Graphite, Manganese. Source: Orissa Mining Corporation office, 2006 The Manganese deposits in the project area are found in Rayagada-Kalahandi-Bolangir belt. Bauxite is available in huge quantities in Niamagiri hills bordering Rayagada and Kalahandi districts. Graphite ore is also available in Sargipalli belt (Bolangir and Kalahandi Districts) and Titlagarh belt (Bolangir and Kalahandi Districts). Chromite deposits are located in Boula- Nuasahi area of Keonjhar District near to project corridor. Limestone is also found in the Nuapara and Bolangir Districts of Project area. Sand minerals or heavy minerals are found in the belt along Ganjam coast of the State. The belt is under lease by Indian Rare Earth Limited. The entire ore is exported to America, Japan, Norway etc. through a minor Gopalpur port. 5.11 INDUSTRIES: In 1950, Orissa did not have any industry worth the name except for a few sawmills and some ice factories near Cuttack. Exploitation of its natural resources began in the 1950's with the construction of Hirakud Dam and Rourkela Steel Plant. The progress of development was slow during the first three Plan Periods. Beginning from the 1970s, more dams, mines and industries were setup and use of mineral and other natural resources started at a faster rate. Formulation of new Industrial Policy in 2001 and higher emphasis on industrialization by elected Government, Orissa has witnessed a huge influx of corporate giants to set up Industries in the State. These mainly include Iron and Steel Industries and Thermal Power Plants. Recently, State Government has signed MOU with 43 Corporate Houses to set up Steel Plants in the State. In the Project area of OSRP, a good number of Industries are located, a list of which are presented below. Table 24 Industries in study districts of Project area Study district Industries Bhadrak - Chandbali Food & Food processing small scale industries at Chandbali and Light Engineering small scale industries at Bhadrak

Bhadrak - Anandapur Ferro Chrome factory of FACOR at Rahandia

Food & Food processing small scale industries at Khariar and Drugs and Pharmaceutical, Khariar -Bhawanipatna Food & Food Processing, Textile small scale industries at Bhawanipatna

Berhampur - Bangi Jn. Agro based, Cement based, Edible oil and forest based industries at Mohana

Bangi Jn. - J.K.Pur Ferro Silicon plant of IMFA at Theruveli, J.K. Paper mill - Rayagada, Source: Industries Department, Government of Orissa

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. 5.12 ARCHAEOLOGICAL SITES/PLACES OF TOURIST INTEREST: No archaeological sites are located within project area of the road corridor. Only tourist places are located the details of which are presented in table 25. Table 25: Tourist places located within the districts of Project area Name of District Tourist Spot Bhadrak Bhadrakali Temple Aredi - Akhandalamani Temple Bolangir Harishankar Temple Mahendragiri hills Gandahati Waterfall Gajapati Taptapani - Hot water spring -Nirmaljhara water fall Tara Tarini Temple Chilika Lake -Gopalpur sea beach Manikeswar Temple Kalahandi Phurli Jharana (Water Fall) Rabandhar (Natural Stream) Bada Ghagara Water fall Keonjhar Sana Ghagara Water fall Bhim Kunda Water body _ _ __ Ghatagaon Tarini Temple Pathara Dam Nuapada Patala Ganga (Hot Spring) ._ Budhi Komna Temple Hatipathar Water Fall Majhigori Temple Titijhola Picnic Spot Minajhola Picnic Spot Source. District StatisticalHandbooks, 2005 5.13 FOREST & VEGETATION OF THE AREA: Out of the five corridors under Phase I Year I, only two corridors i.e. Berhampur - Bangi Jn. and Bangi Jn to JK Pur passes through Reserve Forests and Protected Forests in Rayagada, Gajapati and Ganjam Districts.

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Table 26 Forests in the vicinity of road corridor

Project Corridor Details

Khariar-Bhawanipatna No Reserved forest or protected area

Chandbali-Bhadrak No Reserved forest or protected area

Bhadrak-Anandapur No Reserved forest or protected area

Bramhapur-Bangi JN- JK Pur Reserved forest, ghats, and wildlife crossing points.

In addition to Reserve and Protected Forests under Forest Department, protected forests in the form of avenue plantations exists along roadsides and will also be acquired for construction purpose. The detailed list of trees to be cut for widening of the road is presented in Table 27 (Chainagewise list in Annexure - I A to E). Tree enumeration was done both for existing and proposed RoW and added up together to find out total number of trees to be cut. However, the number of trees to be cut may slightly vary due to change in alignment. This will be finalized during Joint Verification exercise by OWD officials and officials from Forest Department.

Table 27 List of trees located within existing & proposed RoW and will be affected

Left Right Girth at Ht. 1.37m from G.L. (in cm) Girth at Ht. 1.37m from G.L. (in cm)

Corridor 2 2E 2 00 Total

o o o AA Bhadrak - Chandbali 0 108 2324 545 2977 0 108 2013 392 2513 5490

Bhadrak - Anandapur 0 213 1864 452 2529 1 229 1897 356 2483 5012

Khariar - Bhawanipatna 0 312 932 685 1929 0 402 825 608 1835 3764

Berharnpur - Bangi Jn. 0 45 3524 638 4207 1 56 3543 572 4172 8379

Bangi Jn. - J.K.Pur 0 87 1160 209 1456 0 13 1613 200 1826 3282

Total 0 765 9804 2529 13098 2 808 9891 2128 12829 25927 Source: Primary Survey, 2006

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. The project roads are some of the oldest roads of Orissa state. Hence, a good number of sound and healthy avenue trees and multiple rows of avenue trees have been raised over years. In Khariar - Bhawanipatna section, discussion with the local community revealed that majority of the giant trees on road side were planted several decades back by rulers of Princely States. These trees have formed excellent green tunnels on roadsides. Attempt has been made to save these old trees and green tunnels during finalization of design. The road double-laning can be easily carried out with minimum sacrifice of tree growth if carefully planned. However the old hollow and rotten trees may need removal for road safety.

Hollow tree on side of Bhawanipatna - Khariar Corridor Major tree species under avenue plantation in the road corridor includes Anogeissus latifolia, Azadirachta indica (Neem), Buchanania lanjan (Chiranji), Butea moNos.perma (Palas), Careya arbores, Cassiafistula, DalbergiaLatifolia (Sishu), Diospyros melanoxylon (Kendu), Madhuca Indica (Mohua), Phyllanthus emblica (Amli), Scleich era oleosa (Kusum), Sam ecarpus anacardium (Bhalia), Semaruba glauca, Shorea robusta (Sal), Syzygium Cummini (Jarnurn), Tectona grandis, Terminalia arjuna (Arjun), Terminalia belerica (Bahera), Terminalia chebula, Wrightia arborea, Zizyphus Oenoplia. Similarly, important medicinal plants found in the project area are chandan (Santa/urn album), bija (Pterocarpus marsupium), rohini (Ssoyimida fabrifuga), fanfana, (Oroxylon indicem), kamalagudi (Malotus philipinansis), patuli (Pterospernum swave), chandeigodi (Vitex .peduncularis),bidanga (Embelia ribes), modafal (Helioteres isora), bumpipali (Piper lon gum),

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karpura haldi (Curcuma aromatica), iswari (Aristolochea indica), bridha daruka (Aargeyreia durvula) etc. Detailed discussion about tree species, flora and green tunnels has been made in the Biodiversity Assessment and Management plan prepared separately by OSRP. 5.14 WILD LIFE: Decades before, the project area had rich diversity of mammals, birds, reptiles and fishes. Now these animals are sparsely seen due to poaching and loss of habitat. The advance of cultivation along with growth of population and communication network has driven the wild animals back to the reserve forests in and around the project area. Table 28 Nearest Wildlife Sanctuary of Road Corridors Wildlife Sanctuary Road Corridor Location 840-16' to 840-25'(E) Longitude Lakhary valley Elephant sanctuary Berhampur - Bangi Jn 190-15' to 190-25' North Latitude

Hadagarh WL Sanctuary Bhadrak - Anandapur 860-l 1 to 860-25 (E) Longitude 860-30' to 870-06'(E) Longitude Bhitarkanika WL Sanctuary Chandbali - Bhadrak 20°-30' to 20°-50' North Latitude

Out of five corridors, the above-mentioned three corridors are passing within 10 km radius of Wildlife Sanctuaries. Among the wild animals in Orissa, elephants do move over long distances for foraging, as their food requirement is very high and with the depletion of forests, vegetation and fragmentation of their habitat they have to cover long distance to meet their food requirement. Hence they migrate crossing roads, rivers, hillocks and cultivated land. In Berhampur - Bangi Jn. Corridor wildlife crossings were observed, the detailed account of which is presented in Biodiversity Assessment and Management plan. Majority of the crossings are for Elephants and sloth bear. Table 29 Wildlife movements in Project road corridors Project Corridor Chainage of wildlife Species crossing the road Important stretches which movement in Km. species mainly cross Chandbali - Bhadrak 26.1km, These are the wetlands and There are canals and rivulets 28.8 kIn, creeks, drainage channels etc. that serve as the conduit in 30.05 kIn, which serve as a food source the biodiversity chain to 31.6 kIn, for aviary, amphibian and generate, disperse and 36.005 km reptilian fauna as well as the regroup the different species vital breeding ground of for reproduction in intertidal sweet and brackish water areas and flood plains of fish, shrimp, mollusks, river Baitarani. amphibians, reptiles, rodents and millions of micro organism, common crabs, Crustacean and dragon fly

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Project Corridor Chainage of wildlife Species crossing the road Important stretches which movement in Km. species mainly cross

etc.______Bhadrak - 12.2 kIn, Hyena, Rabbit, Frog, Lizard, Anandapur 13.8 kIn, Snakes, Jackal move across 17.2 km, the road 21.75 km, 23.5 km, 34.0 km, Check gate 41.1 km Check gate Bhawanipatna - 4.1 km, Hayenas, wolves fox, python, There is no important stretch Khariar 18.85 km, snakes rats, mongoose, 22.15 km, civets, amphibians, monitor 23.35 km, lizards and gekos. 54.35 km, 65.1 km, 67.85 km Bramhapur - 26.1 km Sloth bear - 26.1 The prominent movement is Mohana - Bangi Jn - 118 km Elephant pass Bear corridor at 26.1 J.K.Pur - Rayagada 121 to 123 km Elephant pass (Moulabhanja), 118.0 & 41.0 km 121.0 Goibandha elephant 53.0 km corridor that is regular 56.0 to 56.5 km crossing. For other wild life 66.5 to 67.0 km, out of the total length spots 73.0 km located under column 6 the 78.0 to 79.0 km frequented spots are at 91.0 km, chainage 53, 56, 66.5, 91, 96, 93.0km, 107, 118, 171 andl76kms. 96.0 km, 102km 107 kIn, 174 km, 176 kmI Source: Primary survey, 2006 5.15 WATER BODIES Water bodies in the project area mainly include rivers, ponds, canals, tanks etc. No. of water resources inside the RoW of each of the project corridor is presented below. Major rivers flowing in and around project area are Baitarani, Rusikulya, Bahuda, Bansadhara, Nagavali, Salandi, Sunder and Tel. Baitarani River originates from the Gonasika hills of the Keonjhar districts. It is 365 kms long and its catchments area spread over 12,790 sq. kmns. It enters into the Bay of Bengal after joining of the Brahmani at Dharma mouth near Chandabali Subarnrekha.

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The Rusikulya originates from the Rushyamala hills of the Eastern Ghats in Phulbani district. It is 165 kms long with 8900 sq. kms of catchments areas. It's tributaries are the Baghua the Dhanei Badanadi etc. It has no delta at its mouth. The Bahuda originates from the Ramgiri hills of the Eastern Ghats in Gajapati districts and joins the bay of Bengal in Andhra Pradesh. Its length 73 kms having a catchments area of 1250 sq. kms. The Bansadhara originates from the flanks of the Durgakangar hills (Lingaraj hills) of the Eastern Ghats in Kalahandi districts. It is 230 kms long out of which only 150 kms in Orissa. It enters in to the Bay of Bengal at Kalingapatnam in Andhra Pradesh. It has a catchments area of 11500 sq. kms. The Nagabali originates from the Bijipur Hills of the eastern ghats near Lanji garah. It is 210 kms long out of which 100 kms is in Orissa. It has a total catchments area of about 9410 sq. kms. The Salandi originates from the Meghasani Hills of the Similipal massif in Keonjhar district. It is 144 kms long with catchments areas of 1793 sq. kms.

rF- ,-. !

~a1

Tank /Ponds on sides of Project Road corridor All of the project roads have man-made water ponds, tube wells, and open wells, water bodies etc on sides of road. During the field survey attempt was made by the study team to identify and locate different water sources within 20m to 30m from the road edge on both the sides and find out how many of them will be fully and partially affected because of road improvement programme. The details of these figures corridor wise are presented in table 30. It was observed

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. that majority of the tube wells and open wells are fully affected. But in case of pond and water bodies, majority comes under category of either partially affected or not affected. One small Check Dam (Water Harvesting Structure) constructed for irrigation purpose will be fully affected in Berhampur - Bangi Jn. Table 30 Potentially affected water sources in road corridor

Corridor: Bhadrak - Chandbali Type of CPRs Partially Affected Fully Affected Total Open Well 0 3 3 Drinking water tap 0 12 13 Tube well 0 29 39 Pond 14 5 32 Water bodies 14 0 17 Total 28 49 104 Corridor: Bhadrak - Anandapur Type of CPRs Partially Affected Fully Affected Total Open Well 0 3 6 Drinking water tap 0 24 26 Tube well 0 34 52 Pond 13 3 30 Water bodies 1 0 1 Total 14 64 115 Corridor: Bhawanipatna - Khariar Type of CPRs Partially Affected Fully Affected Total Open Well 0 4 28 Drinking water tap 0 12 17 Tube well 0 54 71 Pond 7 1 34 Water bodies 3 0 3 Total 10 71 153

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Corridor: Berhampur - Bangi Jn. Type of CPRs Partially Affected Fully Affected Total Open Well 0 32 90 Drinking water tap 0 42 53 Tube well 0 131 176 Pond 26 2 48 Water bodies 8 3 19 Check Dams (WHS) 0 1 1 Total 34 211 387

Corridor: Bangi Jn. - JK Pur Type of CPRs Partially Affected Fully Affected Total Open Well 0 4 5 Drinking water tap 0 12 12 Tube well 0 16 17 Pond 1 0 1 Water bodies 2 0 2 Total 3 32 37 Source: Primarysurvey, 2006 5.16 DEMOGRAPHY The demographic profiles of the 8 districts of Orissa state, which constitute the project area, are presented in table 31 to 34. It was revealed from the data that the about 29% of the state's total population reside in eight districts of project area. The density of population in Bhadrak and Ganjam district is 532 and 385, respectively, which is almost double the density of population in the State (236). Out of the eight districts of project area, six districts namely Rayagada, Gajapati, Keonjhar, Kalahandi, Bolangir and Nuapara are dominated by tribal. Major parts of these six districts are located in TSP areas of the State. The percentage of ST in Bhadrak district is only 1.88, whereas that of SC is 21.50. Similar is the case with Ganjam district, which is dominated by Scheduled Castes than Scheduled Tribes. Further, as per Census 2001 figures, Rayagada and Gajapati districts recorded very low literacy rate i.e. 36.15 and 41.26%, respectively. This is because of the fact that majority of the population in these two districts are Scheduled Tribes and the rate of literacy in this community is very low.

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* Table 31 Demography of study districts of project area

Districts Total Population % to state's total population Density of Population (Nos./sq km) Bhadrak 1333749 3.62 532 Keonjhar 1561990 4.24 188 Kalahandi 1335494 3.63 169 Bolangir 1337194 3.63 203 Nuapara 530690 1.44 138 Ganjam 3160635 8.59 385 Gajapati 518837 1.41 120 Raygada 831109 2.26 118 Orissa 36804660 100.00 236 Source: StatisticalAbstract of Orissa - 2005

Table 32 Percentage of SC and ST in study districts of project area

l c % to total population DistrictsSTC ST SC B3hadrak 1.88 21.50 Keonjhar 44.50 11.62 Kalahandi 28.65 17.67 Bolangir 20.63 16.92 Nuapara 34.71 13.62 Ganjam 2.88 18.57 Gajapati 50.78 7.50 Raygada 55.76 13.92 Orissa 22.13 16.53 Source: StatisticalAbstract of Orissa- 2005

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Table 33 Literacy rate in study districts of project area

D c Literacy rate (%) Districts Male Female Total Bhadrak 84.65 62.85 73.86 Keonjhar 71.99 46.22 59.24 Kalahandi 62.66 29.28 45.94 Bolangir 71.67 39.51 55.70 Nuapara 58.46 25.79 42.00 Ganjam 75.22 46.44 60.77 Gajapati 54.71 28.42 41.26 Raygada 48.18 24.56 36.15 Orissa 75.35 50.51 63.08 Source: StatisticalAbstract of Orissa- 2005 As regards the strength of work force in the population of of project area, the census data of 2001 in 8 districts are presented in table 34. The analysis of data reveals that % of main workers in the total population varies from 34.70% in Gajapati district to 22.61% in Bhadrak district. The occupational pattern of workers indicates that majority are either cultivators or agricultural labourers. Table 34 Workforce participation rate and occupational pattern in study districts of project area

% to total population % to total workers Districts Main Marginal Non Cultivators Agricultural Workers in HH Other workers workers workers Labourers industry workers Bhadrak 22.61 6.26 71.13 39.11 28.50 2.43 29.96 Keonjhar 25.30 14.47 60.23 32.98 36.35 4.49 26.18 Kalahandi 28.61 17.89 53.50 29.63 50.33 2.87 17.17 Bolangir 26.30 15.56 58.14 31.03 40.06 4.30 24.61 Nuapara 24.79 21.26 53.95 34.10 46.28 2.94 16.68 Ganjam 25.94 15.38 58.68 24.69 38.59 3.80 32.92 Gajapati 34.70 18.41 46.89 32.71 45.15 2.13 20.01 Raygada 30.07 17.96 51.97 29.10 46.06 1.90 22.94 Orissa 26.05 12.74 61.21 29.75 35.02 4.91 30.32 Source: StatisticalAbstract of Orissa - 2005

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O5.17 AVAILABILITY OF INFRASTRUCTURE & SERVICE FACILITIES Information on access to infrastructure and service facilities indicates the quality of life pursued by the community residing in any area. The health, education, sanitation and other socio economic status of people are mainly influenced by availability of infrastructure and service facilities in the area. In the present study data were collected by the study team on availability of these facilities in the 8 districts of the project area and a detailed discussion is made facility wise in the below mentioned paragraphs (Table 35). Education: Number of Primary Schools, Middle Schools, High Schools, Colleges and professional/technical institutions in each of the districts are presented in table 35. Population served per school/college in thousand numbers was also calculated district wise and presented in the table. The analysis reveals that in trend is almost similar in 8 districts of Orissa state. In all the study districts, the number of institutions for professional/technical education is very less and there is need for opening of additional institutions to meet the requirement of population. Health: Availability of health facilities is inadequate in the project area. Average population served per hospital/health institution varies from 9760 in Keonjhar district to 15420 in Ganjam district. Post Offices: Availability of post offices is adequate in the project area. Average population served per post office varies from 4740 in Nuapara district to 3520 in Keonjhar district. . Banking and Credit facilities: Regarding banking and credit facilities, situation is worse in 8 districts of Orissa. Availability of commercial bank branches is better in Bhadrak district and poor in Bolangir district. But in Bolangir district situation is better with regard to availability of Agricultural Credit Cooperative Societies. In fact availability of more numbers of Banking and Credit facilities is a good sign and will be of lot of help to the farmers in post project period to take up other income generating schemes. This will also help the poor farmers from exploitation of local moneylenders. Electricity: Electric energy for lighting, entertainment purpose is a important requirement for maintaining healthy quality of life. It was revealed from the secondary data that on average 73% villages in the 8 districts are electrified. Percentage of electrified villages varied from 39.50% in Rayagada district to 94. 10 in Bolangir district (Table 36). There is an urgent need to electrify the un-electrified villages for improvement in quality of life of rural people.

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Table 35 Availability of Service facilities in study districts of Project area

Districts --

Service facilities E c2o

m z u 0 Nos. 328 444 306 285 112 680 146 201 8175 Post Offices -_ - Dependency rate 4.07 3.52 4.36 4.69 4.74 4.65 3.55 4.13 4.50 Nos. 37 25 28 38 15 70 2 26 1325 Factories Dependency rate 36.05 62.48 47.70 35.19 35.38 45.15 259.42 31.97 27.78 Nos. 161 87 80 68 28 191 27 47 2240 Commercial Bank Branches Dependency rate 8.28 17.95 16.69 19.66 18.95 16.55 19.22 17.68 16.43 Nos. 108 39 77 158 26 400 50 14 2728 Agricultural Credit Cooperative Societies I Dependency rate 12.35 40.05 17.34 8.46 20.41 7.90 10.38 59.36 13.49 Nos. 32 10 20 4 0 41 3 3 702 Non-Agricultural Credit Cooperative Societies - Dependency rate 41.68 156.20 66.77 334.30 0.00 77.09 172.95 277.04 52.43 Nos. 13 22 21 21 8 37 11 16 540 Veterinary Hospitals/Dispensaries - Dependency rate 102.60 71.00 63.59 63.68 66.34 85.42 47.17 51.94 68.16 Nos. 98 114 69 100 28 175 38 67 2688 Artificial Insemination Centers Dependency rate 13.61 13.70 19.35 13.37 18.95 18.06 13.65 12.40 13.69 Nos. 1239 1807 1705 1933 731 2936 937 1482 42104 Prinary Schools I Dependency rate 1.08 0.86 0.78 0.69 0.73 1.08 0.55 0.56 0.87 Nos. 527 632 356 414 204 642 104 188 11510 Middle Schools I_I_I Dependency rate 2.53 2.47 3.75 3.23 2.60 4.92 4.99 4.42 3.20 Nos. 325 411 245 254 113 489 63 60 6820 High Schools - Dependency rate 4.10 3.80 5.45 5.26 4.70 6.46 8.24 13.85 5.40 Nos. 24 35 62 59 23 121 30 49 1701 Colleges (Higher Secondary and above) Dependency rate 55.57 44.63 21.54 22.66 23.07 26.12 17.29 16.96 21.64 Nos. 2 2 0 1 0 6 1 4 63 Professional & Technical Colleges Dependency rate 666.87 781.00o 0.00 1337.19 0.00 526.77 518.84 207.78 584.20 Nos. 7 13 13 14 5 24 7 11 328 Family Welfare Centers Dependency rate 190.54 120.15 102.73 95.51 106.14 131.69 74.12 75.56 112.21

Medical Institutions (Hospitals, Dispensaries Nos. 102 160 93 104 37 205 35 74 2698 etc.) Dependency rate 13.08 9.76 14.36 12.86 14.34 15.42 14.82 11.23 13.64

NB: Dependency rate: Population (in 000 Nos..) dependent per unit of service facilities Source: StatisticalAbstract of Orissa - 2005

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Table 36 Electrification of viUlages in study districts of Project area

Districts % of Villages Electrified Bhadrak 83.80 Keonjhar 85.80 Kalahandi 63.60 Bolangir 94.10 Nuapara 80.90 Ganjam 86.80 Gajapati 50.40 Raygada 39.50 Orissa 77.00 Source: StatisticalAbstract of Orissa - 2005 5.18 NOISE LEVEL

Noise has become a major concern to all classes of people because of its growing menace, at each nook and comer of the country. Industries, transportation, many human activities contribute a lot to the sound level of a particular area. In order to assess the noise level in and around the proposed project, field monitoring was carried out at 13 locations along the existing alignment. Noise monitoring was carried out at each location for 24 hours during the study period.

Interestingly, it was observed that noise level is high during daytime than nighttime. This is due to the fact that during daytime movement of local people, vehicles cause lot of noise along the road corridor. It was observed that noise level at Berhampur town, Bhawanipatna town and Bhadrak town is marginally higher (Table 373 A, B & C) than prescribed limits.

Table 37 Noise level (dB) along the project stretch A. Corridor: Berhampur - Bangi Jn - JK Pur

Monitoring Locations Noise Level in Leq dB (A) Day time Night time Berhampur Town (Start of Project Road) (Conmmercial) 66 58 Taptapani Chainage 50.00 of SH - 17/ Dear Park Chainage 49.00 for Reserve Forest 46 (Conmmercial) Adava Chainage 81.500 of SH - 17 (Commercial) 64 55 Kenduguda Chainage 123.500 of SH - 17 (Residential) 54 44 Raygada Town (Commercial) Near Chainage 18.00 of SH - 4 62 55 Ghats portion Chainage 39.00 SH - 4 (Residential) 54 45 Standards (dB (A) Leq) Commercial area 65 55 Standards (dB (A) Leq) Residentialarea 55 45

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B. Corridor: Chandbali - Bhadrak - Anandapur Noise Level in Leq dB (A) Monitoring Locations Day time Night time Chandbali Chainage 48.00 of SH - 9 (Conmmercial) 64 55 Bhadrak Chainage 0.00 of SH - 9 (Commercial) 68 58 Anandapur Chainage 46.0 of SH - 53 (Residential) 59 48 Standards (dB (A) Leq) Commercial area 65 55 Standards (dB (A) Leq) Residential area 55 45 C. Corridor: Khariar - Bhawanipatna Noise Level in Leq dB (A) Monitoring Locations Day time Night time Khariar Town Chainage 70.000 of SH- 16 (Comnmercial) 65 58 Village Gandharala Chainage 50.000 of SH- 16 (Residential) 62 55 Karalapada Village Chainage 22.800 of SH-16 (Residential) 60 54 Bhawanipatna Town Near Chainage 3.000 of SH-16 (Conmmercial) 68 56 Standards (dB (A) Leq) Commercial area 65 55 Standards (dB (A) Leq) Residential area 55 45

Source: Primary survey, 2006

5.19 WATER QUALITY

The rivers, streams, bore wells, dug wells; pond and water logging areas constitute the water resources of the entire project stretch. Most of the streams are seasonal and carry water and wastewater during rainy seasons. The ground water table is found at a depth of 5-8 meters below ground level.

Erosion in the riverbanks and both sides of the streams is a common sight. In most of the pond water quality is perceived and opined to be in deteriorated conditions. The reason being uncontrolled use of the pond water i.e. people use the water for taking bath, washing clothes, utensils and mostly for cattle bathing. People opine that during rainy season the pond water quality becomes worse. It has been reported that epidemics spread through these water sources because of unscrupulous use of such resources. To assess the ground & surface water quality of the project area, samples were collected from ocations (Surface water & Ground water) and the detailed analysis is presented in Table 38.

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Table 38 Surface and Ground Water quality along the road corridor - B. Corridor: Berhampur - Bangi Jn - JK Pur

Parameters Wl W2 W3 W4 W5 W6 W7 W8 Physico-chemical parameters: pH 7.01 6.90 8.02 7.65 8.25 8.16 7.85 6.55 Electrical Conductivity (mS/cm) 245 256 264 354 510 775 870 752 Hardness (CaCO 3 ) (mg/L) 212 210 208 220 254 450 435 354 Calcium as Ca (mg/L) 36 31 45 58 54 68 70 82 Magnesium as Mg (mg/L) 19 21 22 28 14 25 37 42 Sodium as Na (mg/L) 19 14 28 18 20 47 52 60 Potassium as K (mg/L) 1.25 1.00 1.39 1.48 0.98 3.90 2.05 2.87 Total Alkalinity (mg/L) 132 141 135 184 171 356 372 281 Chloride as Cl (mg/L) 70 79 45 85 68 111 148 150 Fluoride as F (mg/L) 1.15 0.55 0.68 1.10 1.38 1.30 1.27 0.95 Sulphate as S04 (mg/L) 7.0 3.0 2.0 2.5 3.6 8.0 11.0 9.1 Phosphate as P04 (mg/L) 3.50 6.50 4.10 3.75 4.09 3.80 3.45 2.64 Nitrate as NO3 (mg/L) 5 5 4 6 8 13 14 9 Iron as Fe (mg/L) 0.20 0.19 0.15 0.16 0.14 0.25 0.15 0.14 Total Dissolved Solids (mg/L) 300 200 400 300 300 240 450 430 Total Suspended Solids (mg/L) 39 41 15 18 22 19 21 17 Biological Parameters

E - Coli Present Present Present Present Present - - Dissolved Oxygen (mg/L) 6.00 5.20 3.90 8.00 6.50 4.20 3.55 4.15 Bio-chemical oxygen demand (mg/L) 1.0 1.0 2.0 1.0 2.0 1.5 2.0 2.8 Total Coliforms/(MPN/l00ml) 65 74 68 89 90 45 54 55 COD (mg/L) 34 52 38 44 42 62 61 38

Sample No Location WI Kudhar River at Chainage29.500 of SH - 17 W2 Surface Water Body at Chainage81.500 of SH - 17 (Right hiand Side) W3 Surface Water Body at Chainage 123.500 of SH- 17 W4 BansadharaRiver at Chainage 141.500 of SH- 17 W5 Pond at Chainage22.500 (Left) of SH - 17 W6 Ground Water DigapahandiChainage 24.500 of SH- 17 W7 Ground Water at Mohana (Chainage 66.200) of SH - 1 7 W8 Ground Water at Habitation (Chainage 101.500) of SH - 17

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B. Corridor: Chandbali - Bhadrak - Anandapur Parameters Wl W2 W3 W4 W5 W6 Physico-chemical parameters: pH 8.40 8.36 8.25 7.26 7.80 8.21 Electrical Conductivity (El S/cm) 350 258 1006 880 1085 290

Hardness (CaCO3 ) (mg/L) 198 155 560 570 580 302 Calcium as Ca (mg/L) 26 34 60 76 85 42 Magnesium as Mg (mg/L) 16 18 29 25 28 34 Sodium as Na (mg/L) 26 18 44 42 48 20 Potassium as K (mg/L) 1.09 1.11 1.75 1.10 1.76 1.14 Total Alkalinity (mg/L) 145 214 198 144 105 139 Chloride as Cl (mg/L) 78 84 57 55 68 61 Fluoride as F (mg/L) 0.36 0.88 0.68 0.71 0.99 0.95

Sulphate as S04 (mg/L) 6 3.00 4 11 16 2.00

Phosphate as P04 (mg/L) 2.95 3.24 8.00 4.45 5.56 2.91

Nitrate as NO3 (mg/L) 3 7 8 11 19 6 Iron as Fe (mg/L) 0.22 0.18 0.14 0.11 0.13 0.16 Total Dissolved Solids (mg/L) 200 300 214 209 118 200 Total Suspended Solids (mg/L) 40 25 28 29 32 18 Biological Parameters E - Coli Present Present - - - Present Dissolved Oxygen (mg/L) 7.10 6.40 4.40 3.12 5.02 7.50 Bio-chemical oxygen demand (mg/L) 1.0 2.0 1.9 2.4 3.2 1.0

Total Coliforms/(MPN/1OOml) 45 67 - - - 72 COD (mg/L) 55 54 48 52 61 42

Sample No Location W3 Ground Water Sample at Chandbalinear Chainage 3.00 of SH - 9 W4 Ground Water Sample at Bhadrak Chainage 2.000 of SH- 53 W5 Ground Water Sample at Anandapur Chainage 44.00 of SH- 53 W6 Pond Water Sample at Chainage 56.900 at Satkosia of SH- 53

C. Corridor: Khariar - Bhawanipatna Parameters WI W2 W3 W4 W5 Physico-chemical parameters: pH 7.85 8.10 7.15 7.65 7.10 Electrical Conductivity (mS/cm) 378 588 888 456 980

Hardness (CaCO3 ) (mg/L) 228 360 440 215 542

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Parameters Wi W2 W3 W4 W5 Calcium as Ca (mg/L) 32 28 58 40 82 Magnesium as Mg (mg/L) 18 12 28 24 42 Sodium as Na (mg/L) 25 28 45 22 51 Potassium as K (mg/L) 1.40 1.15 2.15 1.08 2.45 Total Alkalinity (mg/L) 189 205 265 164 420 Chloride as Cl (mg/L) 86 125 165 71 144 Fluoride as F (mg/L) 0.69 0.81 0.92 0.41 0.65 Sulphate S04 as (mg/L) 4 3.00 28 8 11 Phosphate as P0 4 (mg/L) 6.80 1.80 19.25 5.81 14.40 Nitrate as NO 3 (mg/L) 6 5 12 4 8 Iron as Fe (mg/L) 0.15 0.25 0.12 0.27 0.20 Total Dissolved Solids (mg/L) 400 300 500 400 360 Total Suspended Solids (mg/L) 28 42 29 36 29 Biological Parameters E - Coli Present Present - Present - Dissolved Oxygen (mg/L) 6.80 6.50 7.90 5.70 7.10 Bio-chernical oxygen demand (mg/L) 1.0 2.0 3.0 2.0 2.4 Total Coliforms (MPN/100ml) 68 55 - 95 47 COD (mg/L) 49 35 58 61 63

Sample No Location WI Tel River Water Sample from Chainage29.100ofSH-16 W2 Sunder River Water Sample from Chainage59.00 of SH-16 W3 Ground Water Sample from Khariar Town (Chainage 70. 000) ofSH-16 W4 Surface Water Samplefrom Pond (on Right Side) Near Chainage 41.000 ofSH-16 W5 Ground Water Samplefrom Karalapada Village (Chainage22.800 of SH-16) Source: Primary survey, 2006 5.20 AIR QUALITY Monitoring of air quality at 13 sample locations revealed that air quality along the project stretch is well within standards fixed by CPCB (Table 39). However, as per the version of the local community, the air quality along the project road is deteriorating rapidly in comparison to past. The reasons for this deterioration can be attributed to heavy traffic, narrow townships, poor road condition and presence of permanent structures in townships that do not allow the emitted pollutants to get dispersed.

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Table 39 Ambient Air Quality along the project stretch

A. Corridor: Berhampur - Bangi Jn - JK Pur Si Parameters No Monitoring Locations TSPM RPM Sox Nox CO No (Pg/M3) (lg/M3) (tt M3) (pz/n?) (ppm)

1 Berharnpur Town1983423.5 (Start of Project Road) 2 Taptapani Chainage 50.00 of SH - 17/ Deer Park 128 56 24 13 0.75 Chainage 49.00 for Reserve Forest 3 Adava 198 76 30 16 0.84 Chainage 81.500 of SH - 17 4 Kenduguda 165 61 28 15 0.79 Chainage 123.500 of SH - 17

Near Chainage 18.00 of SH-4 188 68 46 6 Ghat ortion 132 55 17 15 0.66 Chainage 39.00 SH - 4 Standards (NAAQS - 11. 04.1994 Notification of CPCB) 200 100 80 80 4

B. Corridor: Chandbali - Bhadrak - Anandapur Si Parameters No Monitoring Locations TSPM RPM Sox Nox CO No (pg/M3) (ttg/m 3 (g/m3) W"/xn) (ppm)

I Chandbali 208 92 48 26 1.46 Chaiage 48.00 of SH - 9 2 Bhadrak 214 98 48 25 1.61 Chainage 1.00 of SH - 9 3 Anandapur 199 79 37 15 0.99 Chainage 46.0 of SH - 53 Standards (NAAQS - 11.04.1994 Notification of CPCB) 200 100 80 80 4

C. Corridor: Khariar - Bhawanipatna Parameters Si Monitoring Locations TSPM RPM Sox Nox CO 3 3 3 3 No (pg/m ) (Ag/m ) (pg/m ) (Rg/m ) (ppm)

1 Khariar Town 172 75 35 26 1.21 Chainage 70.000 of SH-16 2 Village Gandharala 142 59 26 15 0.75 Chainage 50.000 of SH-16 3 Karalpada Village 159 55 14 17 0.64 Chainage 22.800 of SH-16 4 Bhawanipatna Town 188 83 44 29 1.38 Standards (NAAQS- 11.04.1994 Notification of CPCB) 200 100 80 80 4 Source: Primary survey, 2006 5.21 SOIL QUALITY: To assess the soil quality along the Project stretch, attempt was made to collect data on soil quality at 13 sample locations. The analysed data is presented in table 40. As can be seen from

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. the results, the soil along the study area is characterised by a pH value of 6 to 9. Data on pH value, organic carbon, water holding capacity, porosity and major and minor element content reveals that soils of the project stretch are conducible for growth of different species, which are commonly found in nature. Table 40 Soil Quality along the project stretch A. Corridor: Berhampur - Bangi Jn - JK Pur Parameters Si S2 S3 S4 pH 8.14 8.25 7.86 8.11 Electrical Conductivity (mS/cm) 256 189 220 275 Exchangeable Calcium (mg/kg) 1088 1122 1130 1205 Exchangeable Magnesium (mg/kg) 880 1086 1075 975 Exchangeable Sodium (mg/kg) 308 105 285 305 Exchangeable Potassium (mg/kg) 38 44 65 45 Chloride as Cl (mg/kg) 15 19 14 18 Exchangeable Sodium % of soils (%) 0.0265 0.0275 0.0256 0.0425 CEC (meq/1 OOgm) 15 8 12 19 Organic Matter (%) 0.32 0.11 0.36 0.84 Water Holding Capacity (%) 28.70 29.40 31.00 32.50 Total Porosity (%) 0.50 0.51 0.42 0.51 Sulphate as S0 (mg/kg) 4 25 11 32 26 Phosphate as P (mg/kg) 2 1 5 4 Manganese as Mn (mg/kg) 0.12 0.10 0.09 0.15 Copper as Cu (mg/kg) 0.55 0.45 0.65 0.85 Zinc as Zn (mg/kg) 0.12 0.10 0.13 0.08 Lead as Pb (ppm) 0.35 0.41 0.51 0.39

SI Akriculture Field Near Chainage20.500 of SH - 17 S2 Agriculture Field Near Mohana Town S3 Agriculture Field Near Chainage85.800 of SH - 17 S4 Agriculture Field Near Chainage 24.000 ofSH - 4

B. Corridor: Chandbali - Bhadrak - Anandapur Parameters Si S2 S3 pH 6.90 8.10 7.90 Electrical Conductivity (mS/cm) 218 263 285 Exchangeable Calcium (mg/kg) 1121 1245 1045 Exchangeable Magnesium (mg/kg) 1061 964 899 Exchangeable Sodium (mg/kg) 294 306 291 Exchangeable Potassium (mg/kg) 56 41 44

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Parameters Si S2 S3 Chloride as Cl (mg/kg) 22 11 10 Exchangeable Sodium % of soils (%) 0.0198 0.0321 0.0185 CEC (meq/lOOgm) 12 19 17 Organic Matter (%) 0.18 0.22 0.33 Water Holding Capacity (%) 32.00 30.50 32.00 Total Porosity (%) 0.49 0.43 0.56

Sulphate as S0 4 (mg/kg) 24 21 27 Phosphate as P (mg/kg) 4 5 1 Manganese as Mn (mg/kg) 0.11 0.13 0.17 Copper as Cu (mg/kg) 0.61 0.74 0.77 Zinc as Zn (mg/kg) 0.14 0.07 0.06 Lead as Pb (ppm) 0.51 0.38 0.44

Si Agriculture Field near Chainage 9.000 ofSH - 9 S2 Agriculture Field near Chainage 16.00 of SH - 53 53 Agriculture Field near Chainage 22.00 ofSH- 53

C. Corridor: Bhawanipatna - Khariar Parameters Si S2 S3 S4 pH 7.06 6.95 7.10 7.55

Electrical Conductivity (mS/cm) 254 201 205 198

Exchangeable Calcium (mg/kg) 1256 1204 1185 1043

Exchangeable Magnesium (mg/kg) 915 845 1024 845

Exchangeable Sodium (mg/kg) 299 105 311 285

Exchangeable Potassium (mg/kg) 38 36 49 32

Chloride as Cl (mg/kg) 13 16 19 17 Exchangeable Sodium % of soils (%) 0.0198 0.0211 0.0185 0.2984

CEC (meq/lOOgm) 14 12 15 17

Organic Matter (%) 0.32 0.37 0.24 0.18

Water Holding Capacity (%) 30.10 28.50 30.00 29.50

Total Porosity (%) 0.52 0.41 0.41 0.31

Sulphate as S0 4 (mg/kg) 16 13 20 19 Phosphate as P (mg/kg) 4 3 5 2

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Parameters Si S2 S3 S4 Manganese as Mn (mg/kg) 0.16 0.08 0.09 0.11 Copper as Cu (mg/kg) 0.44 0.37 0.55 0.61 Zinc as Zn (mg/kg) 0.12 0.11 0.13 0.08 Lead as Pb (ppm) 0.41 0.30 0.36 0.40

SI Ariculture Field Near Chainage 12.000 ofSH-16 S2 Agriculture Field Near Chainage29.00 ofSH-16 53 Agriculture Field Near Chainage 16.000 of SH-1 6 S4 Agriculture FieldNear Chainage65.000 ofSH-16 Source: Primary survey, 2006 5.22 TRAFFIC VOLUME: The growth of motor vehicles in Orissa during 1996-97 to 2004 is given in Table 41. It can be seen that two-wheelers, four wheelers and commercial vehicles has almost doubled in a span of eight years. Table 41 Growths of Motor Vehicles in Orissa (In Numbers)

Year Two Three Cars Buses Commercial Others Total Wheelers Wheelers vehicles

1996-97 562212 6559 59623 10843 78894 8405 726536 1997-98 618419 7736 64570 11523 87000 10286 799534 1998-99 680150 9362 70063 11986 92855 11393 875809 1999-00 764624 11501 77623 12398 99471 12591 978208 2000-01 853084 13876 84274 12731 109367 13558 1086890 2001-02 950401 16539 92256 13126 118843 14565 1205730

2002-03 1070677 19460 101005 13533 130223 15912 1350810 2003-04 1206671 23032 110664 14254 145102 17483 1517206 Source: StatisticalAbstract of Orissa-2005 The present traffic volumes in all the five corridors were counted at various places. The details locations are provided in Table 42 and the traffic volume is given in 43 & 44.

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Table 42 Locations of Classified Volume Count

Volume Count Station Period Re-counts CS no. Location km 7 days 3 days Chandbali - 20.12.05 to 22.7.06 to Bhadrak SH-9 VC-3 Barik Chak 5/500 27.12.05 24.7.06 Bhadrak -21.12.05 to..0 Bhandrak -SH-53 VC-4 FACOR Factory 4/600 21.12.05 Anandapur 28.12.05 SH-17 VC-7 Near Berhampur 0/600 22.12.05 to 29.12.05 22.12.05 to SH - 17 VC-8 Digapahandi 22/500 22.12.05 Berhampur - 29.12.05 Bangi Jn. 22.12.05 to 15.7.06 to BnJ.SH - 17 VC-9 Near Adva 80/800 2.20 770 29.12.05 17.7.06 Near Gumuda (near 22.12.05 to SH-17/4 VC-10 IB) 141/100 29.12.05

Banygi Jn SH - 4 VC-I Near J.KPurSQon 115/500 22.12.05 to Rayagada SH4 29.12.05 SH-16 VC-17 Pastipada 18/700 23.12.05 to Bhawanipatna - 30.12.05 Khariar SH-16 VC-18 Khariar 68/000 23.12.05 30. 12.050

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Table 43 Summary of Annual Average Daily Traffic of fast moving vehicle FAST MOVING VEHICLES Bus Truck Agir. Tractor

Count Station Details 3 LCV LCV ~ LTotal

-- c.J<

AADT 2141 143 795 128 71 102 146 2 3 2 10 3543 VC-03 PCU 1071 143 795 192 213 153 439 7 15 11 15 3054 % 60.43 4.04 22.44 3.61 2.00 2.88 4.12 0.06 0.08 0.06 0.28 100 AADT 2219 108 742 80 100 133 621 109 8 18 4 4142 VC-04 PCU 1110 108 742 121 300 200 1864 328 35 81 6 4895 % 53.57 2.61 17.91 1.93 2.41 3.21 14.99 2.63 0.19 0.43 0.10 100 AADT 2685 223 416 132 222 107 179 30 25 113 17 4149 VC-07 PCU 1343 223 416 199 665 160 538 91 115 509 26 4285 % 64.71 5.37 10.03 3.18 5.35 2.58 4.31 0.72 0.60 2.72 0.41 100 AADT 1433 174 289 70 201 54 121 13 2 32 9 2398 VC-08 PCU 717 174 289 105 603 81 362 40 9 145 15 2540 % 59.76 7.26 12.05 2.92 8.38 2.25 5.05 0.54 0.08 1.33 0.38 100 AADT 314 5 193 2 37 23 160 13 0 5 2 754 VC-09 PCU 157 5 193 3 111 35 479 39 0 25 3 1050 % 41.64 0.66 25.60 0.27 4.91 3.05 21.22 1.72 0.00 0.66 0.27 100 AADT 812 26 218 11 81 45 116 18 6 78 14 1425 VC-I0 PCU 406 26 218 17 243 69 348 54 25 353 22 1781 % 56.98 1.82 15.30 0.77 5.68 3.16 8.14 1.26 0.42 5.47 0.98 100 AADT 2087 65 934 182 183 352 730 139 15 47 18 4752 VC-II PCU 1044 65 934 273 549 528 2190 416 69 212 27 6307 % 43.92 1.37 19.65 3.83 3.85 7.41 15.36 2.93 0.32 0.99 0.38 100 AADT 536 3 361 2 22 124 233 73 28 108 43 1533 VC-17 PCU 268 3 361 4 65 187 699 218 127 485 65 2482 % 34.96 0.20 23.55 0.13 1.44 8.09 15.20 4.76 1.83 7.05 2.80 100 AADT 734 5 270 15 24 72 104 19 18 145 26 1432 VC-18 PCU 367 5 270 23 71 108 311 57 81 654 40 1987 % 51.26 0.35 18.85 1.05 1.68 5.03 7.26 1.33 1.26 10.13 1.82 100 AADT 1440 84 469 69 105 112 268 46 12 61 16 2681 Overall PCU 720 84 469 104 313 169 803 139 53 275 24 3153

% 53.72 3.12 17.48 2.58 3.90 4.19 9.99 1.72 0.44 2.27 0.59 100 Source: Primarysurvey, 2006

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Table 44 Summary of Annual Average Daily Traffic of slow moving vehicles and total summary

Slow moving vehicles Total Summa Count Descripti Human drawn Animal drawn Total Total Non Station on Rick- Bullock Horse Motorized Total Comm. Motorized Total Cycle shaw Cart Drawn Vehicle Vehicle Vehicle Vehicle AADT 1952 104 0 0 3543 454 2056 5599 VC-03 PCU 976 208 0 0 3054 1030 1184 4238 % 94.9% 5.1% 0.0% 0.0% AADT 1894 41 4 0 4142 1069 1939 6081 VC-04 PCU 947 83 30 0 4895 2929 1060 5955 % 97.7% 2.1% 0.2% 0.0% AADT 3802 192 9 0 4149 808 4003 8152 VC-07 PCU 1902 385 75 0 4285 2277 2362 6647 % 95.0% 4.8% 0.2% 0.0% AADT 1172 8 10 0 2398 493 1190 3588 VC-08 PCU 587 17 83 0 2540 1345 687 3227 % 98.5% 0.7% 0.8% 0.0% AADT 872 3 0 0 754 240 875 1629 VC-09 PCU 437 7 0 0 1050 692 444 1494 % 99.7% 0.3% 0.0% 0.0% AADT 1039 3 16 0 1425 355 1058 2483 VC-10 PCU 520 6 128 0 1781 1109 654 2435 % 98.2% 0.3% 1.5% 0.0% AADT 988 2 4 0 4752 1648 994 5746 VC-11 PCU 494 4 30 0 6307 4237 528 6835 % 99.4% 0.2% 0.4% 0.0% AADT 715 5 70 0 1533 590 790 2323 VC-17 PCU 357 9 558 0 2482 1785 924 3406 % 90.5% 0.6% 8.9% 0.0% AADT 1129 29 8 0 1432 397 1166 2598 VC-18 PCU 565 58 68 0 1987 1305 691 2678 % 96.8% 2.5% 0.7% 0.0% Source: Primary survey, 2006

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CHAPTER -6 FINDINGS OF COMMUNITY CONSULTATION EXERCISE

The community consultation exercise was carried out in the project stretch during the field surveys conducted for preparation of feasibility report. In this section of the report the findings of the consultation programme will be discussed in detail. 6.1 OBJECTIVES OF COMMUNITY CONSULTATION The basic objectives of community consultations are * To make community aware of the proposed programme of upgrading the State Highways. * To record the opinion of people regarding environment impact of the proposed project and suggested mitigation measures * To ascertain the views and preference of the people adversely affected or benefited by the proposed project. * To incorporate the findings of community consultation in project design Community consultation is a continuous process throughout the project period i.e. during project preparation, implementation, and monitoring stage. Initially, at project planning stage it was carried out when surveys were conducted for preparation of feasibility report in order to ensure that the affected population and other stakeholders are informed, consulted, and allowed to participate actively in the survey process and views of the community have been incorporated in project preparation. While conducting survey for preparation of feasibility report, consultation at individual level, in groups and focused group discussions were conducted at congested locations, intersections in major town, and villages along the project roads. Preferences were given while conducting FGDs towards habitations of vulnerable sections of community like tribal settlements, junctions with major highway. The household data collection was not restricted to a mere question-answer session. All the queries and apprehensions of the people, settled along the project road, who were likely to be impacted, were answered. All possible benefits of the project and the need for expansion were highlighted to the people, which helped in gaining the confidence of the people and facilitating the data collection process. The entire survey process was done in close consultation with the PAPs, Panchayat Representatives, Revenue officials, NGOs and other stakeholders. For this purpose qualitative research techniques were employed which included focus group discussions and in-depth interviews. Different tools such as village profiles, FGD guidelines were used for successful employment of qualitative research techniques Outcome of these consultations like options of alternative alignments, suggestions for the location of underpasses, road safety measures, requirement of community property resources etc. have been incorporated in the design, in order to minimize the resettlement & involve local . people in decision making processes.

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6.2 CONSULTATION PROCESS * In the first stage, community consultation was conducted in all the project corridors at sample locations during February-June 2006. Villages that had the maximum number of potential PAPs were chosen for conducting FGDs. A Village Meeting Infornation Disclosure Guide and a Focus Group Discussion Guide were prepared and followed during the conduct of focus group discussions. The proceedings of the meeting were recorded with an electronic tape recorder and a facilitator took notes of the entire proceedings. Detailed notes were prepared on issues and concerns raised at the meeting. * In the second stage, preliminary design of the project corridor was shown to the potentially affected community and implications of the project and proposed land acquisition was discussed with an objective of generating responses and opinion, as well as design solutions. This was conducted during July -August 2006. * The next stage involved contacting local Non Governmental Organizations (NGO). This was undertaken during September 2006. * The last stage will take place once the designs are finalized. This would demonstrate that the interests of the community and the individual aspirations were accommodated in the final design of the project as far as possible. This last phase also will attempt to create a consensus among the (fully or partially affected) community for the project. * In District and State level consultations overview of entire OSRP will be presented. The impact of project in broad sense and enhancements measures will be discussed and suggestions will be invited. * The institutional level consultations will include State Forest Department, OSPCB, Regional Office of MoEF, State Department of Environment, etc. As mentioned above, four-tier consultation exercise will be carried out for OSRP. These consultations include local levels, district level, state level and institutional level. The local level consultations have been completed and findings have been summarized in paragraphs presented below. The district level consultations will be carried out along with social team. Necessary location specific presentations will be made in these consultations. 6.3 COMMUNICATION STRATEGIES FOLLOWED FOR COMMUNITY CONSULTATION For this purpose an insitu institutional arrangement was made. Thirty-five local enumerators (having Knowledge of Oriya) were selected to carryout community consultation at field level. Five of them were nominated as community facilitators in which two are female. They interact regularly with local people about the project. They also appraise project related information to the people. Other strategy followed/to be followed for continued communication with the PAPs and their involvement in project related decisions are. * Local newspaper reporters in the project area are being contacted to inform about the project related information to OWD (PIU) and to PAPs about the project related decisions.

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* OWD has their Inspection Bungalows (IBs) at strategic as well as important locations. These IBs acted as an information center for PAPs during the stay of field survey teams. * Through public meetings/FGDs, attempt was made to ensure that vulnerable groups such as tribal people understand the project and express their needs freely without any fear or shyness. * OWD is in the process of opening an website to disseminate information about the project and receive suggestions through e mail from different stakeholders including Environment Specialists working in the country and also abroad. 6.4 FINDINGS OF COMMUNITY CONSULTATION From the community consultation process, it was revealed that many people were very positive about the project. Major perceived benefits as identified by the community during the consultation process were: * Reduced travel time/avoid long distance alternate road * Less operating and maintenance costs of vehicles/avoid frequent breakdown of vehicles on road * Less accidents due to less congestion * Better access to community facilities * Local business would be benefited due to increased road traffic/more tourist flow to temples etc * Increased regional developments in terms of industry, tourism agriculture * Better access to transport and communication facilities * Increased access to health and educational facilities As revealed from group discussions, almost all the participants in the discussions were of the opinion that due to the proposed project the community will be benefited in terms of increased safety due to less accidents, reduced travel time and saving in vehicle operating and maintenance costs. Majorities of the participants were of the opinion that the present road has been encroached at many places and there is no parking place at market and business localities. This causes accidents in most part of the year leading to loss of lives and damage to vehicles mostly from local people. They perceive that after the upgrading and widening of the road these sorts of problems will be minimized to a great extent. Similarly, as revealed from the group discussions majority of the participants indicated that due to widening and upgrading of the roads better transport and communication facilities would be developed. In addition, short distance conveyances will also develop due to the proposed upgrading and rehabilitation programme.

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It was also revealed during group discussion that, there is every possibility of increase in wage rate due to the construction work of the project. As reported, by majority of the participants that at present they are receiving wages in the range of Rs. 50-60 for eight hours of non-agricultural labour. They hope that after the construction of road starts; the wage rate may increase up to Rs. 120.00 per day, which will help in increasing their daily earning and solving un-employment problem to some extent. The economic opportunities in the study area will also increase due to the proposed project. Better communication facilities will lead to increased regional development in terms of industry, tourism and agriculture. Demand for agricultural farm produces will increase leading to development of commercial farming in the region. The major perceived losses that are going to be the outcome of the project as visualized by the people and identified during the focused group discussions are: * Loss of agricultural, residential and business properties * Loss of common property resources i.e. tube wells, dug wells, ponds, burial ground, temples, rest sheds etc. * Higher risk for pedestrians * Increase in pollution level, use of alcohol, commercial sex etc. As revealed from the community consultation programme, one of the major losses to the community due to the proposed project is loss of individual owned assets. The primary occupation of majority of rural population is cultivation and agricultural labour. Similarly, most of the settlers in urban areas derive their livelihood from business sector. As opined by majority of the participants their income source will be affected due to acquisition of assets in the proposed project. Further, the loss of common property resources will affect their living condition to some extent. In the study area, the villagers use vacant Govt. lands and gochar lands for grazing purpose of their livestock population. As these lands are going to be affected due to the proposed project, they apprehend problem in feeding their livestock population. Similarly acquisition of ponds/water bodies which serves the purpose of bathing, washing and source of irrigation during dry spells will also affect living status, as revealed by villagers during the survey process. One of the important sources of safe drinking water in rural settlements of the study area is tube wells, which is going to be affected due to the proposed project. The villagers during the discussion process revealed that the acquisition of tube wells would affect their access to safe drinking water. Further the acquisition of temples and religious sites is one of the important losses to the community as perceived by majority of the participants during the survey process. It was also revealed from the group discussion that due to the proposed project, there is every chance of increase in use of alcohol and commercial sex in the region. A rising trend in prostitution is often associated with development of the region. Due to up gradation of the road, vehicular traffic will increase and roadside dhabas and motels will be developed along the road stretch. Further the payment of compensation will made ready money easily available. This will make it difficult for the women in the area to control their spendthrift husbands. The men will spend a large amount of the compensation money and their wages on drinking alcohol.

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. Whenever the women will try to control them, their husbands may assault them. Due to increased expenditure on alcohol, the women may face difficulty in managing the family and feeding the children. Also, in case of displacement of the family, there will be disruption in earning source of women. All these factors will help women in despair, to resort to prostitution to earn their living. Major issues rose at group discussions and in depth interviews: The following are the major issues raised during the Focused Group Discussions and in depth individual interviews. a) Relocation: As revealed from the survey process, almost all the PAPs with residential structures are willing to relocate voluntarily provided compensation offered is fair and their resettlement and rehabilitation options are taken care of. Majority of the residents prefers to relocate in their existing neighbourhood or within the vicinity of the village they live. All most all the PAPs with residence affected indicate assistance in the form of house construction allowance for their resettlement. Similarly, data collected from PAPs who are owners of affected commercial structures revealed that they require shop construction allowances for shifting their commercial units. In the project stretch, majority of the agricultural land to be acquired by the project are either encroached ones (extension of large holdings) or are small in measurement. The quantum of agricultural land to be lost by majority of the PAPs is small in acreage. The data collected on rehabilitation preferences of PAPs with agricultural land affected indicated majority opting for cash compensation. b) Compensation: During the group discussions the participants desired that the compensation offered should be at the replacement cost and it should be paid in one installment. The compensation usually being paid by the Revenue Department is lower than the market value and in some cases half the market value. c) Parking places: As revealed from group discussions, the residents of roadside settlements and commercial establishments desire enough room for parking of vehicles along the roadside. They fear that the places, which are being used at present for parking of vehicles, will be converted to black topped road and there will be no space for parking purpose. This will often create a dangerous environment for local commuters and pedestrians. d) Bus stops and rest sheds: Rest sheds in most of the locations are going to be affected due to the proposed project. Majority of the people in-group discussions in these localities demanded replacement of their rest sheds by the project authorities. Also in other locations, the villagers asked if it would be possible to provide more bus stops, bus lanes and pedestrian islands. e) Widening of the road and pedestrian safety: Majority of the participants in the group discussions apprehend that the speed of motorized traffic traveling through their village may impact the safety of the children and people living near and those crossing the highways. They desired provision of speed breakers, signal points and other safety precautions in their . communities.

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f) Relocation of religious structures: Majority of the participants in group discussions conducted in villages where temples are to be affected indicate their willingness to shift the deity to their preferred places with the assistance of project authorities. The community members should be consulted in open meetings by project authorities prior to any such relocation. Further, they demanded development of communication, drinking water, electricity and sanitation facilities in these relocation sites by project authorities. g) Replacement of trees: The villagers in the group discussions indicate that the trees to be affected due to the project should be replaced prior to their cutting down. They insisted that new plantation sites should be identified along with finalization of design and plantation should start immediately. h) Diversion of irrigation sources and drainage channels: The villagers in the group discussions also indicate that the existing streams and drainage channels should not be disturbed during construction work. It disturbed, care should be made for construction of siphons to avoid possible drought or water logging of the agricultural land. Corridor specific findings of Community Consultation (Issues Raised During Discussion): Corridor: Bhadrak - Chandbali * Road level need to be sufficiently raised as the road is cut off in rainy season every year due to flood * Schools and Colleges are located adjacent to the road corridor, hence adequate measures should be taken for safety of children during construction and operation period * A good number of Ponds are located on road sides, which should be acquired as little as possible * Ponds and water bodies are used for bathing purpose, hence need renovation with provision of bunds, bathing ghats * One important Muslim shrine (Sarkar Nagar) is located close to the road. In this Shrine huge gathering of devotees takes place during festivals. For safety of the devotees alternate route to the shrine need to be developed by Project Authorities. Alternate road is there, only need is widening, black topping etc. * Big Temples decorated with neatly carved sculptures and designs need to be protected by any means * Ready to accept Government rules, policies and development programmes and give land for road construction purpose, but the affected persons should be adequately compensated for loss of assets * Hand pumps, temples and rest houses, if demolished, should be re-constructed Corridor: Bhadrak - Anandapur * Income will be enhanced through construction of roads in the area

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* Construction should start only after business units are properly rehabilitated and affected are compensated adequately. * Maintenance allowance should be given to the people losing income sources * All the affected households should be provided with adequate compensation * Demolition of Temples should be avoided as far as possible. In case of demolition, Project Authorities should take up relocation, development of road, sanitation etc in place of relocation in consultation with the community * Jagannth Temple at Badadanda near Anandapur Bus stand should be affected partially (only gate, wall etc) * A good number of Hanuman idols are there on roadsides, in the entrance to the villages. As a religious belief, the Hanuman God saves the villagers from entry of evil spirits, demons, thieves etc. In case of acquisition, replacement of these idols need to be done by Project Authorities * Road side drains, pedestrian bays, parking places, safety measures need to be included in design * Tube wells and drinking water sources need to be replaced and if required more in numbers than the number affected * Once side trees should be cut and necessary plantation done to reduce noise * Pond near Bonth Girls High School need to be acquired as little as possible and renovated by Project authorities (The pond is used for religious purpose) * Land acquisition should be as little as possible to avoid displacement * Majority of the Schools and temples on roadside are without boundary walls. Boundary wall should be constructed by Project Authorities as safety measure * The main traffic in the corridor will be Trucks; hence adequate safety measures need to be taken. Awareness programme on HIV/AIDS should be conducted in the area. Corridor: Khariar - BhawaniDatna * Business and other income generating opportunities will increase in post project period * Distance to Bhawanipatna and Rayagada will be reduced * Local traffic will increase. Presently, because of poor road condition, traffic is avoiding the route * Construction should start only after affected are compensated adequately. * People losing business units should be provided with maintenance allowance * Demolition of Temples should be avoided to the extent possible

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* Old and matured trees of Kings tenure will be cut down in many locations. Needs to be replaced with locally grown species, instead of foreign species * Ponds on road sides need to be developed with bunds and bathing ghats * Kabarstan and Crematorium of Khariar NAC need to be developed as a part of social responsibility of Project Authorities * Pedestrian bays, parking places, safety measures need to be included in design * Tube wells and drinking water sources need to be replaced * Schools and temples on roadside are without boundary walls. Boundary wall should be constructed by Project Authorities as safety measure * Road level of approach road to Tel river to be raised to avoid flooding during rainy season Corridor: Berhampur - Bangi Jn. * Land for land rehabilitation package should be followed * Road side drains and toilets need to be constructed * The present road is up - down even in plain areas, this need to be rectified with uniform level of the road * Malaria is a major problem of the area; hence water logging on roadside either during construction or operation period should be avoided * Open defecation on roadside is a common practice in this corridor (within 0-50 km). Chances of accident are there due to such a bad practice of the local community. To avoid this community toilets needs to be constructed and awareness campaign to be conducted for use of the toilet instead of road side defecation * All affected waiting rooms at bus stops need to be replaced * CPRs like temples, ponds not affected during construction need to be provided with approach roads * Compensation should be calculated on the basis of present market value, instead of the present practice of averaging three years land sale value in Sub - Registrar office * Over bridge should be constructed to enable children to cross roads * Need for over bridges/tunnels to carry bullock & plough to fields on opposite side of the road Corridor: Ban2i Jn. - JK Pur * Labour opportunities to local youths in construction work of the road * Adequate compensation and rehabilitation measures for land and asset losers of road * Improvement of Meenajhola Market yard

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* * Provisions should be made for tube wells (for water supply) in village * Provisions should be made for public toilets in the village * Environmental hazards, due to the construction of roads, will increase manifold Table 45. List of villages/habitations where community consultation was conducted Bhadrak- Bhadrak- Bhawanipatna- Berhampur- Bangi Jn.-JK Chandbali Anandapur Khariar Bangi Jn. Pur Chandbali Chhayalsingh Karlaguda Kanteikoli Ramanaguda Kuansar Gurijang Garianala Birikote Mukundpur Panchapada Chordharia Pastipada Gokamapur Kolnara Matto Fakirpur Rishigaon Adava Total 3 Tihidi Mareigaon Tukula Kenduguda locations Ariunbindha Basantia Chandtara Gumuda Dolasahi Bontha Kamthana Narayanapur Total 7 locations Tillo Khariar Podamari Barpada Total 8 locations Lanjiya Total 9 locations 1St gate Berhampur Digapahandi Total 12 locations

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CHAPTER VII POTENTIAL ENVIRONMENTAL IMPACTS

7.1 TYPE OF IMPACTS Roads are the lifelines of economy of any area through which it passes. Better road connectivity develops socio-economic conditions and improves quality of life of the people living in the area. Good communication and transport network opens up the economy for better utilization of its potential resources, facilitates and induces growth of all sectors - agriculture and allied activities, industry, mining, tourism etc. The road corridors selected under Phase I: Year I of OSRP traverse through 8 districts. Each road corridor has its influence area, either a single or a group of districts. The upgrading of roads has a direct bearing on the socio-economic profile of the districts and the immediate neighborhood. The spread effect also extends to other close by districts and over to the districts of the neighboring states. The influence of the project roads thus widens. Because of symbiotic relationship between the environment and development, in any road development project both positive and negative and reversible and irreversible impacts are observed. Based on the scooping of the areas and the activities/work being proposed under the project the following key issues need to be considered while analyzing the impacts of any road development project Preservation of aesthetic and landscape of the project impacted area Noise and air quality Tree removal and tree plantation Sanitation and waste disposal Road safety Protection of flora and fauna It is already discussed in the preceding chapters that the present study is limited to five corridors which will be developed under Year I: Phase I of OSRP. The details of the existing biophysical, socio cultural environment of the area surrounding the five corridors are discussed in chapter V of this report. This section of the report provides an assessment of the potential environmental impacts that are likely to occur due to the expansion of the road. The majority of the impacts that are assessed will be mitigated through appropriate mitigation measures. In the below mentioned paragraph, a detailed discussion has been made on impact due to proposed widening of roads on different components of environment. The impacts are assessed using combination of both qualitative/quantitative techniques. As the project is yet to be operational, the identified impacts may be better termed as potential impacts. The proposed Road development project can have impacts in four specific situations as follows: Impacts of location Impacts of project design Impacts during construction, and

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Impacts when the road becomes operational 7.2 Impacts of Location The five studied road corridors exists since generations and are serving the people of the area for more than half of a century period. Under the proposed project, the existing road corridor will be improved with little land acquisition for widening of RoW width and geometric corrections. No significant change will be there with regard to location of the road. Hence, no specific impacts from the location aspect of the project. 7.3 Impacts OF Project Design There is no impact on environment of the Project area due to design of the Project. During the conduct of field surveys and other activities no harm to the local environment was caused. Soil sample and water samples were collected only from sample locations adopting scientific procedures. The High Volume Respirable Dust Sampler was installed only at sample locations to collect data on air quality. Similarly noise meter was used to record data on noise quality. Hence, there is absolutely no impact of project design activities on environment surrounding the road corridors. 7.4 Impacts during Construction During construction of road, several types of impacts may be caused on existing environment of the Project area. Majority of such impact is primarily due to negligent practices of project implementing authorities or agencies and can be easily avoided or mitigated if adequate mitigation/avoidance measures are taken. During construction of road corridor under OSRP, it is expected that the following environment components will be affected. Impact on land use pattern due to land acquisition Impact due to quarrying of construction materials Impact on Common Property Resources Impact on water resources Noise Level Air Quality Biological Environment Sanitation, Waste disposal and other impacts Impact on Human Use Values Impact due to water logging, submergence and soil erosion A. Impact on land use pattern due to land acquisition Widening of the road corridor will require additional land beyond the land already possessed by OWD. This will result in diversion of land from current use. Since the project is for rehabilitation and up gradation of existing roads only, requirement of additional land is approx. 181 hectares.

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Land requirement for different purposes, is given in Table 46. Out of these 112 hectares is required for alignment and bypasses confined to non-habitat areas. Table 46: Land Requirement for different purposes (In Ha) for widening of Phase I: Year I roads Details Area of LA (ha) Total Length (km) 365.781 km Land required for Bypass/Alignment/widening 111.00 Curve & Junction Improvements 47.70 Way side amenities 22.30 Total 181.00 NB: Actual requirement may slightly vary depending upon finalization of alignments. Overall land requirement is very less compared to value and size of OSRP and is not expected to have any significant environmental impacts. About 181 ha of land are required for upgrading/widening of 364.781 kms of road corridor. The average figure is only 4.96 sq meter per kilometer of project road. Out of the total land requirement, 72% constitute agricultural land. About 16 ha of forestland are to be acquired. This will change the land use pattern along the sides of road corridor to some extent. But unlike National Highway Projects and other road projects, impact of land acquisition in OSRP will have very marginal impact on land use pattern of project area. B. Impact due to quarryin2 of construction materials Material source is important as widening and strengthening will require huge quantity of stone aggregates, sand, moorum, granular sub grade materials from existing or new quarries. Similarly sand from the riverbed and earth from barren non-agricultural and non-forestland will be procured close to project road. All these sourcing will adversely impact the environment. The detail list of quarry sites along with lead charts are given in Annexure - III A - E. Location of quarries with reference to the chainage on each corridor is provided in the lead charts annexed. Transportation and loading and unloading of these materials will have significant impact on local environment. The impacts due to transportation and handling of bitumen are also there. But these impacts due to natural material consumptions are limited to construction phase only. The suggested specifications for the different formations of the roads under upgrading appear reasonable. Nevertheless, the thickness of the different components of the road-formation would under go modifications in tune with the bearing strengths of the available materials. Since the nature of available materials would vary between regions, the total thickness of the formations is likely to vary between the locations of the project roads. Total requirement of various materials, for construction of the project roads is estimated and presented in table 47.

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Table 47 Requirement of construction material for Phase I: Year I roads

Type of construction material Unit Quantity Earth Work M3 6240797 Sand/Crusher dust tons 914655 Coarse aggregate tons 3449544 Emulsion tons 2147 Water Kiloliter 373491 Filler Material tons 12834 Cement tons 58310 Bitumen tons 31387 Soil with gravel (moorum) occurs extensively over nearly all parts of project routes within reasonable lead. Borrow pits/quarries are generally located along the road corridors. But after lifting of materials, if Borrow and Quarry area management plan is not implemented then water will accumulate in these pits during the rainy season, which in turn can act as disease vectors. Considering the pressure on the haul roads and burrow areas, mitigation measures need to be suggested.

Table 48 Numbers of Quarries along Project Routes

Name of Corridor Number of Quarries Range of Haul Road Identified (km) Chandbali - Bhadrak 04 0.20-1.5 Bhadrak - Anandapur 09 1.0-8.0 Khariar - Bhawanipatna 23 0.020-8.0 Berhampur -Bangi Jn. - JK Pur 50 0.10-9.0 Total 86 C. Impact on Common Property Resources & Public Utilities: Due to widening of the Project road, various public utilities and common property resources located on sides of the road will it be acquired. A list of public utilities to be acquired for construction of road is presented below. Regional Utilities Local Utilities Optical Fiber Cable Posts Lamp Posts Telephone Box Water pipe Lines Telephone Poles Water Taps Power Lines Open Wells Power Transformers Tube Wells Electric Poles Pump Houses These utilities are to be shifted at alternative locations before start of construction to avoid disruption of regional services. These will need new relocations/reconstruction at new places, or else will significantly affect the users of the assets. The requirement of land for wayside

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amenities and utility shifting is 22.3 hectares. OWD is responsible, to make the land available for construction, free of all encumbrances. In addition to public utilities, other Common Property Resources and community assets like, schools, colleges, temples etc located within the ROW. The detailed corridor wise lists of common property resources are provided in Annexure II A - E. A consolidated list of CPRs located on sides of Project road within 20-30 meter distance is presented in Table 49. Attempt has been made during finalization of design to acquire minimum numbers of CPRs, mostly located within a distance 12 meters from either side of the center line of the existing black topped road. Majority of such potentially affected CPRs include drinking water sources like tube wells, open wells, taps, small temples, mandaps, giant trees with mandaps and waiting rooms at bus stops. In all the corridors, in case of school, hostel, ashram, church, hospital, ANM center, Anganwadi, colleges' only boundary walls and gates will be acquired. Only in Bhawanipatna - Khariar corridor, Chheliapada UP School at chainage 69.540 km, the school building will be partially affected. The building of this school is located very close to the road corridor. In Khariar - Bhawanipatna corridor, it was observed that small bathrooms have been constructed by World Vision adjacent to the tube wells on roadsides. In fact women members of the locality took bath on roadsides near to tube wells. To avoid obscenity, these bathrooms were constructed. Due to the Project, three of such structures will be acquired.

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Community bathrooms constructed by World Vision near roadside tube wells (Bhawanipatna - Khariar Corridor)

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Temple at 47.880 km in Bhadrak-Chandbali corridor

In Bhadrak O - Chandbali corridor, big temples decorated with neatly carved sculptures and designs are there on both the sides of road. These temples need to be saved through change in designs. One important Muslim shrine (Sarkar Nagar) is located close to the Bhadrak - Chandbali road. In this Shrine huge gathering of devotees takes place during festivals. There will be significant impact on safety of devotees due to plying of construction equipment, loaded trucks etc. For safety of the devotees alternate route to the shrine need to be developed by Project Authorities. Alternate road is there, only need is widening, black topping etc. Similarly, 144 schools and colleges are located adjacent to the road in all the five corridors. Adequate measures should be taken for safety of children during construction and operation period In Bangi Jn - JK Pur corridor, one market place located at Meenajhola will be partly acquired for the project. Though sufficient space will be there for market after acquisition, the place needs to be developed for convenience of market goers and traders. In Bhadrak - Anandapur and Bhadrak - Chandbali corridor, a good number of Hanuman idols are there on roadsides, in the entrance to the villages. As a religious belief, the Hanuman God saves the villagers from entry of evil spirits, demons, thieves etc. In case of acquisition, replacement of these idols needs to be done by Project Authorities.

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In Bhadrak - Anandapur corridor, one Pond near Bonth Girls High School will be acquired partially. Discussion with the local community revealed that, the pond is used for religious purpose. The local deity goes on a boat ride in the pond once in a year and huge gathering takes place on this occasion. The villagers during community consultation demanded that the pond should be acquired as little as possible, but rest of the portions should be renovated and developed Project authorities. Similarly, in Berhampur - Bangi Jn., one of the important tourist places of south Orissa i.e. Taptapani temple and hot water spring is located. The boundary wall and gate of this temple will be acquired for the project. Burial grounds and crematoriums are important Common Property Resources and acquisition of these will have significant impact on the community. In Berhampur - Bangi Jn corridor one developed crematorium of village Ambagadia of Dakhinpur Gram Panchayat (chainage 2.208 km) will be acquired. Similarly, in Bhawanipatna - Khariar corridor, burial ground of Ranipur village at chainage 67.600 km will be acquired. In the same corridor at chainage 69.350 km one Kabarstan and at 68.700 km Crematorium of Khariar NAC is located. These two CPRs will not be acquired, but located very close to the road corridor.

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23/11 /2006

Crematorium of Ambagada village at 2.208 km of Berhampur - Bangi Jn. corridor Even though the acquisition of CPRs under OSRP is very less as compared to other road projects, these are to be replaced in totality by Project Authorities. Otherwise this will have a significant impact on living pattern of community residing in the project area.

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Table 49 Corridor wise numbers of potentially affected Common Property Resources Corridor: Bhadrak - Chandbali Type of CPRs Partially Affected Fully Affected Total Open Well 0 3 3 Drinking water tap 0 12 13 Tube well 0 29 39 Pond 14 5 32 Water bodies 14 0 17 Community toiletlbathrooms 0 1 2 Giant tree & Mandap 0 14 14 Mandap 0 13 14 Temple/Hindu Shrine/Satsang Vihar 7 28 48 Muslim Shrine/Masjid 0 1 3 School 17 0 29 College 1 0 3 Hospital 1 0 4 Waiting room at Bus stops 0 13 17 Statues 0 5 6 Community Hall 0 0 1 Youth Club 0 1 3 Play Ground 5 0 7 Total 59 125 255

Corridor: Bhadrak - Anandapur Type of CPRs Partially Affected Fully Affected Total Open Well 0 3 6 Drinking water tap 0 24 26 Tube well 0 34 52 Pond 13 3 30 Water bodies 1 0 1 Giant tree & Mandap 0 9 10 Mandap 0 6 13 Temple/Hindu Shrine/Satsang Vihar 1 17 28 Ashram/Math 0 0 1 School 15 0 27 School Hostel 0 0 1 College 3 0 4 Hospital 3 0 3 Waiting room at Bus stops 0 14 17 Statues 0 3 8 Stadium 0 0 1 Total 36 113 228

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Corridor: Bhawanipatna - Khariar Type of CPRs Partially Fully Affected Total Affected Open Well 0 4 28 Drinking water tap 0 12 17 Tube well 0 54 71 Pond 7 1 34 Water bodies 3 0 3 Community toilet/bathrooms 0 3 3 Giant tree & Mandap 0 4 4 Mandap 0 5 8 Temple/Hindu Shrine/Satsang Vihar 2 3 12 Ashram/Math 0 0 1 School 8 0 22 College 0 0 2 ANM Center 1 0 4 Hospital 1 0 4 Waiting room at Bus stops 0 14 19 Youth Club/SHG 0 3 3 Play Ground of schools 2 0 2 Crematorium/Kabarstan/Burial Ground 0 1 3 Total 24 104 240

Corridor: Berhampur - Bangi Jn. Type of CPRs Partially Fully Affected Total Affected ______Open Well 0 32 90 Drinking water tap 0 42 53 Tube well 0 131 176 Pond 26 2 48 Water bodies 8 3 19 Check Dams (WHS) 0 1 1 Community toilet 0 3 4 Giant tree & Mandap 0 11 13 Mandap 0 24 34 Temple 11 21 43 Ashram 1 0 2 Church 3 0 8 Library 0 0 2 School 18 0 44 School Hostel 2 0 2 College 0 0 2

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Type of CPRs Partially Affected Fully Affected Total Anganwadi 1 0 1 ANM Center 2 0 2 Hospital 2 0 7 Waiting room at Bus stops 0 65 80 Statues 0 2 3 Community Hall 0 1 2 Youth Club 0 0 1 Market Yard 1 0 1 Crematorium/Burial Ground 0 2 2 Total 75 340 640

Corridor: Bangi Jn. - JK Pur Type of CPRs Partially Fully Affected Total Affected Open Well 0 4 5 Drinking water tap 0 12 12 Tube well 0 16 17 Pond 1 0 1 Water bodies 2 0 2 .Communitytoilet/bathrooms 0 2 2 Giant tree & Mandap 0 6 6 Mandap 0 0 1 Temple 0 5 9 School 4 0 8 College 0 0 1 Hospital 1 0 2 Waiting room at Bus stops 0 10 14 Market Yard 2 0 3 Total 10 55 83 NB: Partiallyaffected structures under temple, school, hostels, ashram, church, hospital, ANM center, Anganwadi, colleges category are boundary walls andgates D. Impact on water resources Impacts of road construction will have significant impact on the surface water. However the impact on the ground water resources will be minimum. The impacts include: Loss of water bodies, drinking water sources Siltation due to earth moving activities; Erosion of soil into the water bodies due to removal of trees and vegetation; Contamination by fuel and lubricants by spills from machineries;

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Contamination may also occur due to improper sanitation and disposal of wastes at the construction camps; Leachates from the solid waste may have a wider impact on the ground water; Due to the widening of the road, a good number of water sources like tube wells, open wells, tank/ponds and other water bodies will be affected. A detailed account of these is presented in table 30 of Chapter VI. The local community is totally dependent on tube well and open well for drinking water purpose. Similarly, the ponds are used for bathing and cattle rearing purpose. During dry spells, pond and water bodies of the project area act as a source of irrigation to save the crop. In Berhampur - Bangi corridor, one check dam (Water Harvesting Structure) used for irrigation purpose will be acquired at chainage 88.500 km. During construction of road, due to earthwork, siltation to nearby water bodies may occur. Similarly, erosion of soil into the water bodies may occur due to removal of trees and vegetation. This will be severe in sloping lands and places where road level is raised high. Though this sort of impact will be very less during construction period, attempt is to be taken by field engineers to prevent such impact. The slopes during construction of road need to be adequately protected with different protection measures. Drainage and water logging is another issue on project roads during the construction period, because the road embankment, diversions, excavation of the pavement, stock piling of construction materials, release of the sewage and waste water from habitations impacted by the displacement and demolition will result in the blockade and stagnation of drainage system. Roads can act as dams, impeding free run off along the sloping terrain. It would be necessary to place adequate number of culverts with carefully designed capacities to avoid adverse impacts on water resources. It is also necessary to note that accumulation water on side of the road damages the road structures. All cross drainage structures and roadside drains should have adequate capacity to discharge the run off from probable highest rainfall in 24 hours. To prevent accumulation of water by the road side, adequate cross drainage (CD) structures in the form of culverts with adequate discharge capacity need to be constructed. During reconstruction of old cross drainage structures and construction of new ones, diversion is required to aid uninterrupted movement of traffic. Material will not be put in the drainage to avoid blockage and prevent the erosion. This will help in protecting the aquatic ecology. No permanent impact is anticipated on water quality due to the project. Construction activities may temporarily deteriorate surface water quality in terms of increased turbidity and as well as oil and grease. The mitigation measures include proper disposal of water and other liquid wastes arising from construction. Stream courses and drains will be kept free from dumping of solid wastes and earth material. The water bodies and surface water sources like, canals, nala, springs, ponds, help in balancing the ecosystem. Many of the systems might be more important for the users for their consumption as potable drinking water and bathing sources. The location of camps of construction workers near water bodies affects water sources.

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. E. Impact on Noise levels The impacts of noise level during the construction phase relates to the features like: Noise produced during crushing and manufacturing of asphalt; Noise at borrow and quarry sites during loading of construction materials Movement of heavy vehicles during the construction period for procurement of construction material also produce a large amount of noise; Generation of noise during site preparation, surface preparation and asphalting. The impacts of noise on environment during pre construction and construction is due to construction vehicle movements, construction machinery operation, running of DG sets at site, etc. Temporary impacts in the immediate vicinity of the project may occur due to construction. The magnitude of impact will depend upon the specific types of equipment used and on the construction methods employed. Care should be taken to reduce such impacts. Exposure to high decibels of noise levels affects more to the expectant mothers, infants, patients etc. This can lead to health hazards of people/animals close to the corridor. The National Ambient Noise standards for industrial, commercial, residential and silent zone have been prescribed by the CPCB. Effective step need to be taken to minimize the temporary generation of noise from afore mentioned sources for avoiding stress and health hazard as well as impact on wild life. The construction equipment with high noise levels, loading and transportation of material near . the borrow areas will also affect the construction personnel and other humans in the area. The sensitive receptors to noise are "Hospitals, ANM Centers and Anganwadi, Schools, Hostels and Colleges (at 179 locations in all the five corridors)". The chainage points of these sensitive locations have been indicated in the list of common property resources annexed in the report (Annexure II A - E). F. Impact on air quality: The air quality along the project road stretch will have some impact during the construction period. During the construction period of the road stretch the impacts that are associated with the air quality are: Generation of dust due to procurement of construction materials from the quarries and burrow sites; Generation of pollutants and dusts due to operation of heavy vehicles and movement of machineries and equipment for material handling, earth moving, laying of sands, metal, stones, asphalt etc. Generation of toxic exhaust gases as a result of asphalt manufacturing and hot mix plants is a matter of serious concem.

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Loading/uploading of construction materials and their transportation, particularly through the unpaved or unmetalled sections of the road may lead to a rise in the ambient SPM and RPM levels. Material handling, spillage may occur during the transportation of construction materials G. Impact on Biological Environment As discussed earlier in section 5.13, a total number of 25989 trees (Table 27) of different species will be cut for widening of the project road. Attempt has been made to save majority of the trees and green tunnels during finalization of design. The important species in these avenue plantations include Anogeissus latifolia, Azadirachta indica (Neem), Buchanania lanjan (Chiranji), Butea monosperma (Palas), Careya arborea, Cassia fistula, Dalbergia Latifolia (Sishu), Diospyros melanoxylon (Kendu), Madhuca Indica (Mohua), Phyllanthus emblica (Amli), Scleichera oleosa (Kusum), Samecarpus anacardium (Bhalia), Semaruba glauca, Shorea robusta (Sal), Syzygium Cummini (Jamum), Tectona grandis, Terminalia arjuna (Arjun), Terminalia belerica (Bahera), Terminalia chebula, Wrightia arborea, Zizyphus Oenoplia. A detailed discussion about these tree cutting has been made in "Biodiversity Assessment and Management Plan" prepared separately for OSRP. One of the interesting finding of the discussion with local community in Khariar-Bhawanipatna corridor is that, local people store paddy straw for future uses like feeding of cattle etc on the branches of the trees. This has two advantages; one is avoidance of damage by termites and other damage by stray cattle. The villagers during discussion expressed that cutting down of trees will affect this safe storing practice of surplus paddy straw.

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Storage of Paddy straw on branches of trees (Bhawanipatna-Khariar)

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Storage of Paddy straw on branches of trees (Bhawanipatna-Khariar)

. In addition to tree cutting there will be temporary impact on local flora during construction stage. Transportation of construction material in haul roads in uncovered manner may lead to dust pollution and affecting flora on the roadsides. This impact is purely temporary in nature and can be avoided if the loaded tucks are covered with tarpaulins etc. Likewise pollution of water bodies on roadsides due to contamination by fuel and lubricants by spills from machineries and also due to improper sanitation and disposal of wastes at the construction camps may affect aquatic fauna of the project area. This needs to be taken care duri.ng preparation of EMAP. Increasing sediment load to the recipient water bodies i.e. ponds and rivers will restrict the penetration of solar energy in the water body. This will affect photosynthesis of the aquatic flora, which in turn will have adverse impacts on the aquatic fauna. Since, most of the water bodies remain dry during the non-monsoon months, this impact will be negligible. Similarly, survey on wildlife, biodiversity and available plantation in and around PIA has been conducted. Data on wildlife crossings, biodiversity, flora and fauna collected and impacts due to implementation of proposed Orissa State road Projects assessed. The "Biodiversity Assessment and Management Plan" covers all these issues in detail. However, a summary of the potential impacts of the project on wildlife and perceived threats to biodiversity of the PIA is presented in below mentioned paragraphs.

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Potential Impacts on Wildlife: Due to the construction work roadside trees will be removed along with camouflage cover of bushes and grasses; beds of nalas, canals, streams, rivers will be digged and lot of earths will either be put in or digged out. All this will disturb the natural landscape and create hindrance for movement of wild animals. The casting job of culvert and bridge slabs, road compacting and laying of grades, WBM layers and asphalt layers, movement of heavy machineries and work force etc. will affect the tranquility of the wild habitat more than enough. This may prompt the animals; birds, amphibians and reptiles to run away into the interiors of the forest, or get killed or injured while in distress to cross the road. During maximum stress period for the wild life in search of food and water i.e. in winter and summer the road will become a formidable barrier agog with construction activity or movement during day and night. The animals will suffer most at least for a period of 3 to 4 years because of such activity. The existing scenario or environment may not return in post construction period due to crash barriers, other obstructions and transformation of the landscape, which will puzzle the wildlife for venturing on to the road. The increased traffic and speed shall also create problem for wild animals. The operation of quarry and crusher units and haulage of quarry materials shall have negative impact on movement of wild fauna within and away from the road corridors. Among the wild animals in Orissa, elephants do move over long distances for foraging, as their food requirement is very high and with the depletion of forests, vegetation and fragmentation of their habitat they have to cover long distance to meet their food requirement. Hence they migrate crossing roads, rivers, hillocks and cultivated land. They tend to create havoc if their corridor is obstructed. The proposed road development may isolate small herds, thereby causing inbreeding with ultimate result of decimation of the population. Hence even after improvement of road corridors the movement of these large mammals should not be obstructed across the road.

Table 50 Evaluation of threat perception on biodiversity along road corridors Wild flora likely to be Wild fauna likely to be Threat perceptions affected I affected Berhampur - Bangi Jn. Link Bangi Jn. to Raygada Avenue plants, Green tunnels The aviary, rodents and Loss of forests in RF & PF, within impact zone of 10 km. of many established trees, amphibian fauna, reptiles loss of breeding, nesting, perching and scavenging micro habitats developed dwelling on the avenues and habitat loss of biodiversity in mini and micro climax over years containing along the avenues. The micro zones along the corridor leading to destruction of several conglomeration of several habitats developed over years, organisms and plants beneficial for agriculture and plants of medicinal value and corridors of wildlife environment as they were the hosts to beneficial insects, ecological importance. Loss movement in search of food rodents, birds, amphibians, reptiles. Fragmentation of of landmark trees and and water getting fragmented habitat leading to starvation or falling an easy pray to vegetation. and disrupted putting old, carnivore or human beings, serious pollution, soil young, pregnant and infant erosion, alteration in the physical features of the habitat wildlife at risk of pursuers puzzling the wildlife. Plants at the risk of adaptation rise and predators, blockade of in weed growth of toxic types and rise in temperature elephant, bear, ungulates path affecting procreation. Bears, elephants, snakes, frogs and as camouflage disappears birds are to be worst hit. Soil erosion, land slides, silting along the road wildlife is up of the water bodies, pollution of aquifers. precariously prevented from

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Wild flora likely to be Wild fauna likely to be Threat perceptions affected affected moving and grazing in the vicinity. Chandbali - Bhadrak Avenue trees, aquatic plants Intertidal wetland and Total loss of marine/ estuarine fish and shrimp and medicinal herbs, micro breeding area of aquatic life production as aquatic life forms breeding and nesting habitat of several and associate fauna will be habitat will be lost. The aquatic plants and insects conglomerate of seriously at risk. The aviary breeding on these will be threatened to extinction; the interdependent plants, fruit and aquatic fish and estuarine habitat of Bhitarkanika WLS will be upset due bearing and land mark trees, amphibian will be deprived of to decrease in population of various fish, crab, shrimp green tunnels will be lost. their source of sustenance and mollusks on account of effluents and soil erosion. There Heritage trees more than 100 destroyed. will be silting up and flooding, loss of agricultural year old shall be lost. production and fish catch. Traditional occupation of local inhabitants will be seriously affected. Many endangered turtles, fish, Shrimp, crabs, mollusks, beetles, and birds, will perish never to be seen again in the area. Rise in summer temperature. Loss of cyclone preventing shelter belt Bhadrak - Anandapur (Up t Bypass) Avenue trees, green tunnels, The aviary, the amphibian Increase in summer temperature, loss of food source for landmark trees, fruit bearing and reptilian flora, the aquatic aviary. Nesting, resting and perches will be lost. The trees micro climax fish, crustacean, beetles will wetland life down below the chain will be at risk of conglomeration of medicinal, perish or affected locally and depletion. Comes within the impact zone of Hadagarh aromatic and geoclimetic down stream. The food chain WL 3 to 7 kms, soil erosion plugging of drainage plants colony will be lost. will be seriously threatened. channels during and after road improvement causing Idrainage problem, loss of cyclone shelter belt. Bhawanipatna - Khariar The loss of avenue and green There are no forests worth the There are no RF/PF or P.A. Aviary, rodent and tunnels for the ROW will name along the corridor. The amphibian species will be at risk of starvation stress and lead to loss of trees and loss of avenue trees will devoid of nesting and breeding area. The ground moving damage to the micro climax disadvantage the aviary and species will be killed and exposed by road expansion and vegetation along the corridor. rodents due to loss of nesting destructions of habitat. The complex ecological balance Many medicinal, aromatic perching and foraging facility. of the area will be lost as all most all bridges and culverts and beneficial plants will be The micro fauna residing except the Tel and sunder river bridge all others will be destroyed; land mark giant along the road within the either demolished or rehabilitated afresh along with trees will be sacrificed. Food micro climax vegetation will digging out the road base at many places for new chain will be lost. be lost. Wildlife will be formation heritage and giant trees will be removed from devoid of camouflage cover the corridor. to some extent as land is mostly avoid of natural forests either side like hayena, jackal, mongoose, birds, rodents, amnhibians, reptiles will be more stressed.

H. Impact on Sanitation. Waste disposal and other impacts Sewage and domestic solid waste is generated at the construction workers colony. Improper management of these solid wastes may lead to health and hygiene related problems.

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During the construction period the dust released around the construction sites may lead to a number of respiratory and skin diseases. Excessive production of noise during construction may lead to psychological problems among the residents living in the nearby areas if exposed for a very long period. The disposal of solid wastes along the road side and water bodies would lead to a number of endemic diseases like typhoid, cholera, dysentery, gastroenteritis etc. in the nearby localities. The tar-coated drums should be properly stored in the site area and can be used for demarcating the diversions during construction phase with proper fluorescent markers. The drums can be used for storing water for construction purposes. Under no circumstances uncleaned drums should be used for storing drinking water. Another short-term impact associated with this project during the construction phase will be traffic diversion and management. Suitable traffic management system needs to be devised and finalized with the concurrence of the Police Department. Assistance of the local Police would be necessary to regulate traffic. It has been observed in many development projects that after construction work is over the laborers developed squatter colonies by encroaching government land or community used land and permanently resides in the area. This bears a serious impact as they share natural resources with local community for fuel wood, fodder, water etc. Hence, it is necessary to ensure that the persons after completion of construction works return back to their homes and do not set up squatter colonies. These impacts are short-term impacts and may happen only during the construction phase with very less to marginal magnitude and can be mitigated by following good construction camp practices. I. Impact on Human Use Values Socio-economics, Land Acquisition and Resettlements Impacts and mitigation measures associated with social environment in the Project Influence Area (PIA), land acquisition and resettlement of Project-Affected Persons (PAP) have been dealt in Social Impact Assessment report prepared separately for OSRP. Accident, Health and Safety Construction activities will cause hindrance to the existing traffic flow. Thus, short-term impact in terms of accident is anticipated during construction phase of the widening project. Aesthetic and Landscape The proposed widening of the existing single lane road will require partial removal of roadside plantation, which will deteriorate the corridor's aesthetic values temporarily. But the proposed plantation all along in long run will improve the aesthetic and landscaping of the corridor. Disfiguration of the landscape is also anticipated due to opening of borrow pits and can be mitigated through appropriate management practices.

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J. Impact due to water loging, submergence and soil erosion Locations prone to flooding and submergence in the road cornidor have been identified on the basis of local consultations, discussion with local units of OWD. Rivers close to project route drain the project influence area. Slope of project influence area is towards the near by river. Table 51: Locations Prone to Flooding and Submergence Corridor Locations Prone to Flooding and Submergence Chandbali - Bhadrak Km 15.300 to 18.500, 18.700 to 23.500 Bhadrak-Anandapur Km 50 to 51, 56 to 57, 57.200 to 58 Bhawanipatna - Km 23.100 to 23.300, 22.300 to 22.400, 22.100 to 22.200, 21.300 to Khariar 21.400 Scattered patches of submerges at chainage Km 6.550 to 7.700, 8.050 to 9.180, 9.805, 13.450, 19.100, 23.300, Berhampur-Bangi Jn 23.500, 28.375, 37.985, 50.050 to 53.150, 53.325, 53.600, 54.070, 55.070, 62.250,126 to 126.800, 134.200, 137.200, 142.600 to 143.400, 147 to 148 (including bridge), 150 to 150.600 Scattered patches of submerges at chainage BangiJn-JKPur Km 160.650, 159.400, 158.600, 157.400, 156.300, 143.100, 138.700, 137.200, 116.400, 114.350 and 111.700 In addition to the above list of flooding and submergence areas, under the proposed improvement work, embankments will be constructed for bypasses, construction of ROBs, vehicular and animal underpasses. These may lead to flooding of the project area in the event of unprecedented rains. Soil erosion may occur due to the uneven topography and intensity of rainfall. A major problem of erosion may occur due to the removal of age-old trees along the roadside within RoW. The removal will result in the instability of soil binding and soil structure, as uprooting will make the soil loose. Erosion may occur due to the swift velocities of drains in monsoon. Adequate mitigation measures has been suggested in EMAP to avoid possible submergence, overtopping, water logging and soil erosion due to upgrading activity of the project road. 7.5 Impact during Operation Phase The operation phase impacts mainly arise due to vehicular movements and other allied activities. The environmental parameters, which are impacted, can be grouped as follows: Land Use, Air Quality, Noise level, Biological Resources, Accident Hazards and Safety Aesthetics

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A. Impact on Land Use The land use pattern may experience some changes on the roadside in post construction period due to coming up of commercial establishments and other road induced developments. The local statutory bodies like Gram Panchayats, Tahasils in case of rural areas and NACs/Municipalities in urban pockets will strictly enforce land use control measures to regulate development of commercial, residential and industrial infrastructure, development of squatter settlements on the slopes of the embankments and on vacant areas ROW. During operation period slope stabilization is must to avoid erosion. B. Impact on Air Oualitv The most important aspect of pollution is either through emission of smoke, unburmt fuel, toxic gases like nitrous oxide, carbon monoxide, lead, sulphur oxide, suspended particulate matters, residual particulate matter or foul odor emitted from garbage, sludge, sewage and petrifying dumps of left materials available at the road side. The National Ambient Air Quality standards have been specified by the CPCB for comparison of the pollution level at the time of construction activity and after completion of the project during the actual road use and influx of traffic. The ambient air quality is expected to improve in the towns and road junction because of new bypasses, smoothening of curves and free flow of traffic. However in other areas levels of carbon monoxide and SPM would marginally increase due to increase in traffic. It is difficult to predict the pollution level from vehicles, since it is not known how innovations/adoption of new technology for vehicles would proceed. It is, however, possible to assess the future pollution load on the assumption that the old technology vehicle would persist. The unit load of pollutants from different types of vehicles have been estimated under the same assumption by the Indian Institute of Petroleum, which is presented below Table 52 Emission factors of different vehicles (g/Km) TYPES OF VEHICLE CO HC NOx SOx Pb TSP Two Wheeler 8.3 5.16 - 0.013 0.004 - Cars 24.03 3.57 1.57 0.053 0.0117 - Three Wheelers 12.25 7.77 - 0.029 0.009 - Buses-Urban 4.381 1.327 8.281 1.441 - 0.275 Trucks 3.425 1.327 6.475 1.127 - 0.45 Light Commercial Vehicles 1.3 0.5 2.5 0.4 - 0.1 Source: Indian Institute of Petroleum. The current load of vehicular pollutants in Kg/Km, as well as that expected in 2009, based on maximum increase in traffic on a particular road and maximum present value of TSPM and other parameters, have been estimated and given in tables below.

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Table 53 Present Loads of Pollutants - 2006 (In Kg/Km)

TYPES OF VEHICLE CO HC NOx SOx Pb TSPM Two Wheeler 38.35 23.84 0 0.06 0.0185 - Cars 11.32 1.68 0.74 0.02 0.0056 - Three Wheelers 18.40 11.67 0 0.04 0.0135 - Buses-Urban 1.15 0.35 2.18 0.38 - 0.072 Trucks 1.48 0.57 2.80 0.49 0.194 Light Commercial Vehicles 0.47 0.18 0.90 0.14 - 0.036 Total load of Pollutants per Km. 71.17 38.29 5.72 1.13 0.0376 0.302

Table 54 Load of Pollutants, after 3 years - 2009 (In Kg/Km)

TYPES OF VEHICLE CO HC NOx SOx Pb TSPM Two Wheeler 46.03 28.61 0 0.072 0.022 - Cars 13.58 2.02 0.887 0.030 0.007 - Three Wheelers 22.08 14.005 0 0.052 0.016 - Buses-Urban 1.38 0.419 2.613 0.455 - 0.087 Trucks 1.77 0.686 3.349 0.583 - 0.233 Light Commercial Vehicles 0.56 0.217 1.083 0.173 - 0.043 Total load of Pollutants per Km. 85.4 45.957 7.932 1.192 0.045 0.363 Though there is an observable increase in the pollution load in 2009, when compared to 2006 figures, it would not contribute to significant incremental value in concentration of the ambient air quality parameters. During operation phase impact on ambient air quality is assessed due to increased traffic. The incremental concentration is estimated and superimposed on background levels and finally predicted values will be conquered with AAQ Standards. C. Impact on Noise level During operation phase noise impact will be mainly due to increased traffic. Increase in noise level is anticipated due to increase in traffic movement. The impacted areas are basically rural to semi urban areas and other places having an urban profile. The noise pollution after the improvement will be due to rapid commercialization or movement of heavy traffic, etc. Proper traffic management and legal measures can easily control the unwanted increase in the noise level. Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting of local shrubs and trees will be planted along sensitive receptors like hospital, schools and administrative offices. D. Impact on Biolo2ical resources The roadside plantations will enhance the aesthetics of the road and also function as a pollution arrester and also function as a soil binder. No negative impact is anticipated on flora and fauna during operation phase.

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E. Accident Hazards and Safety During the operation phase, accident hazards will be greatly reduced and the widened road will ensure smooth and fast flow of traffic. Improvement of traffic junctions, intersections and congested locations will reduce occurrence of accidents. The event that could pose significant environmental risk is the accident of vehicles carrying hazardous cargo. Spillage of hazardous chemicals and subsequent run off into a water body may have significant adverse environmental impact. To handle the case of accidents of hazardous cargo and spillage of hazardous chemicals an emergency response mechanism need to be developed along with the participation of police and the fire department. F. Aesthetics Roadside rest areas/bays/public amenities and parking place for long distance travelers have been provided for in the project design. The roadside plantation will also add to the visual appearance of the area. This will improve the aesthetics of road corridor in project area.

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CHAPTER - VIII ANALYSIS OF ALTERNATIVES & MITIGATION MEASURES

In the preceding chapters, a detailed discussion was made on existing environment scenario in the Project Impacted Areas of five road corridors of Phase I: Year I of OSRP. In addition a detailed analysis was made in chapter VII about potential impacts that the proposed project will cause to the existing environment of the project area. It was assessed from the impact study that majority of the impacts will be caused during construction work of the project and are temporary in nature. Only some impacts like increase in traffic volume, impact on air quality etc will be caused during operation phase of the project. All these negative impacts can be mitigated through adoption of appropriate mitigation measures, alternative alignments and engineering designs. This chapter of the report discusses in detail all the suggested mitigation measures as well alternative design considerations, which if followed properly will counter adverse impacts and have beneficial impact in the project area. Details of the mitigation measures along with budget have been included in EMAP in a separate volume. 8.1. ALTERNATIVE ALIGNMENT/BYPASS: The road improvement work under OSRP requires widening of the existing RoW involving expropriation of land, demolish of Residential/Commercial structures and acquisition of CPRs. The road upgrading within the existing RoW also necessitates eviction of squatters and . agricultural encroachments. This will lead to displacement of families and cause social disruption along with economic loss for asset losers and their families. Keeping this in view and also to avoid problems in the implementation of the project, steps have been taken to minimize displacement within the limitations of technical requirements and cost effectiveness. Initially, the Social-Screening exercise is conducted in the road section to identify potential social impacts, which are considered along with other issues such as environmental, financial and technical considerations. In the screening exercise, areas of concern-heavily congested market place on the sides of the road, extent of physical displacement, loss of land etc. was studied in detail. The findings have been used as inputs for engineering design to change the alignment within the technical requirements and cost effectiveness. As per the findings of screening exercise, it was observed that at Chandbali town in Bhadrak - Chandbali corridor and at Bhawanipatna town in Bhawanipatna-Khariar corridor there is need for construction of bypasses. The new two-lane alignment will be carrying heavy traffic and to reduce the traffic and avoid demolition of residential and commercial structures, alternative alignment/bypasses were studied in the above two corridors at two locations. Construction of these two bypasses will have significant beneficial impact in terns of Minimizing Displacement Reducing resistance to the project Minimize the impact on the existing trees/local environment. Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc

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Uninterrupted flow of through traffic along the Project stretch Avoid future possibility of installation of speed breakers by the local administration/public Avoid adverse impacts of the crowded areas along the project stretch Provide scope for wayside amenities BHAWANIPATNA TOWN BYPASS Bhawanipatna town is one of the major towns of Western Orissa. Strategically located and connected with Andhra Pradesh and Chhatisgarh by National Highways. Existing road passes through congested areas of Bhawanipatna town. About 3 km of existing road passes through the built up area of Bhawanipatna. The available ROW is about 9 m and various utilities cross this road. Having examined the existing road and traffic situation the Consultant has carried out study for feasibility to provide bypass. The comparison of the alternative alignments is given in Table 55. Alternative 1: To follow existing alignment within municipal limit with minor geometric improvement wherever possible. Alternative 2: To follow NH-201 from college chowk towards Keshogarh for 500 m then enter in bypass at km 142/500 and connect SH-16 at km 3/200. Alternative 3: Entire new alignment starting at km 3/00 of SH-6 LHS encircling town, and to provide connectivity to other NH. Table 55 Feasibility of Alternative Alignment Plan Bhawanipatna Town Item Alternative I Alternative 2 Alternative 3 Description of To follow existing Alignment To follow NH-201 from college Entire new alignment Alternatives within Municipal limit with chak towards Bolangir for 1 km starting at km3/00 of SH-6 minor Geometric Improvement then enter in bypass at km to km towards LHS wherever possible 143/500 and connects SH-16 at encircling town and to km 3/200 provide connectivity to other NH. Total Length (km) -- 3 km 7 km Extra Land Not possible to acquire except in About 14 ha land (mostly govt. 21 ha land from forest. Required Special circumstances land) Quality of Land - Barren Average Type of Structure Not possible Affected Displacement No issue of displacement Less Few habitants may lose their livelihood because of land loss Issues of No issues of Resettlement Very less issues of Resettlement. Cash compensation on Resettlement market value.

Cost Comparison Less 12 crores 35 crores Based on Future Not desirable (Inside the city Desirable as travel time, The bypass will be Requirement high speed vehicle should not be operational cost and distance futuristic and desirable. permitted as it may cause will be minimized. accident and noise to the city However connectivity to other dwellers. NH to be envisaged.

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. Based on preliminary examination the consultant found that alternative 2 is the most suitable alternative alignment as per requirement of the project road. Alternative 3 is best suited for future requirement. CHANDBALI TOWN BYPASS Chandbali an ancient town is situated along the banks of the Baitarani River. It is a famous tourist center near Raj Kanika. Historically the city enjoys influence over the areas for trade and commerce through sea routes. A big market is situated linearly along the road where most of the shops are encroached upon OWD land. The town also faces the problem of congestion during peak traffic hours. Important findings of the study listed below: From the surveys it was found that the alignment is having very poor geometry. The Right of Way is about 20 m (mostly encroached). The route will have displacement of a large number of Small Business Enterprises (SBEs) About 1.5 km road length is within riverbed. Therefore an alternative alignment has been examined for Chandbali town. The detailed and summary of the findings of alternatives are presented in Table 56. Alternative 1: Widening and strengthening of existing road from bridge approach with high embankment along the riverbed and RCC embankment on river channel and follow existing road . Alternative 2: Realignment from bridge approach with high embankment through agricultural land and joining existing road at College Chowk (km 46/700). Table 56 Feasibility of Alternative Alignment Plan Chandbali Realignments

Item Alternative 1 Alternative 2 Widening and strengthening of Realignment from bridge existing road from bridge approach with high Description of approach with high embankment through . embankment along the riverbed Alternatives and RCC ebankment on river agricultural land and joining d RC existing road at College Chak channel and follow existing (Km 46/700 road. Total Length (Km) 1.5 km About 3 km Extra Land Less of extra land is required 14 ha Required Quality of Land to be No land acquisition is required Agricultural land acquired Type of Structure Semi-permanent and permanent Affected (SBEs) and other community No structure is affected. facilities c Large number of person will Large number of agricultural Displacement have diminishing livelihood families will lose livelihood.

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Item Alternative 1 Alternative 2 Issues of Less issues of Resettlement Cash compensation on market Resettlement value Relatively less - only . embankment for 900m and Cost Comparison RCCaemankmn for 500 15 crores RCC embankment for 500 meter. Based on Future Not desirable as channel is a Requirement physical Barrier and city will Very much desirable grow outwardly. Submergence Problem May require earthwork. Will require 4 meter high embankment Based on preliminary examination it can be stated that alternative 2 is the most suitable alternative alignment as per project requirement. 8.2. REDUCING RoW WIDTH IN HABITATION AREAS The existing ROW along the project road is not uniform and lesser then the IRC recommendations. Hence, for widening of RoW, improvement of junctions, relocation, realignment etc, acquisition of land will be done. The recommended road width (or Right of Way) for different terrain classifications and land use types is given in Table 57 below. Table 57 Recommended road land width for National & State Highways Plain and Rolling Terrain Mountainous and steep Terrain Open areas Built-up areas Open areas Built-up areas Normal Range Normal Range Normal Normal 45 30-60 30 30-60 24 20 But, in all the five corridors, it was observed that at some locations, habitations are close to the edge of the road. Widening of the road by RoW as per recommendations will lead to displacement of lot of people from residential and commercial structures. Further as a part of habitation area phenomena, almost all the common property resources are concentrated in these locations. The common property resources include temples, giant trees with mandaps, tube wells, ponds, and clubs, rest sheds etc. Widening of the road by RoW as per IRC norms will lead to acquisition of these resources. This will have significant social and environmental impacts and lead to large scale resistance of people for the project. Under such a situation, the Project Consultant, World Bank Mission and the PIU officials agreed upon to vary the limits set out in the IRC guidelines. Accordingly different ROW limits were adopted for different project road sections. With reference to the "Preparation Mission Aide Memoir (July 4-13, 2006), Technical Aspects Para 23 - Design and Engineering Issues, the ROW (absolute minimum corridor of impact, COI) follows,

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"For Berhampur-Rayagada and Bhawanipatna-Khariar road corridor will have COI in built-up areas as 15m. If land needed to be acquired then such acquisition will be done up to 16m. In non built-up sections the minimum COI (Assuming an embankment height of 2m) will be about 22m. Similarly, for Chandbali - Bhadrak - Anandapur road corridor will have COI in built-up areas as 17m. If land needed to be acquired then such acquisition will be done up to 18m. In non built-up sections the minimum COI (assuming an embankment height of 2m) will be about 25m. Mountainous Sections shall have the RoW as per the existing roadway details. For all other roads the ROW shall be as follows, Category Proposed ROW Built-up areas where RoW is more than 15m Proposed RoW within existing RoW Built-up areas where RoW is Less than 15m Proposed RoW up to 16m Open areas where existing RoW is 20m or more Proposed RoW within existing RoW Open areas where existing RoW is less than 20m Proposed RoW up to 26m The above strategy was followed for RoW during the finalization of design. Attempt was made to reduce the proposed RoW width in habitation/built up areas instead of recommended RoW as per IRC norms. A detailed list of these places where RoW has been reduced in five corridors is presented in Annexure IV and a concise summary in table 58. It is revealed that at about 85 locations, habitations exist on roadsides of five corridors. In these locations, RoW has been reduced. The total lengths of these locations constitute about 16.61% of total road length of five corridors. . Table 58. Corridor wise details of Habitation/built up areas where RoW width is reduced to 16 meters

Total Length in kms, where RoW No of O Corridor Length width is reduced to 16 locations road length (kmn) metersrodlnt Chandbali - Bhadrak 49.060 14.605 16 29.77 Bhadrak - Anandapur 56.736 18.725 23 33.00 Khariar- Bhawanipatna 66.545 12.585 21 18.91 Berhampur - Bangi Jn. 150.400 14.669 25 9.75 Bangi Jn. - J. K. Pur 42.040 - Total 364.781 60.584 85 16.61

This strategy followed in OSRP could save a good number of residential and commercial structures from possible demolition. Similarly, a lot of CPRs like temples, schools etc have been saved. (Table 49)

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8.3. DESIGN CONSIDERATIONS A. Realienment of accident-prone locations/Geometric corrections: It was revealed from traffic survey conducted in road corridors that, traffic on the project roads is mixed traffic comprising of fast moving cars, buses, trucks, LCVs, 2 & 3 wheelers to slow moving agricultural tractors, Human Drawn Vehicles (HDVs) like bicycles and cycle rickshaws and Animal Drawn Vehicles (ADVs) like carts (table 43 & 44). In addition to these, pedestrians and farm animals are a part of the total traffic on road corridor. The project roads do not have pedestrian lane or cycle tracks to accommodate this traffic in the built up-sections. The existing project roads have sharp horizontal curves, bend and steep summit vertical curves, which do not provide adequate overtaking, sight and stopping distances even for 50 kmph. At some of the section, it has an average speed of just over 20 kmph. All these problems leads to frequent accidents and needs engineering interventions to correct deficiencies. Keeping these in view, detailed survey was conducted in all the five corridors and black spots that need geometric corrections for safety were identified (Table 59). As per the opinion of local people and OWD officials at these locations, accidents occur frequently due to wrong geometry of road alignment. Table 59 Lists of Black Spots along the Project Road

Si. No. Road Corridor Chainage Description |Existing

Corridor: Bhadrak - Chandbali 1 Chandbali-Bhadrak 5/750 Sharp Curve with no sufficient SSD 60 2 Chandbali-Bhadrak 8/930 Sharp Curve with no sufficient SSD 70 Corridor: Bhadrak - Anandapur

I Bhadrak-Anandapur 11/700 Sharp Curve with no sufficient SSD 80 Corridor: Bhawanipatna - Khariar 1I| Bhawanipatna-Khariar 54/630 Sharp Curve with no sufficient SSD 50 2 [ Bhawanipatna-Khariar 58/275 Sharp Curve with no sufficient SSD 55 Corridor: Berhampur-Bangi Jn. 1 Berhampur-Bangi junction 47/925 Sharp Curve with no sufficient SSD 18 2 Berhampur-Bangi junction 48/00 Sharp Curve with no sufficient SSD 25 3 Berhampur-Bangi junction 49/050 Sharp Curve with no sufficient SSD 25 4 Berharnpur-Bangi junction 49/135 Sharp Curve with no sufficient SSD 25 5 Berhampur-Bangi junction 74/300 Sharp Curve with no sufficient SSD 25 6 Berhampur-Bangi junction 75/100 Sharp Curve with no sufficient SSD 24 7 Berhampur-Bangi junction 103/300 Sharp Curve with no sufficient SSD 26 Corridor: Bangi junction-JK Pur 1 Bangi junction-JK Pur | 141/950 Sharp Curve with no sufficient SSD 20

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SI. No. Road Corridor Chainage Description Existing 2 Bangi junction- JK Pur 141/050 Sharp Curve with no sufficient SSD 20 3 Bangi junction- JK Pur 141/125 Sharp Curve with no sufficient SSD 18 4 Bangi junction- JK Pur 141/350 Sharp Curve with no sufficient SSD 19 5 Bangi junction- JK Pur 140/800 Sharp Curve with no sufficient SSD 20 6 Bangi junction- JK Pur 132/075 Sharp Curve with no sufficient SSD 17 7 Bangi junction- JK Pur 132/200 Sharp Curve with no sufficient SSD 18 8 Bangi junction- JK Pur 132/350 Sharp Curve with no sufficient SSD 20 9 Bangi junction- JK Pur 132/550 Sharp Curve with no sufficient SSD 20 10 Bangi junction- JK Pur 130/100 Sharp Curve with no sufficient SSD 18 11 Bangi junction- 3K Pur 129/900 Sharp Curve with no sufficient SSD 20 12 Bangi junction- JK Pur 129/800 Sharp Curve with no sufficient SSD 22 At these locations, the existing road has sharp horizontal curves and insufficient vertical design standards, which do not provide adequate overtaking sight and stopping distance even for 35 kmph. Inadequate sight distance reduces driver's perception to prepare him for necessary maneuvers. The horizontal design speed did not match with vertical design speed that surprises the drivers and affects the decision making while choosing the right speed. As a matter of fact to avoid unwarranted accident, it is necessary to provide adequate sight distance to permit the drivers enough time and distance to control their vehicles. The safe stopping sight distance, intermediate sight distance and overtaking sight distances are presented below.

Table 60 Minimum recommended Sight Distances Speed Safe Stopping Sight Intermediate Sight Distance Overtaking Sight (Km/h) Distance (m) (m) Distance (m) 100 180 360 640 80 120 240 470 65 90 180 340 60 80 160 300 50 60 120 235 40 45 90 165 30 30 60 25 25 50 20 20 40

The safe stopping sight distance of 180m is followed in the present project. During finalization of design, in addition to the 24 black spots (table 58), 9 more curves in the five road corridors have been taken care of for geometric corrections. Thus geometric corrections in the final design have been made for a total of 33 curves in the existing road sections of five corridors. The list of such curves is presented in table 61.

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Table 61 List of curves for Geometric Improvement Si. No. Road Corridor Chainage | Existing radius Corridor: Chandbali-Bhadrak Chandbali-Bhadrak 5/750 60.00 Chandbali-Bhadrak 6/500 50.00 Chandbali-Bhadrak 8/930 70.00 . Chandbali-Bhadrak 10/00 120.00 TChandbali-Bhadrak 12/475 110.00 Corridor: Bhadrak-Anandapur Bhadrak-Anandapur 2/00 200.00 Bhadrak-Anandapur 11/700 80.00 Bhadrak-Anandapur 17/650 90.00 Bhadrak-Anandapur 47/00 200.00 Bhadrak-Anandapur 51/00 200.00 Bhadrak-Anandapur 55/00 100.00 Corridor: Khariar-Bhawanipatna Bhawanipatna-Khariar 37/650 100.00 Bhawanipatna-Khariar 54/630 50.00 Bhawanipatna-Khariar 58/275 55.00 Corridor: Berhampur-Bangi 1. Berhampur-Bangi 47/925 18.0 2. Berhampur-Bangi 48/00 25.0 3. Berhampur-Bangi 49/050 25.0 4. Berhampur-Bangi 49/135 25.0 5. Berhampur-Bangi 74/300 25.00 6. Berhampur-Bangi 75/100 24.00 7. Berhampur-Bangi 103/300 26.00 Corridor: Ban ii -JK pur Bangi -Rayagada 141/950 20.0 Bangi -Rayagada 141/050 20.0 Bangi -Rayagada 141/125 18.0 Bangi -Rayagada 141/350 19.0 Bangi -Rayagada 140/800 20.0 Bangi -Rayagada 132/075 17.0 Bangi -Rayagada 132/200 18.0 Bangi -Rayagada 132/350 20.0 Bangi -Rayagada 132/550 20.0 Bangi -Rayagada 130/100 18.0 Bangi -Rayagada 129/900 20.0 I Bangi -Rayagada 129/800 22.0

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B. Design speed and minimum radius considerations: The design speed of the project road has been done as per the design speeds given in table 62 below, finalized on the basis of different terrains in which the particular road section lies. At certain sections of the project road, lower design speed than that specified in the guidelines are considered, based on views of local OWD officials. These changes have been agreed to and finalized to minimize the corridor impact of the proposed project. Attempts have been made to restrict the road design within the existing ROW in heavy built up sections. Table 62 Design Speed for different Terrain Classes for State/National Highways Design Speed in kmph Plain Terrain Rolling Terrain Mountainous Terrain Steep Terrain RDS MDS RDS MDS RDS MDS RDS MDS 100 80 80 65 50 40 40 30 RDS: Ruling Design Speed; MDS: Minimum Design Speed Table 63 Absolute Minimum Radius (m) for National & State Highways

Rolling Terrain Mountainous and steep Terrain Plain Areas not affected Snow bound Open areas Built-up areas by snow areas Ruling Absolute Absolute minimum minimum Ruling mnimum minimum Ruling ninimum Absolute ninimum 45 30-60 30 30-60 24 20 C. Extra widening at curves Wherever the existing radius is less than the specified minimum design speed, the transition curve, super elevation and pavement widening will be introduced. This will minimize the intrusion of vehicles on to adjacent lanes, tend to encourage uniformity of speed and increase vehicle speed at the curves.

Table 64 Radius of Curve (m)

Up to 20 21 to 40 41 to 60 61 to 100 101 to 300 Two Lane 1.5 1.5 1.2 0.9 0.6

Single Lane 0.9 0.6 0.6 -

Table 65 Minimum length of Vertical Curve

. Maximum grade change (%) not requiring a Minimum Length of D vertical curve vertical curve (m) 35 1.5 15 40 1.2 20 50 1.0 30 65 0.8 40 80 0.6 50 100 0.5 60

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D. Improvement of Junctions and Intersections:

During road safety review, it was identified that existing poor condition of junctions/intersections is one of the major contributing factor to occurrence of accidents. Intersection areas normally carry heavier traffic than other highways sections as traffic approaches from both crossing roads. Eventually, such sections become potential black spots if not designed effectively. In the five road corridors, it was observed that None of the junctions have been designed as per standards Majority of the junctions do not have appropriate markings to guide the merging as well as the main road traffic Most of the intersections have no pedestrian crossing facility Junction signage are absent Most of the junctions have insufficient sight distance, tuming radius etc. Keeping this in view, road intersections have been included for improvement during finalization of design. The list of major intersection points is presented in table 66 below. Table 66 List of Major intersections

S. No.; Road Corridor Chainage Type of Intersections l N 1(Cross/T/Y) Chandbali-Bhadrak 1 Chandbali-Bhadrak 6/500 Y Bhadrak - Anandapur 2 Bhadrak - Anandapur 43/250 T Berhampur-Bangi Junction 3 Berhampur-Bangi Junction 24/700 CROSS 4 Berhampur-Bangi Junction 53/600 Y 5 Berhampur-Bangi Junction 55/060 T 6 Berhampur-Bangi Junction 66/220 T 7 Berhampur-Bangi Junction 80/500 T 8 Berhampur-Bangi Junction 140/200 T 9 Berhampur-Bangi Junction 142/00 Y 10 Berhampur-Bangi Junction 143/300 T 11 Berhampur-Bangi Junction 150/125 T Bangi Junction- JKPur 12 [Bangi Junction-JKPur 148/900 Y 13 Bangi Junction-Rayagada 119/00 T

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* E. Other design considerations * Pavement and Shoulder: Wherever existing pavement is found to be sub-standard, it will be removed. These materials can be used in lower layers of the widening or in hard shoulders or used as a sub grade material, where new construction is proposed. Damaged existing pavement edges will be trimmed back to sound material. Widening of pavement should match the existing road, wherever possible existing pavement shall be widened on either LHS or RHS. In the built-up sections the concentric widening shall be considered as the cost of land acquisition will be high. * Carriageway width: The project road shall be designed as a two-lane paved carriageway. The width of two lanes shall be 7m, giving a total roadway width of 12.00m. * Paved/Hard Shoulder: Paved shoulders shall be provided wherever proposed and shall have a width of 1.5m. In the Ghat Section the paved shoulder shall be adopted as 0.9m. * Earthen Shoulder: The earth shoulder at the extreme edge of the roadway shall be of 1.0m/2.5m width depending upon the road section. * Total Road Width: Total roadway width shall be 12.00 m. * Cross Slope: Each carriageway shall have cross slope of 2.50 per cent. The paved/hard shoulder and earthen shoulder shall have a slope of 2.5 per cent and 3.5 per cent respectively. 8.4. DRAINGE DESIGNS & SLOPE PROTECTION MEASURES . It has been discussed in Chapter VII, section 7.4 (J) about areas of submergence and water logging in the five road corridors. Chainage wise details of such locations have been presented in table 51. It has been discussed that these locations need to be given priority during preparation of DPR. Similarly, the bridges and culverts are important assets of any road project to solve drainage and water logging problems of the project area. If the bridges and culverts are appropriately placed and are in good condition then these assets contributes a lot towards mitigating adverse impacts of the project. Inventory and condition of culverts and bridges In the present study, an inventory was made for of culverts and bridges along with conditions of these structures. The survey was undertaken by site visits, measurements and visual inspections. Special attention was paid to the survey of various features of culverts/bridges and hydraulic adequacy. The findings of the survey are presented below. Culverts:

* The total number of culverts is 822 for a road length of 364.781 km. It means the number of culverts provided is approximately two and half numbers per kilometer. The waterways so provided in most of the cases are not only insufficient as balancing structure and much less in numbers as compared to the requirement for drainage from the up-stream side towards the outflow.

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* The waterway adequacy has been examined with respect to the localized area of each structure and it is seen that most culverts have insufficient waterway.

* A large number of culverts are choked.

* Very few of the culverts have been provided with any protection work.

* The summary of the rehabilitation plan is given in Table 67

Table 67 Summaries of Culverts in road corridors

Total Length Existing Do nothing case Reconstruction Retain/ Abandoned (In km) Culverts D n c Rehabilitation A Bhadrak to Chandbali 49.060 1 60 0 48 12 0 Bhadrak to Anandapur 56.736 1 118 3 67 46 2 Bhawanipatna to Khariar 66.545 [ 121 20 57 44 0 Berhampur to Bangi Jn. 150.400 430 14 311 98 7 Bangi Jn to JK Pur 42.040 93 7 63 23 0 Total 364.781 822 44 546 223 9

Bridges:

In analytical study of the condition of bridges, following important derivations are observed:

* Approach slab has not been provided in most of the bridges.

*, Mastic asphalt in case of bituminous concrete wearing coat has not been provided in most of the bridges.

* The condition of the expansion joints in most of the bridges is poor.

* Old brick masonry bridges have been dismantled and newly constructed.

* Some of the bridges are overtopped during rainy season and to be raised.

* Most of the bridges have very little protective works. * The summary of the bridge studies is presented in Table 68.

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Table 68 Summary of Bridges in road corridor

Total length Existing Do Nothing Reconstruction Retain/ Name of the Road (In km) bridges Case bridges bridges braigti

Chandbali - Bhadrak 49.06 22 - 17 5 Bhadrak - Anandapur 56.736 11 0 7 4 Bhawanipatna - Khariar 66.545 21 0 8 13 Berhampur - Bangi Jn. 150.400 38 1 12 25 Bangi Jn. - JK Pur 42.040 3 0 1 2 Total 364.781 95 1 45 49 The performance of pavement gets seriously affected if proper drainage measures are not adopted during construction and operation/maintenance of the roadway. Some of the measures to guard against poor drainage conditions are maintenance of transverse section in good shape to reasonable cross fall so as to facilitate quick run-off of surface water and provision of appropriate surface drains. Recommendation of IRC: 37-2001 will be adopted fully where cultivated fields exist on both sides of the road stretch, by having bottom of sub grade level at least 1.5 m (more then 0.6m-1.0 as stated in the guidelines) above the level of water table. A 3.5% gradient in earthen shoulder and 2.5% in hard/paved shoulder have been suggested for . drainage of shoulders. Very often water enters the base, sub-base or the sub grade at the junction of the verges and the bituminous surfacing. To counteract the harmful effects of this water, it is recommended that the shoulders should be well shaped and constructed of impermeable material. It is proposed to layout the drains near toe of embankment on either side of the road so that these run parallel to the road. * The drains run between two adjacent culverts and discharge into the culverts. The longitudinal slope is governed by the existing ground slope, which generally ensures a minimum gradient of 1 in 1000 in favor of flow. * The open land lying between the toe of the embankment and the roadside drain will be properly sloped towards the drains and maintained. * The roadside drain shall be provided as per the following, * The road side channel will be trapezoidal/rectangular of adequate capacity to carry 100% surface runoff of drainage area of highway RoW and will be drained to the nearest available natural water course. * We propose to adopt trapezoidal section as space is a not a constraint and it is more efficient and economical. This will be kuchha to drain out in the open field or to the defined outfall points. Lined rectangular drain will be adopted in urban areas. Trapezoidal shaped stone masonry drain will be adopted in the hill section.

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* The superstructure shall be drained with suitable drainage spouts and by means of a combination of drainage spouts and longitudinal drain supported from the superstructure and discharging through vertical drainpipes at pier locations. * Suitable profiles of channels and pipe runs shall be provided at crossing with service needs and utilities to ensure that conflicts do not occur. Based on the field investigation and inspection, the entire stretch of road has been broadly classified into following three categories for design of drainage system. Roadside drains in rural area The land use in rural stretches adjoining the road is predominantly agricultural. During monsoon, the entire area adjoining the road gets significant amount of precipitation. The agricultural lands intercept such precipitation. After meeting the various losses due to interceptions, infiltration and evaporation, the excess precipitation starts moving with very small velocity. This type of situation is encountered for a very short period during rainy season. It is proposed to have open trapezoidal kuchha drains of adequate cross sectional area. These drains will be provided all sections except at the built-up and the hilly sections. Roadside drains in urban area (Built-up Sections). Some stretches of the road pass through urban/semi-urban settlements where commercial/residential structures are there along the roadside. No well defined lined drains have been provided at any section of the road and the waste water along with the rain water flows over open areas without any proper outlet to drain off such water. Considering the future development of activities in the urban areas, it is proposed to provide reinforced concrete rectangular drains in the urban area. Roadside drains for Hilly areas Hill section along the project road has been proposed to be provided with trapezoidal lined drain of stone masonry/RR masonry. The drains shall be provided on both sides wherever there is a box cut. Slope protection measures:

Slope protection in the form of turfing will be proposed on all the embankment slopes. Pitching will be proposed at the toe where the height of embankment is more than 3m. Chutes will be proposed to drain off water in case of high embankments. Non-browsing species like vetiver grass, lemon grass, sabai grass etc is recommended as a part of bioengineering method of protecting slopes. 8.5. CHOICE OF CONSTRUCTION MATERIALS: The suggested specifications for the different formations of the roads under upgrading appear reasonable. Nevertheless, the thickness of the different components of the road-formation would under go modifications in tune with the bearing strengths of the available materials. Since the nature of available materials would vary between regions, the total thickness of the formations is likely to vary between the locations of the project roads.

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O8.6. MITIGATION MEASURES FOR ADVERSE ENVIRONMENTAL IMPACTS A. Treatment of Landscape The impacts assessed during the construction and operation period on the land environment can be mitigated through the following measures: * Landscape treatment of the project road includes planting of trees in vacant spaces and turfing of slopes, approaches to wayside amenities etc. * Choice of trees and plants along the highway shall follow a variety of schemes depending upon location. Local indigenous species that grow in that area shall be planted. * Stone pitching will be provided at the slopes near the irrigation and drainage systems in order to prevent silting of soil into these water bodies. * Adequate drainage structures like culverts and bridges will be constructed for proper drainage of rain water and avoid submergence or water logging on roadsides * Areas of submergence have been identified and in these locations height will be increased * No advertisement/hoarding shall be allowed within the right of way limits of the project road. * Visibility of any signs, signals or any other devices erected for traffic guidance and/or information shall not be obstructed by plantation. * Compaction of soil can be prevented by operating the construction vehicles on temporary roads to avoid damage to the soil B. Rehabilitation Plan for quarries/borrow areas

In section 8.5, it has been discussed that attempt will be made in two corridors to use fly ash as filling material. An estimate of requirement of construction materials has been presented in table 47 of Chapter VII. A total number of 86 quarries have been identified in all the five corridors (Table 48). All these are licensed quarries and construction materials will be collected from these quarnes. Restoration/Rehabilitation measures is required for these borrow and quarry areas as per legal provisions in the license contract. To meet these requirements and mitigate adverse impacts of quarrying, the following measures are suggested. No new quarries will be opened. The material will be taken from existing approved licensed quarries * Contractor shall use only those borrow pits identified during the design stage. * Borrow pits shall not be dug continuously in a stretch. The location, shape and size of the designated borrow areas shall be as approved by the engineer and in accordance to the IRC-10-1961 recommended practice for Borrow pits for road embankments.

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* Top soil up to a depth of 0.20 m from all permanently covered area and borrow areas shall be stockpiled for productive reuse. Borrow areas will be filled with bitumen waste, waste materials from pavements and shoulders. Then these will be leveled and topped with already preserved topsoil and developed for productive usage. The topsoil can also be used for side slope, median covering for the growth of shrubs and grass. Borrow areas shall be graded to ensure proper drainage and visual uniformity * Additional borrow pits will not be opened without restoration of those areas no longer in use. C. Shifting and relocation of public utilities Different types of existing utility service components e.g. Optical Fiber Cables (OFC), electric poles, telephone poles are to be shifted out of the proposed roadway. For widening the project road to two-lane carriageway, all the utility service components coming in the way of the widening are to be shifted /relocated. Regional Utilities Local Utilities * Optical Fibre Cable Posts * Lamp Posts * Telephone Box * Water pipe Lines * Telephone Poles * Water Taps * Power Lines * Open Wells * Power Transformers * Tube Wells * Electric Poles * Waiting rooms All service providing organizations has been informed not to lay down any further utility lines in the road corridor without intimation to the Chief Engineer of OWD. Utility shifting plan has been prepared for all the road corridors and submitted to client for necessary action. D. Mitigation measures for CPRs Ponds: * Toe walls will be constructed in case of partially affected ponds/water bodies and ponds, which are close to the RoW. This will prevent siltation of water bodies due to earth moving activities and contamination of surface water. * One small check dam (Water Harvesting Structure) affected in Berhampur-Bangi Jn. Corridor will be replaced by Project Authorities Drinkinig water sources: * Affected drinking water sources will be replaced by Project Authorities * Fully affected ponds and wells will be filled up as per design of construction activity at specific location. * In case of fully affected tube wells, the holes will be plugged with concrete after sand and rubble packing in the pipe hole, so as to prevent contamination of ground water in future.

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. Temples, Shrines, Giant trees & mandaps: * In case of fully affected religious structure, due compensation shall be paid as would be decided by the committee for such assessment and as a pre construction activity the compensation to be paid for relocated to deity in a make shift temple till their new temple is constructed * Affected boundary wall and gates of temples/shrines will be replaced by Project Authorities * In case of such/shrines close to the road corridor, scope for alternate entry gate has been explored and accordingly action plan has been prepared in EMAP. Where there is no scope for alternate entry gate, construction of boundary wall has been suggested. This is suggested to avoid direct exit of devotees to road and chances of accidents. * No mandaps or giants trees with mandaps shall be allowed within the ROW for it is to be replaced. Schools, Hostels. Colleges, Hospitals, AnRanwadi, ANM centers: * Buildings of none of the Schools, Hostels, Colleges, Hospitals, Anganwadi and ANM centers in road corridor will be affected except part of a building in case of Chheliapada UP School in Bhawanipatna - Khariar road. * Only boundary wall, gates, toilets, tube wells of these units will be affected in some of * the cases which will be replaced by Project Authorities * In case close to the road comidor, scope for alternate entry gate has been explored and accordingly action plan has been prepared in EMAP. Where there is no scope for alternate entry gate, construction of interception wall has been suggested. This is suggested to avoid direct exit of children's and public to road and chances of accidents. * These CPRs are sensitive receptors of noise and in case of close proximity to road corridor, noise barriers have been suggested as a part of mitigation measure. Waitin2 Rooms at Bus stops, Communitv toilets: * Majority of the waiting rooms, will be affected, which will be replaced by Project Authorities. No community toilets shall be located near the ROW or Passenger shade. Old passenger shade will be repaired where nessary. * Each of the Waiting rooms at Bus Stop need to have a display chart indicating timings of Bus services * Designs of waiting rooms should be such that it prevents entry of stray cattle and also bicycles, two wheelers by local public * Vendors should not be allowed to permanently sell their products inside waiting rooms * In important Junction OWD may consider allowing hoarding of commercial forms for additional provision of STD booth and advertisement with responsibility for its maintenance the leaser period

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Community Halls, Youth Clubs, SHG buildings, Library. Statues: * Affected structures of this category of CPRs will be duly compensated by Project Authorities if these are not encroached structures and with in the ambit of R&R policy of State Govt. Play Grounds/Stadium:

* In Bhawanipatna - Khariar road, 2 playgrounds and in Bhadrak - Chandbali corridor 7 playgrounds are located close to the road corridor and will be partly affected. As a part of mitigation measure, masonry boundary wall is suggested on sides of playground facing the road. This is for safety of players and viewers of game. Market Yards: * Three local market yards in Bangi Jn. - JK Pur and one in Berhampur - Bangi Jn. corridor are located very close to the road. Out of 4, three will also be partly affected. In these market yards, local farmers sell their farm produces. For safety of marketers and traders, masonry boundary wall shall be erected. Burial Grounds/Crematoriums: * In Bhawanipatna - Khariar road one small burial ground and in Berhampur - Bangi Jn. road two burial grounds will be party acquired as per the preventing practice of R&R policy it State Govt. and one boundary wall with site enhancement planting shall be taken up. * Out of the two burial grounds in Berhampur-Bangi Jn. corridor, one at Ambagada village of Dakhinpur Gram Panchayat is a developed crematorium and the structure need to be avoided at all cost through little modification Road way. E. Mitigation measures for adverse impact on water quality Construction Period: * To prevent accumulation of water by the road side, adequate cross drainage (CD) structures in the form of culverts with adequate discharge capacity will be constructed. * During reconstruction of old cross drainage structures and construction of new ones, diversion is required to aid uninterrupted movement of traffic. Material will not be put in the drainage to avoid blockage and prevent the erosion. This will help in protecting the aquatic ecology. Toe wall will be constructed in case of ponds & water body located close to the road to prevent siltation No permanent impact is anticipated on water quality due to the project. Construction activities may temporarily deteriorate surface water quality in terms of increased turbidity and as well as oil and grease. The mitigation measures include proper disposal of water and other liquid wastes arising from construction. Stream courses and drains will be kept free from dumping of solid wastes and earth material by providing silt fencing and collection ponds to contain the sediments.

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. Construction materials containing fine particles like soil, aggregates etc. will be minimum GSB and away from water bodies to ensure that sediment laden water does not drain into nearby stock filed water courses All measures will be taken to prevent the wastewater produced in construction camps from entering directly into the water bodies. A minimum distance of any sewage source or toilet facilities should be 200m away from water sources in shape by septicfance latrine located on ground above HFL away from the water cause & aquifer Vehicle maintenance and refueling will be confined to areas in construction camps designed to contain spilled lubricants and fuel. Waste petroleum products must be collected recycled or disposed of at appropriate disposal sites as per Gol regulations. Operation Period: * Significant impact will be there on water quality during operation period, to drainage channels, slope protection measures etc function properly. Monitoring of water quality at periodic interval to prevent which proper spillage/ run of collection ponds shall be day up away from the stream flow with leading drains form the place of activity so as to allow settlement of sedirunt and ensure ground water recharge. F. Mitigation measures for adverse impact on air quality Construction Period * Hot Mix Plants shall be located away from the sensitive receptors, congested habitats, and forest boundary in such a way that the normal wind direction does not affect the air quality of local habitant. * Trucks and Tippers carrying earth for filling, sand, gravel or stone will be duly covered with Tarpaulin sheets to avoid spilling along with sprinkling of water over such roads. * As far as possible haul road are to be away from protected areas, Reserved forest, habitation but where ever it is not possible, all care to be taken to improve the carriage way through paving and sprinkling water at regular interval and by fixing mist spray units at strategic locations. * Dust level at the construction sites shall be controlled by sprinkling water. * Construction material, machinery and equipment will be maintained in a good working condition and shall be handled with due precaution and only by trained professionals. * Workers will be provided with dust filter mask and goggles. * Water shall be sprayed at the road diversion surfaces, excavation sites, lime and earth mixing sites and in sub-base laying areas. * Hot mix plant and concrete batching plants shall be well sealed, and be equipped with adequate dust and vapor suppression accessories. * Rock blasting (if any) will be carried out using small charges or using rock disintegrating machines.

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* Night haulage of heavy materials shall not be allowed where forest road or forest truck. Forms the part of haulage road. Operation Period * Phasing out of old technology vehicles, regular emission checks, use of fuel-efficient engines, use of stands environmental friendly engines and land use control are the measures that are to be implemented by central and state governments to reduce pollution levels. * Upgrading and enforcing the emission norms from time to time as per international standards.

* Plantation on either side of the road with selected plant species capable of absorbing dust and noise without affecting the ROW or carriageway visibility. * Provision of road, improvements at intersections and separate truck parking facilities to ensure smooth and uninterrupted traffic flow. All these facilities shall result in preventing air pollution and traffic hazard by prohibiting pausing /idling on the carriageway. * Monitoring of Air quality at periodic intervals of that parting slabs at standard meriting (status & additional status. G. Mitigation measures for adverse impact on noise quality Construction Period Construction machinery/equipment (hot-mixer, bulldozer, loader concrete mixer etc.) emit a noise ranging from 80-95 dB. Apart from this, vehicles carrying raw materials will also create noise than desired levels. The magnitude of impact shall depend upon the type of machinery being used and the standards of noise emissions for different equipments are presented in Table 69. Table 69 Average Noise Levels (dB) of different equipments

Construction machinery/equipment Noise (dB) Dozer D8 90 Excavator 88 Grader 14G 86 Vibratory Rollcr 88 Compactor 87 Water tank 82 Truck 83 Asphalt paving plant 89 Air Compressor 75 Diesel Generators 79 The noise emission level generated from a source shall decrease in distance as per the following empirical formula:

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SPL2 = SPLI - 20 LoglO (r2/rl) Where, SPLI an SPL2 are the sound pressure levels at distance rl and r2 respectively.

Considering the noise level of different equipment and the stationery nature of the construction equipment as a point source generating 9 dB (A) at a reference distance of 2m computed distance require to meet the permissible limits during day time for different land use categories are given in table 70. Table 70: Minimum required distance from stationary sources for meeting standards Category Permissible Limit (Day time) Distance required (M) Silence zone 50 dB (A) 200 Residential zone 55 dB (A) 113 Commercial zone 65 dB (A) 36 Industrial zone 75 dB (A) 11 Hence it is suggested that * Location of construction equipment will be at least 250m away from inhabited areas. * Construction workers will be provided with protection devices like earplugs. * Maintenance of equipment in good condition & proper design of engine enclosures. * Construction activities shall be strictly prohibited between 10 P.M. and 6 A.M. in residential and forest areas and forest areas. * Noise reduction barriers have been suggested at Schools, Hospitals, ANM Centers, Anganwadi Centers, which are sensitive receptors of noise Operation Period * Improvements at intersections, provision for bus bays and truck parking facilities will ensure smooth and uninterrupted traffic flow. All these facilities shall result in minimizing stopping and idling of vehicles and thus reducing noise intensity. * Avenue plantation programme and site enhancement plantation will help in reducing the noise level. * Monitoring of noise quality at periodic intervals after 3 to 5 years to suggest further course of action if the level exceeds the permissible limits. H. Mitigation measures for adverse impact on biological environment Construction Period * To mitigate adverse impacts of the Project on roadside trees, avenue plantation programme be adopted to restore and further enrich the loss of vegetation. Details of such action plan has been presented in "Biodiversity Assessment and Management Plan" prepared separately for OSRP.

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* Similarly, impact of Project on wildlife and local fauna and the required mitigation measures has been dealt in "Biodiversity Assessment and Management Plan". Wildlife underpasses have been suggested at several locations. Suggestions have been formulated, which are to be followed by Contractors to reduce the impact of project on faunal population. * For aquatic fauna it is suggested that filling up of ponds will be resorted only after exhausting all other options. * Filling up of ponds wherever required should be done during the non-monsoon months. * Construction of bridges and culverts shall be accomplished during the non-monsoon periods. * Toe walls to be erected for reducing pollution and accrual of water bodies along the ROW. * The direct discharge of oil and chemical spills to the water bodies shall be avoided by providing silt, sludge, grease and lubricant separator filter beds and soak pit as per detail design furnished for Truck/Bus lay bye in EMAP. Operation Period * Maintenance of road side plantation through strict supervision and monitoring * Replacement of casualty should be gap filled annually during rainy season by the OWD. * Regular maintenance of assets created under the project like, wildlife underpasses, toe walls of ponds, drainage channels spillway etc. to pbe maintained regularity. * Impact of occasional accidents and spillage of hazardous chemicals on biological environment should be avoided or minimized by adoption of appropriate measures. Details of plan given in EMAP I. Mitigation measures for adverse impact on Sanitation & Waste disposal Construction period * Local labourers shall be employed for the construction activities to the maximum possible number to minimize the production of domestic waste generation. * Another advantage of giving preference to local labourers is avoiding formation of squatter settlements on roadside in post construction period. * If outside labourers are engaged, safe drinking water, adequate sanitation facilities, kerosene and all other amenities as per the prevailing labour laws will be provided by the contractor. * Sewage and domestic solid waste generated at the construction workers camp will be properly disposed of to prevent health and hygiene related problems. Adequate sanitary facilities will be made available at the construction camp. Periodical health check up of construction workers will be undertaken and garbage collection bins placed at different

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points of camps and site office and garbage collection binc placed at different pints of camps and site offices. * Sufficient measures will be taken in construction camps i.e. provision of garbage tanks and sanitation facilities including septic tanks and soak pits. Waste in septic tanks will be cleared periodically through mechanical device and disposed off at appropriate locations as specified by the Environment expert and SC together with local civic authority. Operation period * The local statutory bodies like Gram Panchayats, Tahasils in case of rural areas and NACs/Municipalities in urban pockets will strictly enforce land use control measures to prevent development of commercial, residential and industrial infrastructure, development of squatter settlements on the slopes of the embankments and on vacant areas in ROW. * The passenger sheds provision and junction traffic signals to be maintained regularly to prevent accidents and deterioration of the facilities. * Proper maintenance of drainage channels constructed in the project J. Solid waste Management Construction Period * Topsoil will be collected and stored separately for reuse in filling borrows areas for productive usages, embankment slopes for turfing, medians and land development on diversion. * Bitumen waste generated will be used for protection of embankment slopes pavements (shoulders), interior paths of utility areas. * Waste disposal and sanitation for workers in the construction camp should be properly maintained or taken care off in order to prevent their entry into the water bodies like ponds, streams etc. * Garbage should be collected in tanks and disposed off daily in order to check the solid wastes entering into the ponds, streams etc. Operation Period * During operation accidental spills will be cleaned up immediately in order to prevent contamination into the water bodies by keeping emergency equipment for preventing hazard and neutralize the adverse impact. * The embankments of the water bodies present very near to the RoW of the project road stretch should be done properly in order to check sliding of earth as sediments into the water body. J. Mitieation measures for adverse impact due to LA & displacement A separate report has been prepared on Social Impact Assessment & Rehabilitation Action Plan. Detailed mitigation measure has been presented in this report. All forest land acquired shall be

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replenished with equivalent other forest land for declaring as forest land and raising plantations to compensate the loss. 8.7 IMPROVED TRAFFIC SAFETY MEASURES

The safety is a very important aspect in road project. The impact on safety of road users during operation and construction phases is assessed in terms of OSRP project implementation. The traffic studies have identified areas with heavy traffic intensity and acute-angle intersections, which require junction improvements and widening of roads in congested stretches. The road improvement plan has suggested improvement of junction points and improvements in the vertical profile and straightening of the road in stretches with acute curves. The details about geometric corrections and improvement of intersections and junctions have been presented in section 8.3 of this chapter. The design approach followed as per the Indian Standards and with agreement with the OWD for the two lane Project State Highways will eliminate the physical deficiencies stated here above and will significantly improve the safety of the users, vehicles and pedestrians/farm animals. Traffic safety measures have also been taken up extensively to improved safe passage of traffic and reduce the accident rates. The salient features of the design approach to safety measures are: * Provision of two lane carriageway to increase the capacity of the road so as to allow more freedom to the drivers; * Improvement of major and minor junction with the provision of extra lanes. * Provision of elephant crossing has been provided wherever required to avoid and conserve the harmony of nature and delays in traffic movement; * Facilities to assure safe circulation of slow moving vehicles, pedestrians and farm animals: * Provision of acceleration and deceleration lanes in the main carriageway at the Ghat sections; * Provision of appropriate guard rails or crash barriers for high embankment; * To provide marker post and other safety signage at Bridge approaches; * Proper road markings and traffic signage to guide and caution the drivers as per the IRC norms; * Adequate road side protective works like Toe walls, retaining walls, wing walls berms etc for the ghat section; * Delineators: will be provided at all bridges, high embankments, metal guard beams/crash barriers on curves intersections and traffic islands as warranted. * Bus and truck lay byes are provided along the Project Road sections;

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0 Speed regulator rumble strips and humps as per IRC specification provided at junction, sensitive receptors, market places, wild life under and over passes. * Road Furniture Road Signs All signs shall be placed on the left hand side of the road. Where extra emphasis is warranted, they may be duplicated on the right hand side as well as per IRC: 67-1977. The extreme edge of the sign shall be 2 m from the edge of the carriageway. Road marking Provisions have been made for center and edge road marking with thermo-plastic paint as per IRC: 35-1970 in preference to ordinary paint as a way of better caution to the driving motorist. This would help reduce road accidents. * Road Delineators Provision of road delineators has been made in the design that shall comprise roadway indicators, hazard markers and object markers. The design shall conform to the recommendation made in IRC-79. Reflective Chevron signs at bends shall also be provided for. Safety Barriers * Guardrail or some alternative device should be provided on approaches to bridges and high embankments. Guardrails are also to be provided on medians in Towns of specifications. * For safety of public at common property resources like Schools, Hospitals, Temples etc two provisions has been made. A detailed field survey was conducted to identify scope for alternate entry and exit points in cases where these CPRs are close to the road and present entry/exit is from project road. In cases where alternate entry/exit point is not possible, suggestion has been made to construct an interception wall in front of the gate. This will prevent sudden direct entry or exit to project road and avoid chances of accidents. BUS-BAYS AND REST SHELTERS The lay out for bus bays and shelters (Waiting rooms at bus stops) will be in accordance with IRC: 80-1981. The bus shelter structure shall be structurally safe, aesthetically pleasing and functional so as to protect the waiting passengers from sun, rain and wind. Adequate drainage shall be provided at bus stops and bus bays. Truck Lay-Bys The provision of truck lay-byes shall be governed by site requirements and parking demand. Parking shall be designed in the form of a rectangular or trapezoidal area parallel and separated from the carriageway by a physical barrier. The parking lots shall have necessary facilities like repairing, eating and resting and shall be suitably landscaped. Detail location of Bus Bays and Truck lay-bys has been provided in EMAP.

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* Safety of Pedestrians Special care has been taken to ensure the safety of the pedestrians, and farm animals. The different safety measures are incorporated in the engineering design such as * Provision of footpath at the built up section on both sides of the Road. * Proper road markings for the pedestrian crossing at congested intersections and market places. * Speed reduction at built up sections. * Road Safety and other Appurtenances The safety and other appurtenances includes, * Road Markings * Road Signage * Hectometer /Kilometers Stones * Crash Barriers Road Markin2s The road markings are important safety measures and convey the required information to the road users and ensure an orderly traffic flow. The road markings have been provided as per the IRC guidelines outlined in IRC: 35-1997. The following road markings are provided: Longitudinal markings : Center Line : Edge Lines : Traffic Lines : Width Transition : Obstructions Ahead Intersections : Stop Lines : Word "STOP" : Pedestrian Crossing : Approach to Intersection : Direction Arrows : Continuity Lines : Traffic island Parking : Bus Stop : Emergency Parking The road marking material will be hot applied thermoplastic reflector.

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Road Si2na2e The different types of road signs are categorized and provided are: * Mandatory/Regulatory * Cautionary/Warming * Directional * Hazard Markers * Informatory Mandatory Siens All the compulsory signs are indicated in a circular form. The violation of traffic or road regulations indicated buy these signs is a legal offence. Precautionary Si2ns These are signs indicated in a triangular form. They are meant for the safety of the road user. Informatory Signs These give you informnation about such things as high way facilities, parking facilities etc and you can recognize them from their blue background. ORetro-reflectors type signage, which are made of high intensity encapsulated lens types reflective sheets, fixed over aluminum sheeting for a better visibility at night and ensures road users safety, shall be used. Informatory signs have been provided at each of the village locations as per the standards. Overhead Signs would be provided at approaches and on both sides for all Interchanges. These are made of galvanized MS pipes and are of two types shoulder side posts with cantilever arm and gantry across the carriageway. The signboards are made of galvanized steel. * Crash Barriers Crash barriers are absent in the present Project Road. But these are necessary for the safety of the road users, in particular at high embankments and at approaches to structures. For the Project Road, crash barriers and galvanized W shaped metal guard beams as per MOST Specifications Clause 810 are proposed as follows: * Embankments higher than 3000 mm: guard beams at both shoulders; * Approach embankments to Bridges and Structures: 30m long guard beams for embankment height up to 2500 mm; for higher embankments provision above shall apply; * On all retaining walls to embankment: reinforced cement concrete crash barriers.

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CHAPTER IX ENVIRONMENT ENHANCEMENT MEASURES

In the preceding chapter, a detailed discussion was made on alternatives available to avoid the adverse impacts of the Project on environment of the Project area and also mitigation measures in cases where possible impact cannot be avoided from technical point of view. The mitigation measures, if implemented properly, will help in reducing the intensity of impact significantly during construction and operation period of the Project. In this chapter, a detailed discussion will be made on Environment Enhancement measures, which refer to additional measures to be taken during the project for the benefit of the road users and the surrounding communities. These measures will enhance the environment of the project roads and generate goodwill among the local community towards the project. 9.1. PROVISION OF TOILET BLOCK: It was observed during the field survey that, all the five road corridors under Year I of OSRP lack one of the basic needs of the road user i.e. toilets. In some of the locations it exists, but in a very much dilapidated condition. There is hardly any maintenance of these assets. There is no water, electricity and cleaning of the toilets. As a result, road user never uses it. Defecation /Urination is being done mostly on roadsides and near bus stops creating an unhygienic environment. Keeping this in view, under the Project activities, toilet blocks have not been proposed. Wherever community toilets are being acquired within ROW fully or partially such structures should be re build in community land away from the carriage way and soft shoulder or ROW. 9.2. PROVISION OF REST SHELTERS/WAITING ROOMS AT BUS TRUCK LAY BYE.

At present, Rest shelters/Waiting rooms at bus stops are available at almost all the major bus stops on road corridor. But majority of such assets will be affected due to widening of RoW width. Corridor wise details of affected assets are presented in table 49 of Chapter VI. This is an important asset and needs to be developed again by Project Authorities. In case of not affected ones, renovation of the structure will be done to make it usable, which shall be decided by the supervision consultant and site engineers at the time of execution, subjected to approval as no specific inventory on these structures have been made. These waiting rooms need to have a uniform design in all the corridors. Each of the Waiting rooms at Bus Stop need to have a display chart indicating timings of Bus services. Designs of waiting rooms should be such that it prevents entry of stray cattle and also bicycles, two wheelers by local public. Vendors should not be allowed to permanently sell their products inside waiting rooms. One user association involving representatives from Panchayati Raj Institutions and local OWD officials should be formed to look after maintenance and sanitation aspects of Waiting rooms.

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O9.3. PLANTATION PROGRAMMES: Avenue Plantations is one of the important activities of road development programme. The major benefit of such a programme are * Improvement in Aesthetics * Control Noise and Air pollution * Prevent soil erosion on road sides * Provide shade to road users and keep the environment cool Keeping this in view, under the proposed project, trees will be planted on vacant spaces of RoW. This will be in addition to Compensatory afforestation, which will be done to compensate tree cutting due to widening of the road. Tree species selected for avenue plantation should be adaptable to local climate and soil and pollution resistant etc. In addition to avenue plantation, vacant Government lands will be utilized for plantation with the permission from concern department if possible. The quarry areas, which are open grounds, can be planted with tree species in order to prevent erosion of soil etc. Details of plantation programme along with species selected etc have been provided separately.

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