E505 * ~~~~~~~~~~~~~~~VOL.24 Government of Uttar Pradesh * Public Works Department Lucknow, India
Public Disclosure Authorized ENVIRONMENTAL IMPACT ASSESSM-ENT REPORT 9 November 2005
Ganga Bridge at Kachiaghat on
Public Disclosure Authorized Bareilly-Badaun-Bharatpur Road i nd * pW Yamuna Bridge at Shergarhghat o,
* 'S Utrkasr- t Chatta-Shergarhghat Road
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AO ~~~~~~~~~~~~~~~~~~~~~FundingAgency: Ba nk 4& Operations Research Group Pvt. Ltd. The Worid ,so Table of Contents i S.No Titles PageNo. EXECUTIVE SUMMARY -xi
1.0 INTRODUCTION -1 1.1 The Uttar Pradesh State Roads Project (UPSRP II) and Major Bridges '-1 1.2 Brief Description of UPSRP II and Major Bridges 1 1.3 Features of Major Bridges l 3 * 1.4 Environmental Assessment in the Project t-3 1.4.1 Environmental Impact Assessment And Management Plans t-3 * 1.5 Structure of The EIA Report l 3
* 2.0 PROJECT DESCRIPTION 2-1 2.1 UPSRPII 2-1 * 2.1.1 Upgradation works 2-1 2.2 Major Features of Bridges 2-2 * 2.3 Overview of the Impacts of the Project 2-4
* 3.0 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 3-1 3.1 Institutional Setting for the project 3-1 * 3.1.1 Uttar Pradesh Public Works Department (UPPWD) 3-1 3.1.2 Project Implementation Unit 3-1 * 3.2 Institutional Setting in the Environmental Context 3-1 3.2.1 Ministry Of Environment And Forests 3-1 * 3.2.2 Regional Office Of The MOEF, Lucknow 3-1 3.2.3 Central Pollution Control Board (CPCB) 3-2 * 3 2.4 Department Of Forests, Government of Uttar Pradesh 3-2 32.5 Uttar Pradesh Pollution Control Board 3-2 * 3.3 Legal Framework 3-2 3 3.1 The Forests (Conservation) Act, 1980 3-2 * 3.3.2 The Environment (Protection) Act, 1986 And The 3-4 Environmental Impact Assessment Notification, 1994 * 3.3.3 The Wildlife (Protection) Act, 1972 3-4 3.3.4 The Water And Air (Prevention) And Control Of Pollution 3-4 * 3.3.5 The Motor Vehicles Act, 1988 3-4 3.3.6 The Ancient Monuments and Archaeological Sites and 3-4 * Remains Act, 1958 3.4 State Level Legislation and other Acts 3-6 * 3.5 Clearance Requirements of the proposed bridges 3-6 3.5.1 Up State Clearance Requirements 3-6 * 3.5.2 National Clearances 3-6 3.5.3 World Bank Requirements 3-6
4.0 METHODOLOGY 4-1 * 4.1 Environmental Assessment -1 4.1.1 Scoping 4-1 * 41.2 Reconnaissance Visits 4-1 4,1 3 Assembly and Analysis of Data From Secondary Services 4-1 * 4.1.4 Documentation of Baseline Conditions 4-1 4.1.5 Assessment of Alternatives 4-3 |* 4.1.6 Assessment of Potential Impacts 4-3k 4 1.7 Integration of Environmental Impact In The Design Process: 4-3 | *4"Mainstreaming The Environmental Component" 4 1 8 Identified Mitigation And Enhancement Measures :-3 * 4.1.9 Community Consultations :-3 4 1 10 Preparation of The Environmental Management Plans 4-3 - 0 Page * S.No Titles No. 4.2 Finalizing the Environmental Assessment 4-3 4.2.1 Completing the Baseline a-3 * 4.2.2 Impact Assessment and Modeling 4 4.2.3 Mitigation and Enhancement Measures 4 * 4.2.4 Stand Alone Environmental Management Plans And Generic 4 Environmental and Social Management Plan * 442.5 Environniental Budget 4
* 5.0 EXISTING ENVIRONMENTAL SCENARIO 5-1 5.1 Meteorological baseline 5-1 * 5.1.1 Climate 5-1 5.1.2 Temperature -1 * 5.1.3 Wind a-1 5.1.4 Rainfall ^_1 | * 5.2 Natural and Biophysical Environment i-i 5.2.1 Air 5-2 * 5.2.2 Water: Hydrology and Drainage 5.2.3 Land --6 * 5.2.4 Noise 7 5.2.5 Flora * 5.2.6 Fauna -10 5.2.7 Human use Values 5-1_0 *@ 5.3 Cultural Properties 5.3.1 Protected Monuments and Properties of Archaeological Value 5-10 * 5.4 Resettlement issues 511 5.5 Aquatic Ecology 5.1 l | * 5.6 Aquatic Fauna 5-_ 3 5.7 Religious Congregations 5-13
6.0 PUBLIC CONSULTATION AND INFORMATION DISCLOSURES - l * 6.1 Introduction -1 6.2 Objectives -- l | * 6.3 Methodology adopted for Public Consultations --1 6.3.1 Stages and Levels of Consultation * 6.3.2 Tools for Consultation 6.4 Issues Raised and Community Perception -- * 6.5 Addressal of Issues - 6.6 Continued Participation 6.6.1 Information Disclosure 6.6.2 Community Participation -S
7.0 ANALYSIS OF ALTERNATIVES IN UPSRP -1 7.1 Route Alternatives through Strategic Options Study - 7.2 'With" and "Without" Project Scenario 7 2.1 UP State Road Project II (UPSRP II) - 7.2.2 With and Wthout Bridges Planned on Ganga and Yamuna -- 2 * 7.3 Finalization of Approaches and Locations of New Bridges -- 2 7.3.1 Right Yamuna Bridge Approach - * 7.3.2 Left Yamuna Bridge Approach 7.3.3 Location of Proposed Yamuna Bridge -> * 7 3.4 Location of Proposed Ganga Bridge -- 7.3.5 Left Ganga Bridge Approach * 7.3.6 Right Ganga Bridge Approach -:
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S.No S.No Titles Page~~~~~~~~~~~~~~~~~~~No. 8.0 ASSESSMENT OF IMPACTS 3 8.1 Background 8-1 8.2 Meteorological Parameters 8-1 * 8.3 Natural and Biophysical Environment 8-1 8.3.1 Air 8-1 8.3.2 Water Resources 8-8 8.3.3 Flood Hazards 8-10 * 8.3.4 Impacts on Hydrology of Rivers 8-10 8.3.5 Land 8-11 * 8.3.6 Seismicity 8-11 8.3.7 Loss of Productive Soil 8-12 * 8.3.8 Soil Erosion 8-12 8.3.9 Compaction of Soil 8-12 * 8.3.10 Contamination of Soil 8-13 8.3.11 Consumption of Natural Resources 8-13 8.3.12 Noise 8-15 8.3.13 Flora 8-21 8.3.14 Fauna 8-21 8.3.15 Impact on Aquatic Ecology 8-22 8.3.16 Human Use Values 8-22 8.4 Archaeological/Protected Monuments and Other Cultural Proper 8-23 8.4.1 Other Cultural Properties 8-23
* 9.0 MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES 9-1 * 9.1 Approaches to Mitigation Measures 9-1 9.2 Avoidance and Mitigation Measures 9-2 * 9.2.1 Meteorological and Mitigation Measures 9-2 9.2.2 Air Quality 9-2 * 9.2.3 Mitigation Measures for Rivers and Other Surface Water 9-3 Sources _ 9.2.4 Drainage 9-3 9.2.5 Prevention of Water Quality Degradation in River 9-4 9.2.6 Relocation of Other Water Supply Sources 9-5 9.2.7 River Hydrology 9-5 * 9.2.8 Soil 9-5 9.2.9 Soil Erosion 9-5 * 9.2.10 Borrowing of Earth 9-7 9.2.11 Quarries 9-8 * 9.2.12 Contamination of Soil from Fuel and Lubricants 9-9 9.2.13 Contamination of Soil from Construction Waste and Quarry 9-9 * Materials 9.2.14 Procedure for Selection of Sites for Construction Camps 9-10 * 9.2.15 Noise Levels 9-10 9.2.16 Flora 9-10 _ 9.2.17 Fauna 9-11 9.2.18 Accidents involving Hazardous Material 9-11 * 9.2.19 Aquatic Ecology 9-12 9 2 20 Safety Measures 9-12 * 9.3 Environmental Management Plans (EMPs) 9-12 9.3.1 Monitoring Plans 9-13 e 9.3.2 Reporting System 9-13 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
S.No Titles Page No. 9.4 . Emergency Response Procedure 9-13 * 9.4.1 Introduction 9-13 9.4.2 Type of Emergency/Disaster at Bridge Construction Site 9-13 * 9.4.3 Identification of Accidental Areas at Site 9-14 9.4.4 Emergency Preventive Measures 9-14 3 9.4.5 Level of Accidents 9-14 9.4.6 Critical Targets during Emergency 9-14 * 9.4.7 Site Emergency Controi Room 9-15 9.4.8 Safety Officer 9-15 * 9.4.9 Managing Emergency (Control Plan) 9-15 9.4.10 Rules and Responsibilities of Emergency Team 9-16 * 9.4.11 Outside Organizations involved in Control of Disaster 9-17 9.4.12 Emergency Control Procedure 9-17 9.4.13 Emergency Exit and Escape Routes 9-18 9.4.14 Training on Emergency Aspects 9-18
10.0 IMPLEMENTATION ARRANGEMENTS 10-1 * 1a0.1 Preamble 10-1 10.2 Mandate of the UPPWD 10-1 10.3 Exiting Institutional Arrangements 10-1 10.3.1 The Project Implementation Unit (PIU). 1G-1 10.3.2 Project Co-coordinating consultants 10-2 10.3.3 Supervision Consultants 10-2 10.3.4 Non-Governmental Organizations 10-2 10.3.5 Technical Auditors 10-2 10.3.6 Contractors 10-3 * 10.4 Need for further Strengthening 10-3 10.5 Proposed Set-up for the Bridge Construction 10-3 * 10.5.1 Project Implementation Unit 10-3 10.5.2 Implementation Arrangements for Bridge Projects 10-3 10.5.3 Construction Supervision Consultants (CS) 10-4 10.5.4 Contractors 10-4 10.5.5 Technical Auditors 104 10.5.6 Other Agencies 10-4 10.5.7 Facilities for the Environmental Cell 10-4 10.6 Environmental Reporting System 10-4 * 10.7 Procurement of NGOs and Other Agencies 10-7 10.8 Training 10-8
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* Figure Title PaNgoe No.No * 1.1 Location of Proposed Bridges On Ganga and Yamuna 1-2 * 3.1 Flowchart showing various steps involved In examination of cases received under 3-3 Forest Conservation Act and Clearance Act * 3.2 Flowchart for obtaining Environmental Clearance 3-5 * 4.1 Study Area Map for Ganga and Yamuna Bridge 4-2 * 5.1 Air, Water, Soil & Noise Monitoring Locations 5-3 5.2 Locations of Identified Quarries 5-8 8.1 Variation of One-hourly Concentration of CO with Distance at Shergarh Ghat on 8-5 Yamuna River 8.2 Variation of Eight-hourly Concentration of CO with Distance at Shergarh Ghat on 8-5 0 Yamuna River * 8.3 Variation of 24 hourly Concentration of NOx with Distance at Shergarh Ghat on 8-6 Yamuna River * 8.4 Variation of -hourly Concentration of CO with Distance at Ganga Bridge on 8-6 Kachhla Ghat 8.5 Variation of Eight-hourly Concentration of CO with Distance at Ganga Bridge at 8-7 * Kachhla Ghat 8.6 Variation of 24-hourly Concentration of NOx with Distance at Ganga Bridge on 8-7 Kachhla Ghat * 8.7 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-18 the Centerline - Yamuna Bridge (2008) * 8.8 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-18 * the Centerline - Yamuna Bridge (2018) 8.9 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-19 * the Centerline - Yamuna Bridge (2028) * 8.10 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-19 the Centerline - Ganga Bridge (2008) * 8.11 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-20 the Centerline - Ganga Bridge (2018) 8.12 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with distance from 8-20 * the Centerline - Ganga Bridge (2028) * 9.1 Combined Sedimentation and Oil/Grease 9-3 9.2 Design of Silt fencing arrangement 9-4 * 9.3 Stone pitching for Embankment slopes 9-7 * 9.4 General Co-ordination among Key Personal (During Construction) 9-19 * 9.5 Co-ordination among key outside agencies 9-20 List of Tables
* Table Title Page No. No. 3 2.1 Cross Section Options for Upgradation Works in UPSRP-II 2-1 2.2 Major Features of Ganga Bridge at Kachhla Ghat 2-2 * 2.3 Major Features of Yamuna Bridge at Shergarh Ghat 2-3 5.1 National Ambient Air quality Standards (CPCB, 1997) 5-2 * 5.2 Air quality at selected locations around Ganga and Yamuna Bridges, 5-4 5.3 Water Quality Results 5-5 * 5.4 Lead Content of Soils in vicinity of bridge locations 5-6 5.5 Quarries identified for bridge construction. 5-7 * 5.6 National Ambient noise level standards 5-9 5.7 Noise Levels at Proposed Bridge Locations 5-9 * 5.8 Qualitative and Quantitative Representation of Plankton in Ganga River 5-11 5.9 Qualitative & Quantitative Representation of Plankton in Yamuna River 5-12 * 6.1 Location of.GDs Category 6-2 6.2 District Level Public consultation Schedules 6-2 6.3 Addressal of General Issues and Concerns under the project 6-4 6.4 Routewise representations of Public Concerns at local Level Consuftants and 6-5 * their mitigation efforts. 6.5 Location wise Representations of Public concerns and hearings at district 6-7 * level consultations and their incorporation in project design 6.6 State Level consultations 6-7 * 8.1 Speed Corrected emission factors 8-3 8.2 Operative speeds on proposed bridges 8-3 * 8.3 Predicted p6llutant levels in the study area of bridges 8-4 8.4 Impacts on water resources due to construction activities 8-8 * 8.5 Increased run off due to construction of bridges on Ganga and Yamuna Rivers 8-9 8.6 Materials requirement for Ganga and Yamuna bridges 8-14 * 8.7 Typical noise levels of principal construction equipment 8-16 8.8 Speed noise relationships for various motor vehicles 8-17 * 8.9 Predicted noise levels during design life of Bridges 8-17 8.10 No. of Trees to be cut in the Approaches of Ganga and Yamuna 8-21 * 10.1 Stage wise reporting system of UPSRP - II 10-7 10.2 Training components for UPSRP - II 10-8
0 Annexure
No. Title Page No. * 1 Gazette notification of Ministry of Environment and Forest Al-1 2 Public consultations and information disclosure A2-1 *
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0 0 0 0 I * Environment Impact Assessment Operations Research Group * ENVIRONMENTAL ASSESSMENT (GANGA AND YAMUNA BRIDGES) 0 EXECUTIVE SUMMARY 1 THE UTTAR PRADESH STATE ROADSII PROJECT
The Uttar Pradesh State Roads Project is financed under the World Bank loan number 4114-IN. The * Uttar Pradesh Public WorksDepartment, as the executing agency, representedithe Govemment of India in terms of liaison and co-ordination with the World Bank. The Project preparation was performed by a consortium of consultants consisting of DHV Consultants BV as lead consultant, Halcrow and Partners, Operations Research Group, Development Consultants Ltd., and MDP * Consultants Pvt. Ltd. Project preparation activity was over on appraisal of project by the World Bank and sanction of loan; subsequently Phase I implementation has started. * The Feasibility Study project followed on earlier work done under the Uttar Pradesh State Roads Strategic Option Study (SOS), where a list of 2,655 km candidate roads for upgrading was generated. This study was based on regional approach to road planning contexts to support regional socio-economic development policies. Under the feasibility study, environmental screening of 0 18 finally selected project roads was carried out and the environmental sensitivity of each road vis-a- vis proposed road improvement was assessed. Based on favourable economic assessment of highway, project costs, social and environment parameters, four routes constituting a length of 374 km have been taken up in Phase I and seven routes have been taken up in Phase * II. The length undertaken in Phase II upgradation is 590.74 km including four bypasses. Under major maintenance a project had length of 808 km has been taken up in Phase I and 1800 km in Phase II.
Figure 1 presents the roads selected in Phase I and 11for upgradation and major maintenance * works.
In addition to the road lengths taken up for upgradation and maintenance two major bndges have been planned on maintenance routes. One of the bridge is planned on Chhatta-Shergarh Ghat Naujheel and corridor on river Yamuna and other bridge is planned at Kachhla Ghat on Badaun - Sikandara Rao - Hatharas maintenance corridor. The location of these bridges has been given in Figure-1. Following subsections present summary of environmental assessment and environmental management plan of both the bridges. It may be mentioned that environmental assessment has been completed as per World Bank Operative Directive 4.04, and Guidelines of Ministry of Environment and Forest (MoEF), New Delhi for EIA / EMP of rail and highway projects. * 2 PROJECT DESCRIPTION
The bridge planned on Yamuna is 572.90 m in length. The discharge considered in bridge design is 9500 cumecs. The approach length on Naujheel side is 698.310m and on Chhatta side is 1028.30m. _ The bridge will be based on 16 nos of piers and 2 numbers of abutments. The length of Ganga bridge over active channel is 653.500m. The discharge considered in bridge design is * 15000cumecs. The bridge will be based on 19 numbers of piers and 2 numbers of abutments. The bridge approach lengths on Kasganj side is 298.20m and towards Badaun side is 208.30m.
3 POUCIES, LEGAL AND ADMINISTRATIVE FRAMEWORK
The project being financed by the World Bank, follows OD 4.01 Operational * Guidelines, January 1999 and the various state and Government of India environmental legislation and guidelines. * Following acts and notifications form the basis of EIA/EMP reports: * . Forest Conservation Act, 1981 National Forest Policy, 1988 * . Wild Life Protection Act, 1972
Government cf Uttar Pradesh. Public Works Department, Lucknow, India 0 * ~~Environmernt Impact Assessment Operations Research Group
Figure 1: Roads selected in Phase I and 11for upgradation anid major maintenance works.
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* . Environmental (Protection) Act, 1986 * Air and Water (Pollution Control) Acts, 1981 and 1977 . Control of Noise Under Environment Protection Act, 1986, Schedule III. _ . The Environmental Impact Notification, MoEF, 1994 . The Environmental Guidelines, Procedures and updates on Environmental Assessment aid * Resettlement vide OD 4.01 and OD 4.30 and 4.20. . Public Uabilities and Insurance Act, 1991 * . Vehicle-Registration Act, 1998 . Indian Motor Vehicles Act (for control of air and noise pollution) * . Ancient Monuments, Archaeological Sites and Remains Act, 1958 * Land Acquisition Act, 1984 and 1989
Institutional settings in the environment context in India are:
. Ministry of Environment and Forests, (MoEF), New Delhi * . Regional Office of MoEF, Lucknow * Central Pollution Control Board * Department of Environment and Forests, Govt. of Uttar Pradesh
Both the bridges will not require environmental clearance from MoEF. However, permission has to be obtained from forest department for cutting of trees from planned approaches. The contractors will also require obtaining No Objection Certificate (NOC) from UP Pollution Control Board for establishment of construction camps.
_ 4 METHODOLOGY OF ENVIRONMENTAL ASSESSMENT
Methodology adopted for completion of the EIA study of bridges is as follows: * Scoping workshop organisation with various stake holders at the beginning of project preparation activities; * Reconnaissance survey was taken up to collect baseline information in devised formats; * Analysis of collected data was carried out; * Documentation of baseline conditions was done by doing on site environmental monitoring; _ * Analysis and assessment of various altematives was taken up; * Identification and assessment of various impacts was done; * Formulation of mitigation, and avoidance measures was done for identified impacts; * Integration of environmental impacts in design 'Mainstreaming the environmental component' has been done; * Community consultations were carried out; * Preparation of standalone environmental management plans (EMPs), for both the bridges, has been done.
5 EXISTING ENVIRONMENTAL SCENARIO
Environmental Conditions
Baseline studies involved assessment of possible removal of trees, in the planned approaches of bridges, fauna and flora, in study area of respective bridges land use, impacts on cultural properties and historic structures and on ambient air, noise and water quality, aquatic ecological data of river 0 reach in project area. Details of trees in bridge approaches is given below in Table: 1. * Table 1: Details of trees in Bridge approaches Si No. I Bridge _ No. of Trees_ * .1 Gh ga Briddge _ 193 2 Yamuna Bridge * . 40 * There are no cultural properties within the approaches of bridges.
Government of Uttar Pradesh, Public Works Department, Lucknow, India iii 0
01 1 - Environment Impact Assessment Operations Research Gmup * Other features In study area (with in radius of 7 km from bridge site) are villages, wells, hand pumps, rivers and streams and numerous irrigation canals; * Landuse of study area consists of agricultural fields, brick kilns, urban and rural settlements etc. * Aquatic ecology data collected reveals that there is good presence of biodiversity in Ganga riverbed, but biodiversity is not good in Yamuna River. This is due to lean flow in the river.
Ambient Air Quality, Noise Levels, Water Quality and Soil Quality
Samples for air, noise, water and soil were taken based on locations representative of environmental characteristics for bridge locations as per MoEF procedures and were analysed as per specified procedures. The data was compared against the CPCB standards. The following key observations are made based on the baseline conditions * All parameters monitored for air quality are well within CPCB limits at both the bridge sites. * Noise levels exceed for residential and commercial areas for day time at Kachhla Bridge but at * Shergarh Ghat tridge day and night noise levels are within the specified CPCB limits; * The Ganga and Yamuna river water are not polluted at bridge locations. * The soils in the study area of both bridges are not polluted. These are fertile in nature. There is no presence of heavy metals in the soils.
Proximity of Bridges to Environmentally Sensitive Targets
None of the bridges planned are close to any ecologically sensitive areas such as Wild Life * Sanctuaries, National Parks, Biosphere reserves, Bird Sanctuary and Zoological Parks notified by the State Govemment.
6 PUBUC CONSULTATIONS AND INFORMATION DISCLOSURE
Since bridges are part of UPSRP 11and will be implemented during phase 11.Hence consultation for these bridges were taken up during phase 11consultations. Public consultations have taken place at local, district, State and institutional levels.
At local level discussions with affected persons and their leaders were held. At district level concerned departments, NGOs and local leaders were invited to give reactions to presentations by the PWD and PCC Consultants. At State levels suggestions and views were obtained from NGO's, various departments of GOUP and Central govemment and concerned citizens. Issues raised, suggestions of PAPs and RoW design, mitigations taken up and in corporated in design have been summarised in Tables 2 and 3. Table 4 presents issues raised and discussed in state level consultations.
Table 2: Location Specific Representations of Public concerns at local Level consultations and their mitigation affects. _ Niame of TI' Issues Raised Sugges9ions of As itign approach
Yamuna Bridges at Shargarh Ghat Shergarh Encroachment . The bridge approaches-. Relocation of PAPs will ** Relocation of PAPs are to be newly be done in consultation . Land acquisition and constructed. There is no with them and in the mode of encroachment on vicinity I compensation proposed approaches * Compensation will be * . Shrines getting * PAPs should be relocated I made as per R&R policy affected . in consultation with them . Safety provisions such as * j*.Safety and in the vicinity of; reduced speed signs, Pollution to Yamuna bridge location speed breakers etc. built * ', river during . Land acquisition should into the design construction be minimised and . Construction will be compensation should be I carried out during the paid at market rate lean season flow.
Government of Uttar Pradesh, Public Works Department, Lucknow, India iv x
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Envvornment Impact Assessment Operations Research Group * -'If01~~~~~o SugstohoePP IssuesRa dSugsinofP s Mitgation Meaures I Design approach 3 . Not averse to shifting but . No shifting of Shrine is shrines should be shifted involved in both the 3 with proper rituals and in bridges construction. consultation with elders. . Safety is of paramount importance necessary safety provisions should * . ^ be made. To minimise pollution problems the construction should be done during * ______November-May month _-L Baisaha . Encroachment . Business establishment if 1 Encroachers & squatters I. Relocation of business any in the proposed to be dealt with as per establishments approaches should not be R&R policy. As per survey * Land acquisition and relocated instead there are no encroachers mode of compensation approach may be or squatters in the * . Heavy traffic modified approaches of bridges. movement . Alignment should be Compensation will be paid * . Air & Noise pollution changed to avoid private as per R&R policy Public utility services land acquisition. . Compensatory tree * . Pollution to River . Adequate plantation plantation planned in the Yamuna should be done to reduce ratio of 2 trees for every air & noise pollution tree to be cut impact. . Bridges construction shall .Bridge construction be constructed in lean * should be done in lean seasons season flow . Private land acquisition * ____ _ has been avoided. Adampur |. Encroachment . PAPs are willing to be , Compensation to be paid * | . Water logging and move out in case: on per R&R policy drainage compensation is paid at: - Additional culverts and * . Air and Noise pollution market value drains be planned for . In^ome restoration . Design should take care proper cross drainage and * | option of proper cross drainage water logging problem . Community building and road level be| near approaches * and shrines getting increased for abatement I. Compensatory tree affected of water logging problem | plantation planned * . Employment during - Dovetailing of income construction is not a restoration scheme permanent solution. planned on RAP 0 Permanent employment document * . t , should be created for _____ ~~PAPs _ _ Kachhla Ghat Ganga-Bridge Kachhla (LeftT. Encroachment * Encroacherssh_ould be--achers to be dealt _ Bank) . Safety given compensation for I with as per R&R policy _ Mode of compensation shifting/relocation ! * Compensation will be paid 1 Relocation of business . Compensation in cash ! as per R&R policy establishments and at market rate 1. Relocation of business . Pollution River Ganga . Relocation of businessj establishments will be * during construction establishments done at closer available Pollution in River should| space else compensation * i ' be minimised will-be-paid * Construction will be * I . carried out during lean ______,______flow seaso n s Govemment of Uttar Pradesh, Public Works Department, Lucknow, India v
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Kachhla Ghat * Encroachment | Registration of PAPs with . Dovetailing of poverty 3 (Right Bank) . Income restoration govemment poverty aleviation schemes as options alleviation programme detailed out in RAP. . Mode of compensation * Compensation preferably . Compensation to be paid . Heavy traffic in cash and at market as per R&R polcy * movement rate . Shifting-of-shrines willt-be . Shrines getting, -Shrines may be shifted as per choice of villages * affected with rituals and close to and with proper rituals. . Employment during' existing locations But for approach construction !- Employment should be construction no shifting of Relocation of business given to locals shrine is involved. * 'establishments * Relocation sites be built . There is no displacement as per PAPs choice involved only land acquisition is involved.
* Table 3: Location wise Representations of Public concerns and hearings at District Level consultations and their incorporation in Bridge Design.
* Location Public ConcemslHearings Incorporation in Design
Mathura . DM enquired when the construction! Consultants replied that as soon as work will start design is finalized . Proper measures to be adopted for . Suggestions accepted. Accordingly protection of environment during construction will be restricted during * ' construction otherwise there may be lean season flow. Workers camp will be pollution in the river I located at least 1.0 km away from river. * i . Present Pontoon bridge should not be! Workers will be instructed not hunt wild disturbed till construction is over I life and aquatic life in the river . *. Proper measures to be incorporated in I . The pontoon bridge will be kept on design to mitigate effects of air functioning. !g pollutants in future years due to rise in Air quality predictions done and air traffic. I pollutants level not likely to exceed ______CPCB______standards till 2028. Badaun . Bridge construction should be * The approval for new bridge has * expedited as traffic jam takes place at! already been taken and construction time of passing of train. work will start very soon. * There should be provision for footpath . Provision in design will be kept for for the movement of pedestrians as! pedestrian walking. there is a huge fair. at Soron in ! The project director replied that he * December/January. The Soron town is would take up the matter at higher about 15 km form bridge site. level. * ' . The DM demanded for Badaun bypass' and handed over the letter. I
5 Governrne-! of Uttar Pradesh, Public Works Departrnent, Lucrknow, india vi -
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0. Environment Impact Assessrment Operations Research Group
Table 4: Location wise Representations of Public Concerns at State Level Consultations (Held at Lucknow on February 11, 2002)
Issue Raised Suggestion of Participants Incorporation In Design - _ Encroachment * Encroachers will come back once . PWD will work closely with revenue road construction is over. department to restrict encroachment. Compensation to encroachers will Encroachers and squatters will receive set precedence. Gram- Panchayat assistance and not compensation for * be involved in control of land. encroachment of ROW ss of trees Less trees, specially giant ones, . Compensatory and supplementary tree will cause change in meteorology plantation planned three rows of trees and increased air and noise are planned. PAPs will own last row of pollution. trees.
* Safety * Road safety is a major concern on . Road safety concerns addressed in all project route as improved road EA. These include safety signages, will lead to more operative speeds. speed limits, improvement of sharp curves and intersections, etc.
* People's . Community participation is . Community will be involved at every participation essential for the sustainability of stage even for maintenance roads and * the project. drains. * . High embankment . Has analysis and cost estimate for . ajor bridges planned. Proper stretches high embankments been done or approaches have been designed. At not a project route are crossing most of locations new bridge locations many major rivers? i are about 200 m upstream or down stream depending upon suitability. Necessary land acquisition will be * _ _ _ l done for the approaches.
7 ANALYSIS OF ALTERNATIVES
The altematives were explored for bridge locations and their approaches. At shergarh Ghat bridge on Yamuna the right approach has been shifted through open agriculture fields to avoid * R&R problems at Shergarh Ghat village. At Kachhla Ghat Ganga bridge locations has been selected 150 m down stream of existing rail cum road 4ridge. At this location bridge length is minimum. The * approaches have been finalized with minimum land acquisition and R&R problems.
* 8 ASSESSMENT OF IMPACTS
Impacts due to construction of bridges have been assessed on meteorology, environment, ground and surface water resources, flooding, soils, topography, natural resources, ambient noise levels, flora, fauna, human use values (land acquisition, loss of private properties), land speculation, cropping pattern and productivity, exploit ecologicaUprotected monuments. * During planning and design stage the impacts will mainly comprised of financial hardships faced due to delay in construction or inadequate compensation. These have been covered in detail in Rehabilitation and Resettlement report under separate cover.
Impact on meteorology will be temporary in nature due to felling of trees, which could cause day temperature rise, but will be reversible in nature due to compensatory plantation in RoW of
Government of Uttar Pradesh, Public Works Department, Lucknow, India vii
I0 Environment Inpact Assessment Operatons Research roup approaches and Shrubs plantation on slopes. Impact on air environment during construcin phase would be due to construction machinery, movement of vehicles carrying machinery, hot mix pants, _ labourer camp, stock yard, etc. Impacts on water environment during construction period have been Identified as increase of sediment load in river water stream, abstraction of water for corx uction * causing groundwater table decrease, etc. During operation stage soil pollution has been idertfied as an impact due to accidental vehicte spill. Impact on natural resources will be limited to _ construction period. The impact would be on depletion of resources such as quarries, borrow pits, stone aggregates, bitumen, etc. The impacts on hydrological parameters identified are increase in * afflux due to restricted waterway at bridge location. sublnergence-ofthydrological structures dkue to increased afflux and accretion and retrogression actions due to construction of well and piers. * Adquatic eco-logy will be impacted during construction if slurry and sand from base of piers are not disposed off and proper river training is not done.
The present project has significant impacts on surroundings. During construction phase noise * generation will take place from construction equipment to be used for clearing, excavation and earth moving, grading and compacting, paving, landscaping and clean-up, etc. In the operational phase increased noise levels will be felt due to increase in traffic and increased operative speed. Impact on flora will be limited due to felling of trees within the RoW and will be subsided once compensatory trees planted are grown up in 8-10 years period. Trees to be cut at both bridge locations are ctven Table 5.
* Table 5: Trees to be cut at Bridge locations I ' * Si No. Bridge ~~~~~Treesbe Ct to 1 Gang a Bridg 93 2 Yamuna bridge 40
* No impacts on human use community values such as buildings, police stations, wells and tand pumps have been found due to either bridge construction.
No archaeological or protected monument is likely to be impacted due to construction of bridge.
No impact on cultural properties such as temples graveyard and Mazar, mosque and statute has * been found due to bridge construction at both the locations.
* Impact on Air, Noise, Water and Soil Quality * Air pollution impacts especially on account of SPM/RSPM levels are not significant and with the * projected traffic they will increase marginally. * Noise levels will increase at bridge locations as these are located in relatively calm areas. * Water of both the rivers at bridge location is not fit to drink without conventional treatment * Soil quality is within limits
Impacts on air, noise, water and soil quality due to projected traffic increase upto 2028 are:
Air quality predictions have been carried out using CALINE-3 model and finally predicted values * have been compared with existing Ambient Air quality standards. The results show that the values of gaseous pollutant (CO & NOx) will not exceed the specified standards till the end of project life i.e * 2028.
The noise level predictions have been carried out for post project scenario, using FhWNA model, and it has been concluded that noise levels will exceed the standards because of 'iigh background level.
The lead levels in ambient air and soil will decrease in future years due to availability of lead free * gasoline.
The SPM concentrations in respective study areas of bridges will increase marginally due to increase in traffic.
Government of Uttar Pradesh, Public Works Department, Ljcknow. India Xiii * Ernvironment Impact Assessment Operations Research Group * MITIllON, AVOIIINCE AND ENHANCEMENT MEASURES
The development of mitigation as well as avoidance of adverse impacts of proposed bridge design has been an iterative process. There has been continued interaction between the design and environment teams to arrive at measures acceptable to both sides. The avoidance and mitigation * measures have been summarised in the following Table 6:
* Table 6: Mitiaation measures for identifted-impacts
S. Impact Avoidancelmitigation/ enhancement measures
No _ _ _ * 1 Meteorologic * Compensatory afforestation, Plantation in median of approaches, parameters_- - plantation of shrubs on slopes, grass turfing, etc. *2 Soil * Avoidance of borrow areas in agriculture/productive lands * Utilisation of topsoil for filling of tree pits * * Soil erosion in slopes will be prevented by turfing them with grass and shrubs * .___ *______. Boulder pitching for embankment slopes sleeper than 1:2 3 Quarries * Contractor to procure materials from UPPWD approved quarries * identified * All trucks carrying materials to be covered with tarpaulin * _4 Contamination of * Fuel storage and refuelling sites will be kept away from active soil from fuel and channels of both the rivers. These activities will be taken up in * lubricant construction yard. This will be located at 500 m distance. These will be located at 500 m from active river channel. * _. ______*. Oil interceptors will be installed at wash down and refullinaareas. 5 Contamination of * Construction wastes to be dumped in selected pits developed on * soil from unfertile land construction * Non-bituminous waste to be dumped in borrow pits and those are wastes and quarry to be covered with top soil.
| 6 Water resources * Contractor will obtain necessary approval for water withdrawal from rivers/ground. ____ I * No constructions material will be stored in river bed. ___ _7 Water quality | - All waste from construction site will be disposed as per SPCB * degradation i norm. * Vehicles and equipment will be properly maintained. * Oil cum sedimentation traps and silt fencing arrangements will be provided at bridge construction sites. Two oil cum sedimentation traps on each bank are planned. * 8 1 Air quality * All vehicles, equipment and machinery used for construction will be regularly maintained to ensure pollution.level conform to UPPCB * , norms. Pollution control equipment (Cyclone / scrubber) will be installed at ! ! the stack of hot mix plant, Regular spray of water at earthworks, temporary haulage will be * ! , ensured. All vehicles carrying construction material to be covered with *! tarpaulin In the post construction period regular monitoinng planned. * 9 j Noise level Plant and equipment used for construction will strictly conform to CPCB noise standards. * Workers to be provided with ear plugs Construction activity should be restricted between 6.0 AM-9.0 PM Flora_j*Noise monitoring planned in post construction phase. 10 t Flora Loss of trees is being compensated in accordance to the principles * ______* laid out in forest (conservation) Act, 1980 Govemmeft of Uttar Pradesh, Public Works Department, Lucknow, India ix _ Environment Impact Assessment Operations Research Group S. Impact Avoidance/mitigation/ enhancement measures _ ~~~~~No. 11 Fauna * No major impact on fauna is anticipated due to bridge * construction. * All sign boards giving cautions barricades for diverting traffic will be ____1.__ as per MoRTH specifications. * 12 | Hydrology * The affiux at both locations is limited to 20-30 cm. This will avcid flooding, impacts on hydrological structures in upstream and * - ______] downstream and minimum impact on aquatic ecology - 13 - Aquatic Ecology * Impact on aquatic ecology will be limited during construction. * j This will be minimised through proper river training and scheduing _ construction during lean flow. Landscape Strategy
The landscaping will be done to improve visual quality and slope stabilisation at approaches * bridges. of
Standalone Environmental Management and Action Plan (EMAPs) Standalone environmental management plans have been prepared for each bridge for three 0 viz. stages Design (pre-construction), construction and operational stage. Those environmenral management plan contain mitigation, avoidance, enhancement measures as discussed sections. in previos The individual environmental management plan will become part of tender documem Besides the mitigation, enhancement and avoidance measures the EMAPs have also identified responsible organisation for implementation. Reporting system formats have been provided in EMPs for monitoring and evaluation during implementation.
Environmental Monitoring and Implementation Plans Environmental monitoring plans have been prepared as part of EMP to monitor the implementabcn and performance of mitigatory measures, monitoring frequencies and parameters suggested have been separately for construction and operation period. Activity wise implementation schedules have been prepared.
Environmental Management Cost
An indicative estimate of the cost component involved in mitigation of impacts, monitoring and evaluation of various components in pre-construction, construction and operation period as well as institutional strengthening of UPPWD has been worked out. Bridge-wise EMP budget for brt * locations is given below in Table 7.
Table 7: Environmental Management Cost
* Ganga !-_ Mitigation/Avoidance 533200 Bridge) Mo torin 1365000] * Yamuna Mitigation/Avoidance : 406000 bridge i Monitoring 1290000
The total EMP budget including contingencies is 20 lacs for Ganga Bridge and 18 lacs for Yamura * Bridge.
10 IMPLEMENTATION ARRANGEMENTS
The implementation arrangements and training needs have been covered as part of EIA. Since bon the bridges are planned on major maintenance corridors, therefore, * it has been decided that construction will be supervised by the supervision consultants appointed for the respective packages. bridge These respective supervision consultants will act as engineers. The contractor * respective bridges cf will report to supervision consultants. The NGO, will implement RAP. The Government of Uttar Pradesh, Public Works Department, LuoKnow, India x 1
0 S1* Ernvironment Impact Assessmrent _ Operations Research Group irrplementation arrangement has been given In Figure * - 2. The supervision consultants will have environmental specialist in their team. The environmental specialist will be available for entire duration of bridge construction activity.
* Training needs have been identified for various recipients, which Include PWD staff, NGOs, * Supervision Consultants, and Technical Auditors Contractors to be associated with the implementation. The technical aspects to be covered for each identified recipient and mode of training and agency (ies) who will conduct training have been identified. The training environmrental issues related on to bridge construction has been-included in Phase 11training. training will be organized This once supervision consultants, technical auditors and * mobilized. all contractors are The budget for training has been included in phase 11EMP budgets. 0 Figure 2: Proposed organogram for Implementation
* ~~~~~~~~~~~~~~~~~~~~~~ChiefEngineerl 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1|World Bank (Road) Project|
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* 'zIfl~~~~~~~Contractors ~ Supervision Executive Engineer 5idger(Yamuna Consultas *l 4 Social & Environmental Cell *~~~~~~~~~~~~~~~~~~~~ .<......
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* 1.1 The Uttar Pradesh State Roads Project (UPSRP-II) And Major Bridges
This chapter describes the project background and the need for the project. The Uttar Pradesh State Road Project II aims to improve road network of State through up gradation and major maintenance of state roads.-The state roads selected in the project comprise of Ordinary District Roads (ODRs), Major Distnrct Roads (MDRs) and State Highways (SHs). In addition to improvement of road network five bridges have been planned on major rivers of state. Out of the five bridges two have been planned on Ghaghara river on routes selected for up gradation and two on routes selected for major maintenance routes and one on Sharda river. The bridges planned on maintenance routes are at Shergarh Ghat on Yamuna river and Kachhla Ghat on Ganga river. The environmental assessment study for the entire UPSRP - II except the major * bridges planned was taken up as part of project preparation through Project coordinating consultants (PCC). The project preparation activity was over in the year 2002. The present * volume covers environmental assessment study for two bridges planned one each on Yamuna and Ganga River. The setting in terms of the preparation of EA for the project and the EA process * adopted for the proposed bridges has been discussed. The last section presents the outline of the various chapters of this report.
1.2 Brief Description of UPSRP II and Major Bridges
* The Uttar Pradesh State Roads Project II Preparation is completed and the project is being implemented by the Public Works Department, Uttar Pradesh with financial assistance under the World Bank Loan number 4114-IN. The UPPWD has carried out the project preparation through 'Project Co-ordinating Consutants"(PCC) appointed for the project. The project preparation activities commenced in September 1999 and these project preparation activities were over in * the year 2002.
The PCC's mandate was to conduct a detailed feasibility study of 2655 km (which included 3 * corridors identified subsequently after the SOS) using principles that not only took into consideration the economic impact of the improvement of the road network, but also the impact * due to rehabilitation of the roads on the environmental and social settings. This study was carried out to establish a road investment programme for a subset of these roads that are to be 0 upgraded. A regional approach to road network planning was adopted in order to place road improvement projects in the context of regional development policies.
Based on the outputs of the economic, engineering, environmental and social analysis of the * network, the UPSRP-11 proposed to carry out up gradation of 1000 km and major maintenance of 2500 km of State Roads. The project has been divided into two phases for ease of implementation. Phase I includes 374 km roads for up gradation to 7m wide pavement with hard and soft shoulders and 807 km of roads for major maintenance where treatment will depend upon the existing pavement conditions and land availability. The detailed -environmental assessment has already been completed for Phase I and this phase is presently under implementation. The enviroq_Wental assessment study for phase 11has also been completed and submitted to the World Bank. The present environmental assessment study is aimed for two major bridges proposed on maintenance routes. One major bridge is planned on Ganga river at Kachhla Ghat on Badaun-Sikandaraa Rao maintenance corridor. Another bridge has been planned on Chhata - Shergarh Ghat ODR on river Yamuna at Shergarh Ghat. Figurel.1 shows location of these bridges.
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* ~~~~Government ol Uttar Pradesh, Public Works Department, Lucknow, India 1-1 Operations Research Group * ~~Environment Impact Assessmnent Yamuna * ~~~~~Figure 1.1 Locations of Proposed Bridges on Ganga and
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1- Govenmeto Utr Prdes, Pbli Wors Dparrnet, Ldenw, ndi * Environment Impact Assessment Operations Research Group
_ 1.3 Features of Major Bridges
3 Both the bridges planned will have four lanes and approaches will also be four laned. The bridge on Ganga will be at a distance 150 m down stream of existing bridge. The bridge over river * Yamuna is planned upstream of existing pontoon bridge near Shergarh village. This bridge will be 568.20 m in length over the active channel of river Yamuna. The bridge approach lengths will be 700.60m on Shergarh village side and 1031.20m towards Naujheel side. The length of bridge on Ganga River will be 651.30 m (C/C of abutment). The approach lengths towards Badaun side will * be 209.40 m and towards Kasganj side 299.30 m.
1.4 Environmental Assessment in the Project
The Ganga and Yamuna rivers are major rivers of state and these are considered very pious by * Hindus. The construction of major bridges may cause adverse environmental impacts on river water quality and their ecosystem if proper mitigatory measures are not adopted during construction. The purpose of environmental assessment of these bridges is to identify adverse environmental impacts and to prepare environmental management plan to abate the adverse and * negative impacts identified during the process.
1.4.1 Environmental Impact Assessment and Management Plans
* The detailed designs of bridges and their approaches have been closely co-ordinated with the preparation of the Environmental Impact Assessment (EIA). The EIA preparation led to the * identification of potential environmental hotspots and their feasible remedial measures (including avoidance, mitigation and enhancements) which were made part of Environmental Mianagement * Plan (EMP). Separate EMPs have been prepared for each bridge. * 1.5 Structure of the EIA Report
The report is organised into remaining 9 chapters as follows:
Chapter 2 describes technical features of bridges from environment prospective.
Chapter 3 discusses the Policy, Legal and Administrative Framework within which the bridges are planned to set up. The major stakeholder departments of the State and Central Governments with their specific roles are described here and the applicable Acts and Laws are described. The S chapter ends with a section on the clearance requirements at various levels and their current status. An overview of impacts of major bridges, mainly benefits, is given in the last section.
Chapter 4 details out the Methodology adopted for the EIA. Descriptions are provided for survey procedures, modelling methods and environmental designs.
* Chapter 5 describes the Existing Environmental Scenario in detail. The sections on Meteorological baseline, components of the biophysical and natural environments, cultural properties in the study area of bridges and quality of life add up to give a comprehensive picture of the existing environment around the proposed locations of bridges.
* Chapter 6 gives an overview of the Community Consultation carried out during the project preparation stage. It also provides an insight into the processes involved, its importance to project design and methods adopted to document the entire exercise.
* Chapter 7 gives Analysis of alternatives considered for locations of bridges and alignments of approaches
Chapter 8 on the Assessment of Impacts determines the extent of the impacts of the bridge 0 construction activity on the existing environment. The focus of the section is on the adverse impacts. The impacts have been detailed in the same sequence as described in Chapter 5 for 0 ease of understanding.
lGovernment o' Uttar Pradesh, Public Works Department, Lucknow, India 1-3
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1- _ Environment Impact Assessment Operations Research Group
Chapter 9 entitled Mitigation, Avoidance and Enhancement Measures forms the basis of the generation of coherent, comprehensive and concise EMPs for the bridges. Chapter 10 reviews the existing Implementation Arrangements and suggests further 0 institutional strengthening for ease of implementation of the environmental component of the project. It goes on to describe the set-up required, a reporting system and training needs to ensure that-the-environmental expertise required for the effective implementation of EA provisions is internalised at the UPPWD. Report ends with references and annexes.
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This chapter on project description focuses on the description of the salient features of the bridges in terms of traffic, levels of safety, lengths of bridges and approaches, salient features of bridge design etc. Finally, a discussion on the overall benefits / impacts perceived due t the project in general and bridges in particular are presented in the last section.
* 2.1 _UPSRP-!!
* The UPSRP-11, which is being implemented with World Bank assistance, has two majcr components: upgradation and major maintenance. While the former will involve substantic a earthworks to incorporate the widened pavement and shoulders, the latter will essentially be restricted to the existing formation. The UPSRP-11 proposes to upgrade 1000 km of roads an carrying out major maintenance of 2500 km of roads spread all over UP. The roads pass mainly through plain areas, most through the Indo-Gangetic plains, which covers about 705, * of the state. They consist of State Highways (SHs), Major District Roads (MDRs) and othe- district roads (ODRs). The proposed treatment will create State Highways with 7 m blackto: irrespective of the present condition of the road. Upgradation will include provision of hart and soft shoulders in addition to the 7 m wide pavement. Four major bridges have also been planned as part of phase 11programme. Out of these foir major bridges two are planned on Ghaghara river and one each on Yamuna and Ganga. The locations of Phase II routes and proposed four major bridges have been shown in Figure 1. * in the previous chapter.
2.1.1 Upgradation Works
As per design of upgradation works, the major engineering activities proposed along the * project roads is the widening of the existing road (carriage way width varying from 3.75m t: 7.Om including shoulder width) to 7.0 m with 1.5m hard shoulders and 1.0 m soft shoulder o- either side for two routes and for remaining 5 routes widening of existing roads to 7.Om wit- 2.5m soft * shoulders on either side. The various cross-section options that have been worked out for the upgradation works as * part of Phase II are presented in the Table 2.1 below: * Table 2.1: Cross-section options for the upgradation works in UPSRP-11 * Option arriageway houlder Width V,edian Formation Width Width Hard oft Nidth * Shoulder houlder WI O.m (2x3m) 1.5 m 1m 11 m * ~~~~~~W2O.m (2x3.5m) 2.5 m 12 m WN3 O.m (2x3.5m) 1.5 m 1m 112 m W4 2m x 7.25m 1.5m 1im aries Varies
Government of Uttar Pradesh. Public Works Department, Lucknow, India 2-
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* I 1-0 Environment Impact Assessrnent Operations Research Grou * 2.2 Major features of Bridges
* The major features of Ganga and Yamuna have been described in Table 2.2 & Table 2.3.
* Table 2.2: Major Features of Ganga Bridge at Kachhla Ghat * | Total length of Bridge 653.500 M (between inside-faes-of-dir¢walls-on either side); 2*(0.060+1.09+31.53)+18*32.68 c/c of piers * Discharge 15000 cumecs Piers 19 Nos * Abutments 2 Nos Spans 20 Nos Formation level RL 170.960 Pier cap RL 168.680(170.960-0.085-1.925-0.065-0.235-0.150) * HFL RL 165.560 Well Cap RL 160.060 * Abutment Outer Diameter 6.5 M * Steining Thk. 1.2 M Inner Diameter 4.1 M Height Curb 2.5 M 0 Max. Scour Level for Abutment RL 147.680 * ~~~~~~(Normal) Founding Level for Abutment RL 130.000 Pier Outer Diameter 6.5 M * ~~~~~~Steining Thk 1.2 M Inner Diameter 4.1 M I Height Curb 2.5 M Well cap Thk. 2.0 M Max. Scour Level for Pier RL 137.500 (Normal) Founding Level of Pier 6.5 M C/C Bearing on Pier 2.3 M (2*1.09+0.12) ~~~~~~~C/C of Span 30.38 MI C/C of Piers 32.68 M Type of Bearings POT cum PTFE * Type of Piers Thick wall type Type of EJ Two module strip seal expansion joints _Wearing Coat 25 MM Mastic +40 MM BC Pre stressing Steel 19 T 13 Low relaxation steel (IS 14268-1995) * Grade of Concrete I Superstructure & Crash barrier M 40 * Road Kerb & Footpath M 25 Substructure & Well cap M 30 * Well Steining, Top & Bottom M 25 Plug . Well curb M 30
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_ Table 2.3: Major Features of Yamuna Bridge at Shergarh Ghat
_ I Total length of Bridge 572.90 M (between inside faces of dirt walls on either ______side); 2*(0.060+1 .09+32.55)+15^33.70 c/c of piers * . Discharge 9500 Cumecs Piers 16 Nos. * Abutments 2 Nos.- Spans 17 Nos. * Formation level RL 499.680 Pier cap RL 497.000(499.680-0.085-2.050-0.65-0.330-0.150) * HFL RL 495.515__ Well Cap RL 491.000 l Abutment ______Abut__ent Outer Diameter 6.5 M [ * Steining Thk. 1.2 M Inner Diameter 4.1 M * Height Curb 2.5 M Max. Scour Level for Abutment RL 481.700 * (Normal) Founding Level for Abutment RL 467.000 * Pier Outer Diameter 6.5 M * Steining Thk 1.2 M Inner Diameter 4.1 M * Height Curb 2.5 M - Well cap Thk. 2.0 M * Max. Scour Level for Pier RL 437.720 (Normal) Founding Level of Pier RL 461.500 C/C Bearing on Pier 2.3 M(2'1.09+0.12) * C/C of Span 31.40 M i C/C of Piers 33.70 M J * Type of Bearings POT cum PTFE Type of Piers Thick wall type Type of EJ Two module strip seal expansion joints Wearing Coat 25 MM Mastic +40 MM BC Pre stressing Steel 19 T 13 Low relaxation steel (IS 14268-1995) Grade of Concrete * Superstructure & Crash barrier M 40 Road Kerb & Footpath M 25 * Substructure & Well cap M 30 Well Steining, Top & Bottom M 25 Plug Well curb M 30
Alignment Plan for Ganga and Yamuna bridges are Annexed at the end of this report (Refe- * Drawing 1 & Drawing 2).
Government of Uttar Pradesh, Public Works Department, Lucknow. India -3 0
0 * Environment Impact Assessment Operations Research Group * 2.3 Overview of the Impacts of the Project
The proposed Yamuna bridge will provide much needed connectivity to vast rural areas in Mathura and Aligarh districts. This bridge will bring prosperity in the study areas. * The bridge on Ganga will reduce congestion on existing rail cum road bridge and will improve connectivity to Bareilly and Badaun districts with Etah, Mathura, Aligarh and Maha Maya * Nagar districts.
* The direct and measurable benefits of the UPSRP 11rise from the Vehicle Operating Costs and Travel time costs. The other direct benefits includes improved access; access of local * produce to regional markets & industrial products to the vast untapped rural markets, better access to health and education facilities. Construction related jobs would be * created during the implementation stage of the proposed bridges and phase I and 11routes. There will be an increase in the safety and comfort of the road users - whether pedestrian or vehicle-user. In fact, poverty alleviation has been one of the main objectives of the project, which has led to selection of several roads in eastern Uttar Pradesh for upgradation. _ Indirect benefits of the project include the better business opportunities and increased competitiveness within the area. Increased mobility of the population will mean far more integration of the region in economic, social and political terms as one entity. 0 There will also be adverse impacts of the proposed bridges related to the strife in the local population, increased strain on environmentally sensitive receptors, consumption of 0 renewable) (non- resources, increased pollution loads during construction period, etc. Indirect adverse impact would include the increased ribbon development of settlements, risk of * accidents of increased severity, unregulated access to previously secluded areas, etc. These adverse impacts are the focus of the subsequent chapters, since project justification would have highlighted in considerable detail the benefits of the project.
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* 3.0 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
* This chapter presents a review of the existing institutions and legislation relevant to bridge projects at the National and State levels. Regulations concerning procedures and * requirements that may directly concem the project, the capacity of the concerned institutons and their ability to successfully implement the Environmental Management Measures have * been addressed in this chapter. Also, this chapter presents the-variousssesu retate-with the framework in place for environmental clearance of highway projects with reference to the central government, state govemment of UP and requirements of the World Bank.
* 3.1 Institutional Setting for the Project
* An understanding of the institutional setting of the UPSRP-11 will help ensure its smcoth implementation. The identification of the major stakeholders, their respective roles and analysis of the policy and legislation that govem their functioning are necessary to understand and appreciate their contribution to the successful completion of the project.
The Uttar Pradesh Public Works Department (UPPWD), the project proponent of the UPSRP- II, is responsible for the overall project, including the project preparation and implementaton. Though the primary responsibility is vested with the PWD, there are several institutional * players with varying degrees of responsibilities, which is presented in the following sections
3.1.1 Uttar Pradesh Public Works Department (UPPWD)
The Uttar Pradesh Public Works Department is a massive organisation having about 1500 * engineers on its payroll and staff strength of around 65,000. The Engineer-in-Chief is the head of the organisation, which has 23 chief engineers and a chief architect to assist him * carry out the works for 180,000 km of roads in the state. One Chief Engineel is exclusiveh, in- charge of externally funded projects.
3.1.2 Project Implementation Unit
A Project Implementation Unit assists the Chief Engineer (World Bank) to ensure the smooth * implementation of the project. The PIU consists of 2 Executive Engineer and 8 Assistant Engineers. Out of them one EE and two assistant engineers are assigned to look after the Environmental aspects and the other looks after the issues related with Resettlement and Rehabilitation. They constitute the key officials of the environmental cell and are responsble for monitoring the activities of the various contractors, Supervision Consultants, etc. hired by the UPPWD to assist in the implementation of the Phase I.
* 3.2 Institutional Setting in the Environmental Context
* 3.2.1 Ministry Of Environment and Forests
* A separate Ministry of Environment and Forests functions with a cabinet minister and minister of state along with several secretaries, each assigned to a specific department within the * ministry. The primary responsibility for administration and implementation of the Govemrnent of India's policy with respect to environmental management, conservation, ecologically * sustainable development and pollution control rests with the Ministry. The MoEF is supported by the Central Pollution Control Board (for industrial pollution control), Wildlife Board of India (for conservation of wildlife) and other such autonomous bodies.
* 3.2.2 Regional Office of the MoEF, Lucknow
The MoEF has several regional offices around the country for carrying out its mandate locally, 0For this project, the Regional Office is in Lucknow. 0 * ~~~~~Government of Uttar Pradesh, Public Works Department, Lucknow, India 3-i 0 -
Environment Impact Assessment Operations Research Gnup 3.2.3 Central Pollution Control Board (CPCB)
_ The Central Pollution Control Board is mostly as an advisor to the Central Govemment and the State Pollution Control Boards. Its responsibilities relevant to bridges and UPSRP II include inter alia the following: * * Plan and implement water and air pollution programs; * Advise the Central Government on water and air pollution programs; * Set air and water quality standards; and * Co-ordinate the State Pollution Control Boards.
* 3.2.4 Department Of Forests, Government of Uttar Pradesh
* The department of Forests, GoUP is responsible for the management and administration of the forest resources in the state. Realising the importance to increase the forest cover in the * state, the GoUP has carried out various afforestation schemes. Also, the roadside plantations along the entire state have been designated as protected forests. The State Forest Department is also in-charge of the maintenance of roadside plantation. Its Social Forestry section will be responsible for the implementation of the compensatory afforestaron programme in lieu of trees cut during the construction of approaches.
* 3.2.5 Uttar Pradesh Pollution Control Board
The Uftar Pradesh Pollution Control Board (UPPCB) will be the govemment agency responsible for ensuring the compliance with the relevant standards related to discharges irto the environment. The following activities of the UPPCB will be relevant to the project: * Planning and executing state-level air and water quality initiatives; * Advising state govemments on air, water and industry issues; _ * Establishing standards based on National Minimum Standards; * Enforcing and monitoring of all activities within the State under the Air Act, the Water act, _ the Cess Act, etc.; * Issuing No-objection Certificates (NOC) for industrial development, defined in such a way * as to include road projects like UPSRP-11.
* 3.3 Legal framework
0 The Indian Constitution makes environmental protection an explicit duty for every citizen by the inclusion of the following passage: * "It shall be the duty of every citizen of India to protect and improve the environment, includng forests, lakes, rivers, wildlife and to have compassion for living creatures." In additn, * Government of India has laid out various policy guidelines; acts and regulations pertaining to the sustenance of environment and these have been explained in the following sub-sections 3.3.1 The Forest (Conservation) Act, 1980
* The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest area and felling of roadside plantation. Depending on the size of the tract to be cleared, clearance are applied for at the following levels of government:
* * If the area of forests to be cleared or diverted exceeds 20ha (or, 10ha in hilly area) tten prior permission of Central Government is required; * If the area of forest to be cleared or diverted is between 5 to 20ha, the Regional Office of Chief Conservator of Forests is empowered to approve; * If the area of forest to be cleared or diverted is below or equal to 5ha, the State Government can give permission; and * * If the area to be clear-felled has a forest density of more than 40%, permission to undertake any work is needed from the Central Govemment, irrespective of the area td be cleared.
Government of Uttar Pradesh, Public Works Department, Lucknow, Indiai
0.., I 0 X Environment Impact Assessment Operations Research Group Box 3.1: Applicability of the Forest (Conservation) Act, 1980
Roadside Strip Plantation In 1986, when MoEF enacted the Environment Protection Act. the entire linear stretches of roadside plantabions alorg the highways were declared as protected forest In certain States, Uttar Pradesh being one of these. Although the land Is aider * the control of the highways department, due to ts proteded status, dearance is required to cut roadside trees. Applicabilty of the provislons of the Forest (Consevation) Act, 1980 to the linear (road or canal side) plantations was modified by a notiflcation from the Gol, MoEF, dated 18 February 1998. The new notification recognizes that the spirit beind the Fuest _ (Conservation) Act was conservation of naturaLforests-and-not-stdpplantatlons. In the case of the nod to be pred roadside plantations, the clearance now may be given by the concerned Regional Offices of the MoEF, kTespective f the area of plantation lost. While issuing the approval, in place of normal provision for compensatory afforestation, the Regonal Offices will stipulate a condition that for every tree cut at least two trees should be planted. If the concerned Regional Office does not accord the decision within 30 days of the receipt of fully completed application, the proponent agency may proceed with the wideninglexpansion under intimation to the State Forest Deoartment, and MoEF. Forest Land
Restrictions and clearance procedure proposed in the Forest (Conservation) Act applies wholly to the natural forest areas, even in case the protected/designated forest area does not have any vegetation cover.
* Figure 3.1 Flowchart showing various steps involved in examinaton of cases received under Fo"est Conservation Act and Clearance Act |APPLICATION OF USER AGENCY TO D F O
COLLECTOR SCRUTINY OF APPLICATION IDENTIFICATION OF NON-FOREST | PREPARATION OF FORMAL PROPOSAL | LAND
* ; CONSERVATOR OF FOREST
FSCRUTINY, RECOMMENDATION|
NODAL OFFICER
SCRUTINY, REMARK, RECOMMENDATION OF * L PRINCIPLE CCF STATE GOVERNMENT (FOREST DEPARTMENT)
*| SCRUTINY, REMARKS, RECOMMENDATION I
RCCF (PROPOSAL UPTO 20 Ha.); MoEF (PROPOSAL ABOVE 20 HECTARES) SITE INSPECTION FOR EXAMINATION PROPOSALS ABOVE 40 Ha CF
* IEXAMINATION AND FINAL DECISION FOR CASES UPTO 5 Ha FORES ~[ LAND EXCEPT THOSE OF MINING AND ENCROACHMENT ADVISORY * ~~~~~~~~~~~~~~~~~~~~~~~COMMITTEE
* | EXAMINATION AND PUTTING BEFORE STATE ADVISORY GROUP RECOMMENDATION OF FOR PROPOSALS OTHER THAN THOSE MENTIONED ABOVE ADVISORY COMMITTEE
STATE ADVISORY GROUP MoEF *MEETING RECOMMENDATIONS MoEF * FINAL DECISION ISSUE OF FIRS- STAGE APPROVAL
*ISSUE OF ORDERS BY | MONITORING STATE GOVERNMENT STATE GOVERNMENT STATE GOVERNMENTs *I| RCCF COMPLANCE REPORT STATE GOVT w *~~~~~~~~~-FORMAL APPROVAL ORDER ME
Government of Uttar Pradesh, Public Works Department, Lu^know. India 3-3 . Environment Impact Assessment Operations Research Group
3.3.2 The Environment (Protection) Act, 1986 and the Environnmental Impact Assessmewt Notification, 1994
The Environmental (Protection) Act, 1986 is the umbrella legislation providing for the e protection of environment in the country. This Act provided for the Environment (Protection) Rules, which were formulated in 1986, The Environmental Impact Assessment Notification, *; 1994 and the Amendrment --thereto--April 1997). As per the Amendment, no formal environmental clearance from the ministry is required for highway widening, strengthening * projects if they do not cut across or pass through environmentally sensitive areas as reserved forests, wildlife sanctuaries, biosphere reserves etc. Also, the bypasses are to be treated as * separate projects and require an EIA only if each one costs more than INR 1000 million. (Annex 1). Under 'The Environment (Protection) Act', 1986, the developmental project requires clearances from the State Pollution Control Board and Ministry of Environment and Forests, New Delhi. The procedure for obtaining environmental clearance has been depicted * in Figure 3.2.
* 3.3.3 The Wildife (Protection) Act, 1972
The Wildlife Protection Act has allowed the government to establish a number of National _ Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of * the state.
3.3.4 The Water and Air (Prevention and Control of Pollution) Acts
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 corstruction and operation of certain facilities. The SPCB is empowered to set air quality standards and monitor and prosecute offenders under The Air * (Prevention and Control of Pollution) Act, 1981.
* 3.3.5 The Motor Vehicles Act, 1988
* In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority (usually the Road Transport Office) to enforce standards for vehicular pollution and prevention control. The authority also checks emission standards of registered vehicles, collects road taxes, and issues licenses.
3.3.6 The Ancient Monuments and Archaeological Sites and Remains Act, 1958
* According to this Act, area within the radii of 100m and 300m from the 'protected property' are designated as 'protected area' and "controlled area' respectively. No development * activity (including building, mining, excavating, blasting) is permitted in the 'protected area' and development activities likely to damage the protected property are not permitted in the * Zcontrolled area' without prior permission of the Archaeological Survey of India (ASI) if the site/remains/ monuments are protected by ASI or the State Directorate of Archaeology, if * these are protected by the State. None of the bridges under study are close to any declared protected archaeological monument
_ * ~~~~Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 3- 0 . .
1: Environment Impact Assessment Operations Research Group
*3 Figure 3.2: Flow chart for obtaining Environmental Clearance
_ r~~~~~~~~~~~~~~~~~SCOPINGBY * | INVESTOR INVESTOR
3 I~~~~~SUBMLTS-POJECTI QUESTIONNAIRE SUBMISSION OF THE TO CONCERNED PROJECT TO THE MIN. OF SPCB ENV. & FORESTS ALONG WITH ALL DOCUMENTS 0 LISTED AT PART I OF THE HAND BOOK * ~~~~~~REVIEWBY SPCB
* YES ISTE INITIAL SCRUTINY BY ENRONMENTAL STAFF OF MIN. OF ENV. & MANAGEMENT PLANFOET SATISFACTORY
CAN ISSUES BE NO REJECT REV
* L ~~~~~~~~~~~~~~APPRAISAL COMMIT-TEE PRJC * + ~~~~~~~YES OF MoEF ST HAS PUBUC HEARING BEEN 'NO ^ ~~~~~~CARRIEDOUr SUCCESSFULLY TO INCO IN PROJECT IS PROVIDE 0 SUGGESTIONS AND ADEQUATE I NDERAERSIT UNDERTINSSCHEDULESITE OF PUBLIC |~~~~~~~~~~~~_ ESE VIIT
NOCCASE |f OREST|OIN A T Governmen o a Padeh lLAND IS INVOLVED. n n IdIS SITE l
l DOIES THE YES N _ | ~~~~~~PROJECTFALL |l|N w * | APPLY~~~~~UNDER TOSCHEDULE} ~~~~STE -APPLYTLO UNONOF -I- OF EIA ll PREPARE |v NOTIFICATION COPEESV INVESTOR
*S E |DEPARTMENT OF | |MIN. OF ENV. 8 6 * | ~~~~~ENViRONMENT FORESTS IN l l ~~~ ~~~~FOR||PRESCRIBED| I | ~~~~~ENVIRONMENTAL ||QUESTIONNAIRE| I _ I ~~~~~~~~riFASRA1F I.
l ~~~~~~~NOI AISSUES BE INp SHPOETI RECOMMENDED|
| * l ~~~~~REJECTYE
| * 0~~~~~~~~~~~~~~l | ~~~~~~~~~~~~~~ENVRONMENTALCLEARANCE ISSUED BY MIN.| l | ~~~~~~~~~~~~~~~~~OFENV. &FORESTS ALONG\vnTH STIPULATIONS *i
Government of Uttar Pradesh, Public Works Deparlrnent, Lucknow, India 3-5
. .
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1- Environmerit Impact Assessment Operations Research Group
* 3.4 State Level Legislation and Other Acts
No specific state-level legislation relevant to the environrmental clearance requirements, other than those mentioned above are required for construction of bridges over rivers Yamuna and Ganga.
The Forest Protection (Conservation) Act 1980 has been amended to include Roadside Plantations as protCted -forest.-Under-thisthe-PWD has to obtain clearance from the Forest Department for cutting the trees.
However, clearance will be required for setting up hot-mix plants, batching plants, etc., under D the Air (Prevention and Control of Pollution) Act of 1981 and the Water (Prevention and Control of Pollution) Act of 1974. Clearance from the State Department of Mining is required * for establishing new quarries. Clearance from the State Ground Water Boards/Authorities is required for establishment of new tube-wells/bore-holes, etc.
In addition, with respect to hygiene and health, during the construction period, the provisions as laid down in the Factories Act, 1948 and the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 would apply.
With limited possibility, the provisions of the Hazardous Wastes (Management and Handing) Rules, 1989 and the Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996 would also apply during the construction and the operation periods. * 3.5 Clearance requirements of the proposed bridges
* 3.5.1 Up State Clearance Requirements * No objection certificate will be required from UPPCB. There will be requirement to octain clearance from forest department to cut the trees in the approaches.
But, individual contractors may apply for the consents from the UPPCB to establish Hot-mix * plants and labour camps under Air, Water and Environment (Protection) Acts, described above.
3.5.2 National Clearances
There is no requirement of environmental clearance from MoEF as cost of each bridge is less * than INR 1000 millions.
* 3.5.3 World Bank Requirements
The entire UPSRP II has been classified by the World Bank as a 'category A' project Therefore conformance with the requirements of the EA process as defined in the Bank Operational Policy on Environmental Assessment (OP 4.01) and the various Safeguard _ Policies must be obtained from an independent reviewer. For Phase I and Phase II environmental assessment an independent reviewer was appointed and all comments and 0 suggestions of independent reviewer and World Bank appraisal missions were incorporated in the respective EA reports. The formats of chapters suggested for EA and EMPs in Phase I * and Phase II have also been followed in the present EA and EMP preparation of bridges The present environmental assessment is part of EA Phase II. 9 *
| ~~~~~Government of Uttar Pradesh, Public Works Department. Lucknow, India 3-6
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4.0 METHODOLOGY
The environmental assessment in this project employed an iterative approach in which 3 potential environmental issues have been examined in successive levels of details and specificity at each step in the process. This chapter presents the methodology adopted for the 0 EA preparation for the bridges. This also descnibes, as a natural corollary, the mainstrearring of the environmental considerations in this project.
4.1 Environmental Assessment
The environmental impact assessment procedure proceeded simultaneously with detaded design and finalisation of location of bridges and approaches. The bridge engineer, environmental specialist, highway designer, hydrologist, simultaneously visited the bridge * locations. The findings of the assessment visit gave important feedback to the design team, especially in terms of the location of the bridges and approaches. It helped modify the designs at locations where impacts had to be avoided and incorporate mitigation measures wherever the impacts were unavoidable due to other constraints. The stepwise methodology adopted * for the EA is as follows:
4.1.1 Scoping
The scope of the assessment for this study was determined by the Terms of Reference of the 0 Consultants, the statutory requirements for the area of influence required by the Ministry of Environment & Forests and consultations with experts. In addition, a scoping workshop was 0 organised at the beginning, before environmental assessment study of Phase I routes. In this workshop various stakeholders were invited to share their intimate knowledge of the study 0 area and provide feed back so that the focus would be on valued ecosystem components (VECs) considered important. Further the experience gained during Phase I and Phase li * study, suggestions of the World Bank missions and review consultants were also taken into consideration during the EA preparation of bridges planned. District level workshops have * also been conducted at DM's office to apprise about the project & get feed back. * 4.1.2 Reconnaissance Visits
The reconnaissance visit for the study were undertaken to identify critical targets. After the reconnaissance visit, plan was prepared to collect the baseline data.
4.1.3 Assembly and Analysis of Data from Secondary Sources
Supplementary information was collected from Survey of India toposheet, census handbooks and other government publications as well as reports prepared for other projects in Uttar Pradesh. Standard statistical techniques were used for analysis of the socio-economic data, the tree count, etc. Qualitative analysis was done for more descriptive data. 4.1.4 Documentation of Baseline Conditions
The documentation of the baseline conditions was completed for a 10 km radius area around * the proposed locations of bridges. This was done to satisfy the MoEF requirements. Primary surveys were carried out for determination of ambient air quality, water quality, soil quality and 5 noise levels. A tree count at in approaches was also undertaken. The study area maps for respective bridges have been given in Figure 4.1.
*
* Government of Uttar Pradesh, Public Work~s Department. Lucknow, India 4-1
1-
I0 Environment Impact Assessment Operations Research Group
* ~~~~~~Figure: 4.1 Study Area Map for Ganga and Yamuna Bridges
' f' t'''"W
Goeneto L 004ts~~ Environment Impact Assessment Operations Research Group 4.1.5 Assessment of Alternatives Altematives were continuously assessed throughout the process. A more formal assessment 3 was also undertaken as a part of the environmental assessment process, induding hie assessment of the 'No Action". Altemative as is customarily included as a part of the formal * assessment methodologies to ensure that it has been given proper consideration. * 4.1-6 Assessment of Potential Inpacts * Potential significant impacts weref identified on the basis of analytical review of baseline data; review of land uses and environmental factors; analytical review of the socio-economic * conditions within the study area and review of assessment of potential impacts as identified by EA studies of Phase I and Phase II. * 4.1.7 Integration of Environmental Impacts in the Design Process: "Mainstreaming the Environmental Component" The design and decision-making process integrated environmental, resettlement and rehabilitation issues and prompted the early identification of appropriate actions. Such actions included, for example, shifts in approach alignments based on awareness of the locations of 0 cultural resources, and biological resources such as significant areas of trees and habitations. * 4.1.8 Identified Mitigation and Enhancement Measures * Positive actions to not only avoid adverse impacts, but to capitalize on opportunities to correct environmental degradation or improve environmental conditions were determined. 4.1.9 Community Consultations Extensive consultations were held at various stages of the project. A chapter in the present volume numbered six details out the methods, approaches and outcomes of the consultabons held. The issues raised by the communities and the various stakeholders were incorporated in the design and constructionloperation plan of the project highway. Since the requirement of public hearings has been waived for highway projects, the consultations held are more in lne * with World Bank requirements. * 4.1.10 Preparabon of the Environmental Management Plans Environmental management plans have been prepared for each bridge separately as part of the Environmental Assessment. Responsibilities have been assigned for the various actions identified to limit the adverse impacts of the planned bridges and budget allocations have * been made for the funds required for mitigation as well as enhancement measures. 0 4.2 Finalising the environmental assessment 0 Environmental assessment has been completed based on input received from World Bank Mission, reviewers and other interaction held with the bank during Phase I and Phase II. In * ^ addition, the field visits of EA team provided valuable inputs into the completion of the EA. The baseline environmental setting, the potential impacts and the plausible mitigation measures have been supplemented based on the field visits. * 4.2.1 Completing the Baseline The baseline has been completed by measuring air, water and soil quality and noise level in the study area of bridges. - * Government of uttar Pradesh, Public Works Department. Lucknow. India 4-3 0 Se _ Environment Impact Assessment Operations Research Group e 4.2.2 Impact Assessment and Modelling Impact assessment was carried out for the baseline environmental quality, which has been established in the study area. Certain impacts which were not considered during previous * stages were also included. * 4.2.3 Mitigation and Enhancement Measures Appropriate mitigation measures have been chalked out for individual bridges. 4.2.4 Stand Alone Environmental Management Plans Since the EMPs are to become a part of the contract documents, they must contain all the * information that may be required for the successful implementation of the mitigation and/or enhancement measures envisaged as part of the assessment. The EMP for each bridge has been prepared and mitigation and enhancement measures have been given along with a clear demarcation of responsibilities of the various institutions responsible. Monitoring systems have been established to ensure ease of follow-up activities. * 4.2.5 Environmental Budget The budgetary provisions for implementing various environmental measures have been rationalised for both the bridges. The unit costs have been taken in consultation with design team at prevailing and markets rates. 0 * 4DS~ ~~~~~oeneto ta rds,PulcWrsDprmn,Lcnw ni - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 S 0 0 0 06 0 0 0 0 0 0 0 0 Operations Research Group * Environment Impact Assessment * 5.0 EXISTING ENVIRONMENTAL SCENARIO tihe assesses the nature, type and dimensions of the study area and describes 0 This chapter locations. The relevant physical and biological environmental components around the bridge project location, database on the environmental components relevant to decisions about sources and primary design and operation have been assembled from various secondary the field visits carried out during the study. * surveys and have been supplemented by d 5.1 Meteorological Baseline in a bridge The study of meteorological and micro meteorological parameters is significant * released into the -project as these parameters regulate transport and diffusion of pollutants * atmosphere. l * 5.1.1 Climate Terai having more The climate of Uttar Pradesh is mainly sub-tropical with the hilly region of sub-tropical regi`on temperate characteristics. The proposed bridges are located in the humid while cold weather with marked monsoon effects. The summers are generally hot and dry, in temperature and rainfall, the climate has a * prevails in winters. Due to large variations characteristic seasonality. The climate is distinguished by three distinct seasons: * Hot Summer (from April to June), 0*. Warm humid Rainy season (from July to September), and * Cold winter (from November to February). winter and summer October and March constitute the transitional months between rainy, 0 seasons respectively. * 5.1.2 Temperature up to 47'C The temperature in the regions of bridges vanes from extreme high temperatures is around 270C in in summers to as low as 4°C in winter. The annual average temperature are planned to be located. * both the regions of state where the bridges * 5.1.3 Wind in the plains of Uttar The regions where both the bridges are planned to be located lie blow from the west Pradesh which have light to moderate winds. Hot winds, locally called 'loo' is the occasional during the summer. However, the wind speeds are quite low though there storm. The average wind speed is in the range of 4-5 km/h. * 5.1.4 Rainfall The rainfall The rainfall in the region is almost exclusively due to the northeast monsoon. 0 at Kachhla and increases from west to east but decreases north to south. The average rainfall * Shergarh Ghat is around 1000 mm. * 5.2 Natural and Biophysical Environment environmental Accurate determination of baseline conditions of natural and biophysical assessment. The components in surroundings of bridges locations is vital for robust impact information has been collected are described in * components of the environment for which the the following subsections 5-1 Government of Uttar Pradesh, Public Works Department, LUknow, India 0 I* Environment Impact Assessment Operations Research Group 5.2.1 Air Degradation of ambient air quality is the most commonly identified adverse impact on the 0 natural and bio-physical environment along roads on which these bridges are located * National Ambient Air Quality Standards (NAAQS) * The permissible air quality-standards for particulate and gaseous-poHutaTts-are presented in Table 5.1 as laid down by the CPCB. Table 5.1: National Ambient Air Quality Standards (CPCB, 1997) Time Weighted Concentration 3 * in Ambient air (ig/m ) Pollutant Average Industrial Rural and Sensitive * Sulphur Dioxide (SO2 ) Annual Average 80 60 115 24 hr*_ 120 80 130 * Oxides of Nitrogen (as Annual Average ' 80 60 115 NO ) 2 24 hr** 120 80 130 ! * Suspended particulate Annual Average * 360 140 170 Matter (SPM) 24 hr** 500 200 j100 * Respirable particulate Annual Average ' 120 60 T50 matter (<10 pm) (RPM) 24 hr** 150 100 175 * Lead Annual Average * 1.0 0.75 1[050 24 hr** 1.5 1.00 10.75 * Carbon monoxide 8 hr 3 5.0 2.0 '11.0 mg/m 1 hr 10.0 4.0 2.0 9 * ~~~~~~~~AnnualArithmetic mean of minimum 104 measurement in a year taken for a weeki 24 hourly at uniform interval. * ** 24 hourly/8 hourly values should meet 98 percent of the time in a year Source: Central Pollution Control Board (1997) National Ambient Air Quality Monitorinc * Series, NAQMS/a/1996-97. * No standards have been promulgated for HC yet. * Ambient Air Quality in study areas: _ High volume ambient air samplers in conjunction with Mylar bags/bladders were used to * collect samples of ambient air near the proposed bridge locations. * * Two locations were selected at each bridge site. The locations of these ambient air qua!rty monitoring stations are shown in Figure 5.1 Composite samples were prepared using three 8-hr samples collected at each location. The * samples were analysed for pollutants of interest (CO, NO,, SO2, Pb, HC, SPM and RPM) using the appropriate method prescribed by Bureau of Indian Standards (BIS) and * Central Pollution Control Board (CPCB). Air quality sampling locations and results obtained (maximum value) at each locations are given in the table below: * | * ~~~~Government of Uttal Pradesh, Publgc Worls Department, LucKrrow. India 5-2 0 - i0 Operations Research Group Environment Impact Assessment Figure: 5.1 Air, Water, Soil & Noise Monitoring Locations -L 17. - I * * ~~~~~~~~~~~~~~~~~~~~~~~I 'ineU zU=r E j E E ] * :2 -'~ ~~ ~ ~~~~~- ~~~~dP~~~~~~~~ 5 (~~~~~~~~~ L * Gn of - P VM-S %j - iA 4 R'"i I~~~~~~~~~~~~~~~C 0 India53 Government of Uttar Pradesh, Public Works Department, Lucknow, Environment Impact Assessment Operations Research Group _ Table 5.2: Air Quality at selected locations Around Ganga and Yamuna Bridges AirQuality Parameter 0 ~~~~~~~Reading I SPM RPM SO2 NO, Pb 3 3 3 3 * \ (pg/M ) (pg/M ) (pg/rM ) (pg/rM ) CO (ppm) HC (ppm) 1 Survey Station (SS): Yamuna (Baisaha) Towards Naijheel site 01 107.3 403- 97 19.4 0.3 ND ND 02 197,8 59.7 11.5 17.6 06 ND ND * 03 1109.40 34.8 10.4 16.0 0.8 ND ND Survey Station (SS): Yamuna Bridge (Adampur) 01 1118.8 57.3 15.2 18.3 0.8 ND ND 02 '130.6 67.3 16.1 18.7 1.2 ND ND * 03 1102 5 40.5 10.9 15.8 0.8 ND ND Survey Station (SS): Ganga Bridge (Kachhla village -Left Bank) * 01 137.4 84.5 12.4 213 04 07 ND 02 1187.8 53.0 133 17.5 0.7 10 ND 03* 125.7 44.5 89 18.4 0.5 10 ND | Survey Station (SS): Ganga Bridge (kachhla village-Right Bank) * 01 1166.3 53.3 14.9 22.3 0.7 .7 ND 02 1184.6 686 12.5 18.0 1.2 1.2 ND 03 :112.4 47.9 9.3 178 0.9 0.9 ND ND. Not Detected Source: Consultant's Survey As can be seen from the table above, all parameters of air quality are well within CPCB limits for rural and residential category The traffic along the roads where bridges are planned is light at present. In addition, in settlements, other anthropogenic activities too may generate a _ lot of suspended particulates, which results in high concentrations recorded during the survey * 5.2.2 Water: Hydrology and Drainage 0 The proposed bridge locations are on major rivers of Uttar Pradesh. At the locations of bridges no tributary or drains are meeting the river. The bridge on Ganga river is planned 150 * m down stream of the existing bridge therefore no impact on drainage is likely, the study area of both the bridges is drained by the respective rivers. No canals or drains cris cross the * approaches of the bridges. No impact on hydrology of the area is anticipated. as actve channel of river will not be disturbed. There are no ground water sources in the approaches of * bridges. * Water Quality Water quality is a concern for the surface water sources and the groundwater sources. Two numbers of water samples have been collected from upstream and downstream of proposed bridge locations. This was done to ascertain the water quality of the river. The water quality and applicable standards are summarized in the Table 5.3. It is clear from Table 5.3 that Ganga and Yamuna river waters are not polluted at bridge locations. Most of the parameters are within the limits. The water quality of Ganga river is better than Yamuna river because of more flow in Ganga river at bridge location. The presence of coliform is an indication of alga! growth. Both the river waters require treatment before making amenable for drinkinc purpose. * * ~~~~~Governmnent of Untar Pradesh. Public Works Depamr;rent. LucKnow, India 0 0 *0 Environment Impact Assessment Operations Research Group * Table 5.3: Water Quality Results * S.No. Parameter Yamuna Bridge Ganga Bridge Standards IS Unit Y1 Y2_ Gl G2 10500 * 1 Colour (Hazen) 9.4 9.4 2.3 2.2 300 10 2 Temperature (C) 24 23 22 24 - - * 3 Turbidity (NTU) 15 12 6 6 - 10- 4 pH 7.4 8.04 7.46 7.50 6.5 to 6.5 to * _ ~~~~ ~~~~~~~~~~~~~~~~~~~~~8.58.5 5 Total dissolved solids (mg/I) 601 426 350 321 1500 500 * 6 Total Suspended solids (mgA) 54.7 76.4 23.4 31.50 - - 7 Oil and grease (mg/l) <1.0 Nil Nil Nil - Absent * 8 Total residual Chlorine as c12 Nil Nil Nil Nil - 0.2 9 Ammonical nitrogen (mqA) Nil Nil Nil Nil - - * 10 Total Kjeldahl Nitrogen (mg/l) 4.6 5.6 1.8 3.6 - 11 Free Ammonia as NH3 (mgA) Nil Nil Nil Nil - * 12 Dissolved oxygen (mg/I) 4.1 1.3 1.4 2.8 - 13 BOD for 5 days at 20 C (mg/A) 5 16 24 18 - *14 COD (mg/1) 86 97 106 95 - 15 Chloride as Cl (mg/I) 41 183 105 106 - * 16 Cynide as CN (mg/1) Nil Nil Nil Nil 17 Fluoride as F (mg/1) 0.11 0.14 0.1 0.10 - * 18 Total Iron as Fe (mg/1) 0.3 0.6 0.2 1.2 - 19 Dissolved phosphates as P Nil Nil Nil Nil - * 20 Sulphates as S04 (mgA) 13 75 28 35 - 21 Phenolic compounds Nil Nil Nil Nil - * asC6H50H (mg/I) __ _ 22 Calcium as Ca (mg/I) 12 20 24 18 - * 23 Magnesium as Mg (mg/I) 7.0 7.3 12.0 8.0 - 24 % Sodium (mg/l 25 29 17 18 - * 25 Acidity as CaCo3 (mg/I) Nil Nil Nil Nil - 26 Alkalinity as CaCo3 (mg/1) 54 165 15 32 - * 27 Sodium as Na (mg/1) 10 18 12 6 - 28 Potassium as K(mgl) 1.4 1.2 1.3 1.2 - * 29 Total hardness CaCo3 (mg/A) 32.5 57.4 23.0 21.9 - 30 Magnesium as Mg (mg/I) BDL BDL BDL BDL - - 31 Nitrate as N03 (mg/I) 8 12 17 22 - l 32 Total Coliform count (mg/I) 32 25 12 10 - * 33 Plate count per ml (mgA) Nil Nil Nil Nil - 34 Particle size distribution -850 -850 -850 -850 - * (Micron) _ l Source: Consultant's Survey * Y1- Upstream Sample at Yamuna River Y2- Down stream Sample at Yamuna River G,- Upstream Sample at Ganga River G2- Down stream Sample at Ganga River * BDL- Below Detection Limit NTU- Neplhelometric Turbidity Units The water sampling locations have been marked on study area map in Figure 5.1 Government of Uttar Pradesh, Public Works Department, LucKnow, India 5-5 - 0 Environment Impact Assessment Operations Research Group 5.2.3 Land The land around proposed locations of bridge is basically flood plains of rivers. At Kachhla * Ghat the land is low lying and at Yamuna bridge site land is low lying on right bank side and a stable bank on left side. The study area/ project influence area of both the bridges has a flat * terrain. The slope is less than 1%. The general altitude of project sites ranges from 150- 200m. Geology and Seismicity The project influence areas of both the bridges are characterized by alluvial sedirrents * transported by the Ganga and Yamuna rivers. The soi! cover is 400-1500 mm deep The Gangetic plain is distinguished between the older and the newer alluvium. The older is usually composed of argillaceous beds, where kanker- an impure carbonate of lime and pislitic ferruginous concretions are disseminated. * The underlying geology is a significant factor in determining the susceptibility to earthquakes of structures standing above ground. The seismic zones of bridges area is 11.Hence the areas are not prone to earth quake. * Soils * The soils making up the study areas of both bridges are mainly alluvial. They are transported by the River Ganga and Yamuna as they flow down from the Himalayas and sluggshly * deposit their loads in the plains. The soils associations namely, Orchepts, Orchepts-Guflied land, Ochrepts-Orthents, Ochrepts-Psamments, Ochrepts-Orthents-Udlafs are spread all over the state. These soils are extending over level to gently sloping areas occupying the irter- fluvial, old flood plains of the river Yamuna, Ganga. Ramganga, Sharda and Ghagra. They * are coarse loamy to fine loamy. The soils are very fertile and support a variety of crops of which wheat is the major cereal. Lead in soil is a cause of concern. One of the pathways is through uptake by vegetation. which may become a part of the food chain. The lead content of soil was therefore analvsed at both the locations. The results of lead content in soil are reported below in Table 5.4. The Government of India is making available lead free gasolmne. Hence lead content in futu-e is further expected to be low. Soil sampling locations have been marked on study area map in * Figure 5.1 * Table 5.4: Lead Content of Soils in vicinity of Bridge Locations Si. No. | Parameter Yamuna Bridge Ganga Bridge YS1 YS2 GS, GS2 _1. | Lead (mg/kg) 1.3 2.0 3.6 2.9 Source: Consultants Survey YS1- Yamuna River Soil Sample Upstream of Proposed Bridge * YS2- Yamuna River Soil Sample Down stream of Proposed bridge GS1- Soil Sample upstream of Proposed Bridge. GS2- Ganga River Soil Sample Down Stream of Proposed Bridge 0 Quarries & Crushers The UPPWD has approved several qua-nes for obtaining sand aggregates for :-elr construction works Existing quarries tha- are already in operation with the req.'-ed environmental clearances have been recommended for bridges also, and no new qua--es have been proposed The following quarries (Table 5.5) were identified for all project rc._.es * of phase I and Phase II and the same wvlH be used for bridges construction also. -h e availability of borrow material has been confir-ned by the cesign team 0Government of Uttar Pradesh Public Works Department. Ljcknow, 1nda *0 I 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations Research Group Table 5.5 Quarries Identified for bridge construction * S. No. iName of Quarry Material 1 Badshahi Bag quarry Aggregate * 2 Hardwar quarry Stone aggregates 3 Lalkuan quarry Stone aggregates * 4 Beharigarh quarry Stone aggregates 5 Tanakpur quarry Stone aggregates * 6 Fatehour Sikri quarry Sand-stone aggregates 7 Jhansi quarry Granite aggregates _ 8 Banda quarry Sand _9 Karbrai quarry Stone aggregates 10 Shaukargarh quarry Sand-stone aggregates 11 Hamirpur quarry Sand _ 12 Chunar quarry Stone aggregates _ 13 Dalla quarry Lime-stone aggregates 14 Chopan quarry Sand _ 15 Birohi quarry Stone aggregates * The above identified quarries have been shown on map in Figure 5.2. * Borrow Pits * The soils to be used, as sub-grade, select sub-grade and earth works need to be hauled from designated borrow areas. Similar to the identification of suitable quarries, suitable borrow areas for supply of soil to the new road formation of approaches will also be identified. Based on the total requirement and availability of each soil type, estimates of soil quantity to be * obtained from each of the borrow areas will be worked out in accordance with the National Standards, recommended by the Indian Roads Congress (IRC). In the selection of the borrow areas, care will be taken to ensure that: * Sufficient quantity of suitable soil is available from the borrow pit; * The borrow areas are as close to the bridge locations as possible; * The loss of productive and fertile agricultural soil is minimum; and * There is minimum loss of vegetation. The borrow areas may be identified within a manageable lead. * 5.2.4 Noise Noise attributed to roads depends on factors such as traffic intensity, the type and condition of the vehicles plying on the road, acceleration/deceleration/gear changes by the vehicles depending on the level of congestion and smoothness of road surface (IRC: 104-1988). Excessively high noise levels are a concern for sensitive receptors, i.e., hospitals, educational institutions, wildlife, etc. National Noise Standards The Central Pollution Control Board has specified ambient noise levels for different land uses for day and night times. Importance was given to the timing of exposure and areas designated as sensitive. Table 5.6 gives the noise standards set. Government of Uttar Pradesh, Public Works Department, Luc?, now, India 5 - . *. - Environment Impact Assessment Operations Research Group Figure: 5.2 Locations of Identified Quarries * e (t 42Sa X -W Q ; fi E * £ ~ , |* i 'mI tF1i ' * E U, t t !3 ,,It,, ;., 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0 * 5 .~I [^32,*.t w- {X' !gz t * * 11 ... [~~~~~i 4 4% ;.,~~~~~~~~~~~~~~~~o * __ L ~ . * of Uttar Pradesh PubhcWorks Depart-ent Lu,-now,AjGovernment India 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations Research Grcjp Table 5.6 : National ambient noise level standards CoArea Category Limits in Decibels (dB A) Code@ Day Time Night Time * A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence Zones 50 40 j * Note: (1) Daytime: 6 AM to 9 P.M., Night-tirne 9 PM to 6 AM; (2) Silence zone is an area up to 100 mn around premises as hospitals, educatic-al institutions and courts. * Source: Central Pollution Control Board. New Delhi Selection of Noise Level Measurement Locations Noise levels were measured at two locations (left bank and right bank) of respective rivers at the proposed location of Ganga and Yamuna bridges. * Results & Analysis of Noise Monitoring The night time noise levels were lower than the corresponding daytime measures. A var a :,I of more than 5 dB (A) to 10 dB (A) was observed at the monitoring locations between the cay * and night time noise levels. Table 5.7 gives the values arrived for day and night from --e measured noise levels at an interval of 1 minute at various locations in the vicinity of bridges- 9 locations. * Table 5.7: Noise Levels at Proposed Bridge Locations * S S~~~~~~~~~urveyStation (SS) t15 hourly) Lerlyiht *~~~~~~~~~o _ B (A) dB3 (A) 40 1 amuna River (Baisaha) 48 42.0 * 2 'amuna River (adampur) 7 41.0 3 Ganga River Kachhla (Left Bank) 54.0 _49 4 G anga River Kachhla (Right Bank) 56.0 47 It is clear from the above results that day and night time noise levels are exceeding limits a' Kachhla Ghat due to existing rail and road traffic on Badaun Sikandara road However, nc se levels are well within the limits at Yamuna bridge location The noise monitoring locatic-s have been shown in Figure 5.1 in study area map * 5.2.5 Flora 0 The flora in the proposed approaches is scanty There are shrubs and grasses in the fioc plain and study area Common flora recorded in study area is described below (a) Trees The most common tree species ir study area are shishum (Dilbergia sissoo). jamun (Ege- a jambolina), neem (Azadirachta indica) Aam (Mangifera indica), pipal (Ficus religiosa). a^c Mahuva (Madhuca indica) Other species recorded include Arjun (Terminalia arjuna). - (Tamarindus indica) Gulmohar (Delonix regia) Pakar (Ficus retura). Amaltas (Cassia fist a etc The newer plantation include Euca;vptus (Eiclayptus globules) and Poplar Girthwise a-i: species wise nrumber of trees to be cor-ing in azproaches of bridges are given in chapter-E- inmpact assessrnent 0 . 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations Research Group 3 (b) Shrubs The common shrubs observed in the study area are Babul (Acacia arabica) and Kikar (Acacia nilotica). In addition Ber (Zizhypus jujuba) and Katira (Streculia urens) are also recorded. * (c) Grasses 0 Some tal! grasses like mun, (saccahrum mun;al are observed -growing-near the river banks and near natural strearns and water bodies. The other grasses are sarpat and kans. (d) Herbs Some of the herbs observed growing along the road are dhatura (dhatura metal), kalmegh * (peristrope bicalyculata), croton (croton bonplandianum), duddhi (euphorbia hista), lakeera (achyranthes aspera), lantana (lantana indica), polygnonum pledium, justicia simplex, * euphorbia microphylla, evolvulus alsinoides, sida cardifolia, sida equisetifolia, ipomca palmata, ubchak (ipomea cornea), mamoli (solanum xanthocarpum), chaulii (amaranthus 5 vivdes), madar (calotropis procera), etc. * (e) Hydrophyles The Ganga and Yamuna river ecosystems have luxuriant growth of eichhornia, trapa, wolfia, vallisveria, nymphea, scirpus, azolla. salvinia, lemma, nelumbo, hydrilla, cyperus. etc. These aquatic plants provide habitat for insects and small fish and maintain the balance of the ecosystem. * 5.2.6 Fauna * There are no endangered species of fauna in the study area. There are no designated wild life havens in the study area. None of the bridge locations are in designated wildhfe havens. 5.2.7 Human Use Values The land in the vicinity of bridge approaches is primarily used for agriculture. Three crops are taken annually: Rabi, Kharif and Zaid. The major cereals grown in vicinity are wheat and paddy. In addition, a number of other crops: oilseeds-Mustard, and cash crop such as Sugarcane is also cultivated. * (a) Settlements There are no settlements in the proposed bridge approaches. Nearest human settlements are Shergarh and Kachhla viilages near Yamuna and Ganga bridge locations respectively. Their * distance is about 1 km from proposed bridges * (b) Markets There are no permanent or temporary markets within the approaches of bridges 5.3 Cultural Properties No cultural properties are being affected in the propose approaches. 5.3.1 Protected Monuments and Properties of Archaeological Value There are no protected archaeological properties or monuments along any of tee proposed * bridges * Government of Ut,ar Pradesh Public Works Departrnent L_cknow, India 5-1C - S~~~~~~~~~~~~~~~~~~~~~~~~ S 0@ i. 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 Environment Impact Assessment Operations Research Group 5.4 Resettlement issues = The details pertaining to impacted properties, household, persons, families, commercial and residential structures etc. have been covered in Chapter 8 on Assessment of Impacts. 5.5 Aquatic Ecology Keeping in view of the impacts on aquatic ecosystems due to the bridge construction, aquat;c ecological aspects were studied during baseline data generaton-Ta-establish the baseline; data of aquatic ecology was collected from secondary sources. The sources are Central * Pollution Control Board (CPCB), and Delhi Development Authority (DDA) study report on Yamuna River titled as Environmental Management Plan for rejuvenation of Yamuna River prepared by National Environmental Engineering Research Institute (NEERI), Nagpur. Plantation Assemblages 1. Ganga River The species of phyto plankton and zoo plankton, which have been identified, are given in the following Table 5.8. Table - 5.8: Qualitative and Quantitative Rep esentation of Plankton in Ganga River * A. Phyto Plankton * 1. Phormedium Sp. 50-70 2. Nostoc Sp. 80-100 * 3. Oscillatoria Sp. 300-700 4. Synechococcus 50-80 i e B. Chloro Phyta 1. Ankistrodesmas Sp. 0-30 * 2. Ulothrix Sp. 100-200 3. Eudonina 120-240 * 4. Scenedesmus Sp. 1400-1800 5. Spiyogyra Sp. 600-1400 * 6. Tetraedon Sp. 200-500 7. Chocoaus sp. 400-700 * 8. Pediaspium __ 60-80 C. Uglano Phyta 1. Euglena Sp. 900-1800 2. Phacus Sp. 90-180 D. Bacillario Phyta * 1. Coscirodicus Sp. 1800-2500 2. Cyclotella Sp. 800-1200 * 3. Diatoma Sp. 30-80 4. Gyrosigma Sp. 250-750 * 5. Nitzschia Sp. 250-750 6. Navicula Sp. 2200-2600 _ 7. Pinnularia Sp 90-230 8. Melusira Sp. __ __ 1700-2900 * E. Zoo Plankton a) Protozoa 60-230 * b) Rotifera 180-630 c) Arthopoda * 1 Cladocera 30-50 2 Copepoda 20-60 * _- 3 __ Mauphius larva _- - 10-10 - Souirce Centr-al Pollution Control Board 0 U.3overnment of Uttar Pradesh Public Works Depanrtnent. Lucknow. India 5-11 I0 Environment Impact Assessment * Operations Research Group 2. Yamuna River 0 The species of phyto plantation and Zoo Plantation, which have been identified, in Yamuna * River water are given in the following Table 5.9. * Table - 5.9: Qualitative & Quantitative Representation of Plankton in Yamuna River * [A. Phyto Plankton 1. Phormedium Sp. 20-40 * 2. Nostoc Sp. 0-10 3. Oscillatoria Sp. 50-100 * B. Chloro Phyta 1. Ankistrodesmas Sp. 0-10 2. Ulothrix Sp. 50-100 3. Eudonina 0 * 4. Scenedesmus Sp. 200-700 5. Spiyogyra Sp. 150-500 * 6. Tetraedon Sp. 100-400 7. Chocoaus sp. 100-300 * 8. Pediaspium 70-90 * C. Uglano Phyta 1. Euglena Sp. 100-200 * 2. Phacus Sp. 15-30 D. Bacielario Phyta 1. Coscirodicus Sp. 300-500 * 2. Cyclotella Sp. 200-400 3. Diatoma Sp. 5-10 4. Gyrosigma Sp. 10-90 5. Nitzschia Sp. 50-100 6. Navicula Sp. 0-10 7. Pinnularia Sp. 50-100 8. Rhizosolinia Sp. 10-50 * 9. Melusira Sp. 250 E. Zoo Plankton a) Protozoa 50-100 b) Rotifera 100-300 c) Arthopoda 1. Cladocera 10-20 * 2. Copepoda 0-5 3. Mauplius larva 0-5 * Source: Central Pollution Control Board, Delhi Development Authority * The measure of ecological conditions in river is judged by biodiversity. Biodiversity is considered good incase the number of planktons is more. In case of Ganga river at bridge locations numbers of planktons have been found to be more, therefore this indicates that Ganga river water is good in ecological conditions. Yamuna river at project area does not seem to in good ecological conditions. The river is almost devoid of flow during summer and later period of winter. This may be the main reason for poor ecological conditions. * | * ~~~~Government of Uttar Pradesh, Pubilc Works Department. Luc,now, India 5-12 * Environment Impact Assessment Operations Research Group * 5.6 Aquatic Fauna The commercially important fishes found in Ganga and Yamuna Rivers are as given below: * Rohu (Labeo rohita), Karoundh (Laveo calbasu), Bata (Labeo gonius), Bhaskar (Catla), Nain (Cirrihina mirgala), Raiya (Cirrihina Reba), Darhi (Barbus sarana), Putia (Barbus stigma), Parham (Wailagonia atta), Tengra (Mystus vitatus), Cheagna (Ophicephalaus straitus), Girani (Ochiphalaus'-gachma), Patra (notopetermus), Moi (Notopeternus chitata), Mangur (Cianas batraahus), Singhi (Heteropneustes fussilis), Chelwa (Chela bacaika), etc. The fresh water prawns are also found. Since both, the rivers are considered pious, commercial fishing activity was not seen at any of the project sites. At Kachhla bridge site people come to take holy dip in Ganga River. In Yamuna river during non-monsoon seasons there is virtually no flow hence no chances of fishes survival and growth. 5.7 Religious Congregations River Ganga is considered a pious river. At the proposed location of bridge people from * nearby towns and villages come for holy dip. They believe that taking bath will wash their sins. The gathering for holy dips is on Somvati Amavasya (on no moon day), Poornamasi (Full moon) and Makar Sakranti. The local enquiry reveals that some times turnout on a single day at Kachhla Ghat is more than 50,000 on such occasions. There is a fair at Soron town at about 16km from bridge site for a month during November - December. During this period there is continuous inflow of pilgrims for taking bath. 0 Site down stream of existing bridge and close to proposed bridge location is also used for cremation of dead bodies. Public from nearby towns and villages use the riverbed as crema,oria. Average number of dead bodies, daily arriving at Kachhla Ghat is 10-15. * Yamuna River, on bridge site at Shergarh Ghat is not used by local public for bathing as the river has become stagnant here. There is one pontoon bridge which is used for crossing the 0 river during non-monsoon period. The riverbed especially on right side is in extensive use under agriculture. The land is given on lease to farmers by the Irrigation Department. The riverbed is also not used for cremation of dead bodies. To sum up the proposed location of Yamuna bridge and its surroundings are not in use for religious purposes by the public. *1 0 * * ~~~~Government of Uttar Pradesh, Public Works Department, Lucknow, India 5-13 0 . -91 - 0 S 0 0 9 0 S 0 S 0 0 0 S 9 0 0 S~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ S S 0 0 0 0 0 * Environment Impact Assessment Operations Research Group * 6.0 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURES * 6.1 Consultation Process Adopted in UPSRP II. The bridges planned on Ganga and Yamuna rivers are part of UPSRP II project. The UPSRP 11is being implemented in two phases, namely, Phase I and Phase II. The planned bridges are part of Phase II. , Public consultation for these bridge sites were undertaken simultaneously with Phase II project routes consultations. The description given in this chapter is, therefore, of phase 11consultations. The location specific issues raised for bridges * have also been highlighted. Since consultation description is given for Phase II as a whole therefore, some contents pertain to up-gradation routes as well. 6.2 Objectives The main objective of the consultation process was to minimise negative impacts of the * project and to maximise the benefits of the project. Other objectives of the consultation process was the following: * To promote public awareness about the proposed project especialty amongst the * potentially impacted communities/individuals; * To educate the potentially impacted communities/individuals about the proposed course * of action and the project altematives; * To solicit the views of affected communities/individuals on environmental and social * problems; * To gather inputs from the affected communities/individuals in crucial decisions regarding * mitigation of the identified environmental and social issues; * To stimulate community self evaluation and analysis; * * To inform Project Affected Persons (PAPs) about the entitlement framework and Resettlement Action Plan (RAP), and to settle their problems with mutual consent and to assist them during relocation and resettlement; and * To ensure lessening of public resistance to change by providing them a platform in the decision making process. * 6.3 Methodology adopted for Public Consultations * 6.3.1 Stages and Levels of Consultation Public consultation for UPSRP II was conducted both at screening stage as well as project preparation stage. Consultation made at screening stage played an important role in scoping the level and extent of consultation to be taken in the project preparation stage. Public consultations have been held at four levels as follows: Community level involving local living close to proposed locations of bridges and their representatives; * District level consultations for UPSRPII involving NGOs, CDOs, BDOs, District Magistrates, revenue department and divisional PWD officials; * Institutional level consultations with State Forestry Department, State Pollution Control * Board and the Ministry of Environment and Forest of the Government of India; and State level workshop where discussions on social and environmental issues were disclosed (More details covered in Annex 2). . * Governmnent of untar Pradesh, Public Works Department Lucknow. India 6-1 0 * *0 Environment Impact Assessment Operations Research Group * 6.3.2 Tools for Consultation Public Consultation was done using various tools including, interviews with government officials, questionnaire based information with stakeholders, formal presentation of project proposals at organised district level seminars and workshops; briefly discussed as under: * ' (i) Informal discussion: A reconnaissance survey at the time of screening was carried out informally drawing people into dialogue to obtain a overview of likely impacts and concerns of tne community. Consultation was held along several project roads within 30 meters on a random basis covering areas where public activity was intense and spilled over the roads, * specially covering: * Owners and visitors of roadside shops and markets; * Owners and visitors of weekly markets including cattle markets; * People using bus/rail facilities along the phase 11project road corridor; * * Users of non-motorised vehicles frequenting markets; and * Encroachers/squafters with temporary structures. A checklist of questions was kept ready and responses were elicited from people and 0 guidelines were issued to field assistants for the purpose. The questions were kept simple for people to comprehend. The questionnaire and guidelines used in the local level consultation is given in Annex-2. Notes were made for the responses and viewpoints presented by the people. (ii) Focus Group Discussions: Group Discussions (GDs) were held along selected points in * each of the Phase II project roads. During the GD, interaction/discussion were held with the encroachers/squatters and general public residing along the project roads within the existing * corridor/ROW. For bridges four group discussions were held. Table 6.1 presents the location of GDs. Table 6.1: Location of GDs Category Si. No. Bridge Location 'FGDs Location/Category ;-Shergarh village * 1. Shergarh Ghat Bridge on Yamuna 'rBaisaha LAdampur 2. achhla Ghat Bdge on Ganga -Kachhia village (Right Bank of Ganga ) iKachhla village (Left Bank of Ganga) |* (iii) Presentations and seminars were conducted at District level meetings at Mathura and Badaun respectively. The dates of these consultations are given in Table 6.2 and were held under the chairmanship of respective District Magistrates and were attended by a considerable number of participants at each district. The participants were from NGO, District administration, P.W.D regional officers public living in the vicinity proposed bridges and project affected persons. Invitation to general public was given by publishing advertisements _ in two local newspapers (one in Hindi and one in English). At the meeting, the Project Director gave outline of proposed road improvements. The social expert explained resettlement and * rehabilitation issues and the environmental expert outlined environmental issues, mitigation and enhancement measures. Table 6.2: District Level Public Consultation Schedules IS.No. District Consultation Date Chairman Venue of 1. Badaun 08-01-2002 District Magistrate DM Office *2. Mathura 29.01.2002 District Magistrate DM Office Government of Uttar Pradesh, Public Works Department, Lucknow, India 6-2 * II I Environment Impact Assessment Operations Research Group At the seminars, the people voiced their concems about compensation issues, compensation to encroachers, increased level of pollutants, road safety, water logging, supplementary tree * plantation, etc. and the need for official procedures to be amenable to people's requirements and faimess. (iv) A State level workshop for entire phase 11project routes and planned two bridges was * conducted with a view to know public opinion and suggestions, at Hotel Taj in Lucknow on 11- 02-2002. The advertisement was given in two widely circulated newspapers in English and * Hindi languages, in the State. In addition to this invitations wereal[sa sent to NGOs, Central Government and State Government organisations, which may concern or are Inked directlyfindirectly for clearances of Phase II project roads. The workshop was held on the social and environmental issues. The workshop was inaugurated by Mr. D.N.Singh, Chief Conservator of Forests and was attended by about sixty participants. The participants were from NGOs, State Central Government departments and project-affected persons. In order to * familiarise the participants the deliberations were given by the following: * Project Director Outline of Project_ PCC-Consultant Highway Design Selection methodology of project roads for S pecialist and Acting Team Leader iconsideration in phase II CC-Consultant - Environmental lEnvironmental issues of project roads and _ Specialist bridges mitigatory measures to minimise adverse 'environmental impacts and environmental *______enhancement measures. PCC-Consultant - Social Expert 8ocial issues of project road, rehabilitation acion ______plan, eIigibility criteria of project roads * Vote of Thanks Chief Engineer (World Bank Projects) UP PWD The photographs of the consultations held at local, District and State level are is given in _ Photo Plates 1, 2, & 3. * Public Hearing, Schedule IV, under EIA notification of MOEF dated April 10, 1997 * Public hearing has been included in Environmental Impact Assessment Notification issued in 1997, under Environment Protection Act for all development projects under Environment * Protection Act' 1987. This is also a statutory procedure to involve the public in the project and to disseminate the information. The public hearing is to be organised by State Polution * Control Board. The public hearing is not required for these two bridges. 6.4 Issues raised and community perception As mentioned earlier, public views on the construction site for these bridges were obtained during Phase II public consultation. Following paragraphs give general perception of the * public and their expectation. * (a) Loss of livelihood PAPs, squatters/encroachers were concemed about loss of livelihood. Most of the likely PAPs reported that their livelihood depends more on the agriculture fields than the highway users. Hence compensation should be paid property. (b) Road safety Safety issues were paramount in all the consultation sessions. Regarding safety issues, rumble strips or speed breakers was demanded at every major habitation and especially before a school or a hospital. At certain places footpaths were also desired for the safety of the pedestrians. Haphazard parking of Buses, jeeps for passengers were also reported to be cause of accidents. * * Government of uttar Pradesh. Public Work~s Departmen-. Lucknow. India 6-3 0* Environment Impact Assessment Operations Research Group (c) Extent of acquisition and compensation People were concemed about the land requirement of the project and impact on their * properties. People suggested for concentric widening. PAPs were also of the view that community should be consulted before the road designs are finalised. Cash compensation was preferred mode by the PAPs and at market rate. Encroachers and squatters also expect compensation under the project. Resettlement sites should be close to the current settlement. (d) - Loss of trees due to up gradation Respondents were of the opinion that trees cutting should be avoided or else minimised. For trees to be cut compensatory afforestation should be done. Some villagers expected additional plantation to be done. Recommended tree species for plantation were Seesham, * Mango, Neem, Babool and other local varieties of fruit bearing trees. Social forestry with involvement of local people was also suggested. * (e) Impacts on health * Separate consultation sessions were organised to identify issues pertaining to health due to highway improvement specifically for sexually transmitted diseases (STDs). Settlements _ along highways were reported to be getting exposed to such diseases both due to long distance highway users and labour camps. Health problems due to water pollution and generally poor living conditions were also reported. Few villagers expected that provisions should be made under the project for health facilities. (f) 1-creased level of pollutants due to increase in traffic People were concemed about rising pollution levels and depleting tree/green cover. 0 Plantation was recommended as a solution. At certain locations air pollution was not felt very high but high noise levels were felt in the night. Effective measures were expected in the * project to arrest rising trend of pollution. 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ * 6.5 Addressal of Issues * The UPSRP 11has tried its best to address all the issues raised during consultations under the constraints of land availability and suitability from engineering point of view. Some of the provisions made under the project to address the issues and concerns of the community are given in Table 6.3: * Table 6.3: Addressal of General Issues and Concerns under the project ssue/Concem Addressal under the project_ __ __ Loss of Livelihood Squatters and encroachers loosing their livelihood due to the project would be provided assistance under the RAP. * Safety *oadUpgradation of road to international standards in itself would reduce accidents. Further safety features provided such as Reduced speed sign ages, speed breakers improved intersection design, bus bays * ~~~~~~~~~~~~~~etc. cquisition and Land acquisition will be for approaches. All those impacted would be * Compensation compensated/assisted under the R&R policy of UPSRP. Most of lengths of approaches are within the river flood plains and land * acquisition is expected to minimum. Loss of trees Compensatory afforestation would be done at the ratio of two trees for * each tree to be cut Additional plantation would be done to achieve the density of not less than 200 trees per km. Landscape plan has * been prepared and local species of trees have been selected for plantation. 0 Government of Uttar Pradesh, Publc Works Department, Lucknow, India 6-4 * Environmert Impact Assessment Operations Research Group ssue/Concem A ddressal under the rectr * Impact on health ,Further study has been suggested to study the impact of highways on roadside community's health. Results of testing for ambient air and water quality showed that the pollution levels are well within the prescribed limits of pollution control board. Although plantation has been proposed to screen emissions from the traffic reaching the ______settlement areas. *Increased pollution Pollution levels are not crossing the prescribed limits of CPCB. 0~~~~~~~~~evels ssistance to Special provisions have been made in the entitlement framework for vulnerable groups assisting ulnerablegroups to improve their quality of life. Utilities and basic All the utilities to be impacted will be relocated under the project cost 0 nfrastructure The construction colony built-up by the contractor with all necessary amenities will become property of the district administration after the * completion of construction work and will be handed over for educational and health facilities in the settlements. 0 The specific location wise issues raised and their incorporation in the design has been explained in Tables 6.4 to 6.6. Table 6.4: Route wise Representations of Public Concems at Local Level * consultants and their mitigation efforts amOf ISaetnMo Aa ~ htgatIon Measures I * 0ne |ssues Raised ggestons of PAPs sign approach lags ______* Yamuna Bridges at Shargarh Ghat hergarh * Encroachment * The bridge approaches * Relocation of PAPs wiMbe * Relocation of PAPs are to be newly done in consultation with * Land acquisition and constructed. There is no them and in the vicinity mode of encroachment on * Compensation wiF be compensation proposed approaches made as per R&R policy * Shrines getting * PAPs should be * Safety provisions such as affected relocated in consultation reduced speed signs, * Safety with them and in the speed breakers etc built * Pollution to Yamuna vicinity of bridge location into the design river during * Land acquisition should * Construction will be carried construction be minimised and out during the lean season compensation should be flow. paid at market rate * Not averse to shifting but shrines should be shifted with proper rituals and in consultation with elders. * Safety is of paramount 0 importance, necessary safety provisions should * be made. * To minimise pollution * i problems the construction should be * done during November- May month Baisaha * Encroachment * Business establishment * Encroachers and squatters * Relocation of if any in the proposed to be dealt with as per * l business approaches should not R&R policy establishments be relocated instead * Compensation will be paid * [ * Land acquisition & approach may be as per R&R policy compensation mode modified * Government of Unar Pradesh, Public Works Department. Lucknow. India 6-5 0 - 3 Environment Impact Assessment Operations Research Group -- anm ofL a Issues Raised Suggestions of PAPs itigation Measures I * nag. movement F to avoid si~~~~~~~gnapproach * Heavy traffic * Alignment should be * Compensatory tree movement changed to avoid private plantation planned in the * Air and Noise land acquisition. ratio of 2 trees for every pollution * Adequate plantation tree to be cut * Public utility services should be done to * Bridges construction shall _ * Pollution to River reduce air and noise be constructed in lean Yamuna pollution impact. seasons * * Bridge construction * Private land acquisition should be done in lean has been avoided. * ____ season flow Adampur * Encroachment * PAPs are willing to be * Compensation to be paid * Water logging and move out in case on per R&R policy drainage compensation is paid at * Additional culverts and * * Air and Noise market value drains be planned for pollution * Design should take care proper cross drainage and * * Income restoration of proper cross drainage water logging problem option and road level be * Compensatory tree * Community building increased for abatement plantation planned and shrines getting of water logging problem * Dovetailing of income affected * Employment during restoration scheme * Widening option construction is not a planned on RAP document * permanent solution. Permanent employment should be created for PAPs * Kachhla Ghat Ganga Bridge * Government of Uttar Pradesh, Public Works Department, Lucknow, India 6-6 * 0- * Environment Impact Assessment Operattons Research Group Table 6.5: Location wise Representations of Public Concems and Hearings at * District Level Consultations and their Incorporation in Project Design *ocation Public Concems/Hearlngs Incorporation In Design Mathura DM enquired when the construction * Consultants replied tat as soon as work will start design is finalized Proper measures to be adopted for * Suggestions accepted. Accordingly * protection of environment during construction will be restricted during construction otherwise than may be lean season flow. Workers camp vwll * pollution in the river be located at least 1.0 km away friom * Present Pontoon bridge should not river. Workers will be instructed not * be disturbed till construction is over hunt wild life. * Proper measures to be incorporated * The pontoon bridge will be kept on * in design to mitigate effects of air functioning. pollutants in future years due to rise * Air quality predictions done and air in traffic. Suggestion came at pollutants level not likely to increase till * Mathura district level consultation. 2028. Badaun * Bridge construction should be * The approval for new bridge has expedited as traffic jam takes place already been taken and construction at time of passing of train. work will start very soon. * * There should be provision for * Provision in design wil be kept for footpath for the movement of pedestrian walking. *l pedestrians as there is a huge fair * The project director replied that he at Soron in December/January. The would take up the matter at higher * Soron town is about 15 km form level. bridge site. * * The DM demanded for Badaun *______bypass and handed over the letter. Table 6.6: State Level Consultations (Held at Lucknow on February 11, 2002) . Issue Raised Suggestion of Participants Incorporation in Design Encroachment * Encroachers will come back * PWD will work closety with revenue once road construction is over. department to restrict encroachment. Compensation to encroachers Encroachers and squatters will will set precedence. Gram receive assistance and not Panchayat be involved in control compensation for land. of encroachment of ROW Loss of trees * Less trees, specially giant ones, * Compensatory and supplementary will cause change in tree plantation planned three rows of meteorology and increased air trees are planned. PAPs will own last and noise pollution. row of trees. _ Safety *Road safety is a major concern * Road safety concerns addressed in on all project route as improved EA. These include safety signages, road will lead to more operative speed limits, improvement of sharp speeds. curves and intersectons, etc. * People's * Community participation is * Community will be inv-olved at every participation essential for the sustainability of stage even for maintenance roads and *______the project. drains. __ _ Government of Uttar Pradesh. Public Works Department, Lucknow, India 6-7 I0 I Research Grou l * Environment Impact Assessment Operations ssue Raised Suggestion of Participants Incorporation In Design High * Has analysis and cost estimate * Major bridges planned. Proper have been designed. At * embankment for high embankments been approaches stretches done or not a project route are most of locations new bridge locations m upstream or dawn * crossing many major rivers? are about 200 stream depending upon suitability. Necessary land acquisition vdl be _ done for the approaches. Note: No specific issue related to proposed bridges was raised at State Level consultation. 6.6 Continued Participation The following is the plan for the continued participation of the various stakeholders, especially 0 the project affected persons have been worked out to ensure time bound and effective achievements of the implementation of the various EA measures proposed. 6.6.1 Infornation Disclosure The EA I EMP will be disclosed at several locations, for the benefit of the interested community, and the stakeholders. These are the following components of disclosue of project information. * Public Disclosure of the summary EA Report locations: * The EA will be disclosed and kept for public reference at the following * DM office * * Public Libraries of the districts * Office of Chief Development Officer, and * * Libraries of selected colleges in the district. * PWD offices in project districts The report will also be available at World Bank Infoshop Washington DC as per World Bank disclosure policy. A copy will also be placed at the office of Chief Engineer (World Bank), Lucknow and respective PWD circles and divisions. * 6.6.2 Community Participation to provide scope of involing * To implement the EMP in a proper way, it is essential communities and affected persons in the process. Stakeholders' participation throughout the defects liability period) will be * stages of project implementation and earty operation (or the integrated in the project. In the entire UPSRP II project, it has been fully realized that, to redress the environmental issues likely to surface during construction and operational phases, a constant communication needs to be established with the affected communities and the road users. This has been ensured by regular progress monitoring of the construction and with co- operation of the NGOs. Meetings will be organized with the project affected peoples and the various stakeholders at regular intervals at the potential hotspotVsensitive locations before and during the construction period. During the preparation stage, consultations were held at local, district and state level as documented above. Several additional rounds of PAP and Host community consultations with regard to formation of self help groups in management of community assets and roadside plantation will form part of the future consultation exercises 6-8 Government of Uttar Pradesh, Public Works Departmer' Lucknow, India - Environment Impact Assessment Operations Research Group Photo Plate 1 S~ ~~iLAeE- \e tj -~~~~~~~~~~~~~~~~~4 * m ' ''"" .* 0 o neto nrPaehPbcok ea. n LsN4 n |~ ~ ~~~Gvrmnf o Utta Prdeh PulcWrsDpretL nw ni : Environment Impart Assessment ODerations Research Group * Photo Plate 2 * Ad t . - * ~~~~Goverrment of +-t3' clradesh, Pubitc Works Departmen- Lucknowv Irc,a, -' 0 Environment Impact Assessment Operations Research Group * ~~~~~~~~~~~~PhotoPlate 3 0 X & ^2, -,..0; t - r -X *~~~~~ -. _ -Bl~ * j2*|| sz ts~~~~~~~~- * ~ ~ i *3, 0 g1 fY *~~~~~~ * * I _ I -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 0 S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 S 0 0 0 I PR 0 0 0 * 4 0 * Environment Impact Assessment Operations Research Group * 7.0 ANALYSIS OF ALTERNATIVES IN UPSRP * This chapter discusses the analysis of altematives that have been considered for the Phase II up gradation routes in general and for bridge approaches and locations in particular. It also includes a discussion on with and without project scenario. The methodology that has been adopted for the evaluation of the alternate routes for improvement and the selection based on * engineering, economic, environmental and social concems have been highlighted. * 7.1 Route Altematives through strategic Options Study A Strategic Options Study (SOS) was commissioned by Uttar Pradesh Public Works Department in 1996. This study generated a list of 2551 km candidate roads for up gradation * and 8000 km for maintenance. The candidate routes were those satisfying at least one criteria out of those listed below: * * Volume to capacity ratio >1 * * Volume to capacity ratio >0.8. * Commercial traffic 70% of fast moving traffic (in PCUs) * Volume to capacity ratio >0.50 * Commercial traffic >75% of fast moving traffic (in PCUs) * Connectivity and altemative route to highly congested corridors, particularly National Highways * Bad roads and high commercial traffic * Anticipated development in the regionAincrease in traffic/backward * 7.2 "With" and "Without" Project Scenario * 7.2.1 UP State Road Project II (UPSRP II) * Uttar Pradesh has not been able to develop the road infrastructure at a pace that would allow it to compete with other states to become a favourite destination for industry which would * have enabled rapid development of India's most populous, yet one of the least developed states. The 'with' and 'without' project scenarios are analysed with this backdrop of v requirement of reliable quality infrastructure for sustained growth of state's economy and consequent well-being of its citizens. The UPSRP is being implemented with World Bank assistance to upgrade 1000 km of roads and carrying out major maintenance of 2500 km of roads spread all over UP. The second phase includes upgradation of 606.63 km of roads along with major maintenance of 1736.9 km. The roads pass mainly through plain areas, most through tie Indo-Gangetic plain which covers about 70% of the state. They consist of State Highways, Major District Roads and Other district roads. The proposed treatment will create State Highways with 7 m blacktop _ irrespective of the present condition of the road. The design life of the project is 15 years with periodic overlays to ensure the riding quality for the road-users. The major maintenance envisages various treatments to achieve a 7 m wide pavement with hard shoulders or concrete blocks, as applicable to allow smooth flow of traffic simultaneously in both directions. Providing better connectivity will ensure that goods and people from areas covered by the road can move in and out of the areas quicker and save time. Increased trade and commerce activity are expected. Accounting just for the savings in the Vehicde Operating Costs makes the project viable. However, there would be an increase in the vehicular pollution-air and noise, in the vicinity of the road. Some agricultural land will have to be diverted for road use to 9 construct bypasses at Gaura-Badshahpur, Bangarmau, Ahiraula and Budhanpur. In other settlements, some people will lose their properties close to the road to accommodate the * proposed widening. Government of Uttar Pradesh, Public Works Department, Lucknow. India 7-1 d - *.. 0 Environment Impact Assessment Operations Research Group If the project is not implemented, there is likelihood that the project roads wil deteriorate further. Though the UPPWD envisages a 5-6 year maintenance cycle for State Highways and 10-year cycle for Major District Roads, the actual work carried out is usually on an ad hoc basis. Therefore, only certain roads may be maintained regularly. There is lkelihood of * deterioration of the existing pavements. In the absence of the project, the department will also find it extremely difficult to generate funds for such a massive improvement of the road * infrastructure from its own resources. Increased air pollution, due to slow moving traffic and congestion, will follow. Noise levels will rise due to deterioration of the pavement as well as * increased honking. Without the bypasses, the traffic would continue passing through the four settlements namely Bangarmau, Gaura Badshahpur, Ahiraula and Budhanpur and continue to * pose a safety risk for the residents in these already congested towns. Therefore, the 'with' project scenario, with its minor adverse impacts is more acceptable than the 'without" project scenario which would mean an aggravation of the existing problems. The potential benefits of the proposed road improvements are substantial and far-reaching both in terms of the geographical spread and time. Hence, it is clear that the implementation of the * project will be a definite advantage to UP in order to achieve all-round development of ts economy and progress for its people. 7.2.2 Wih And Without Bridges Planned on Yamuna and Ganga The bridges planned at Yamuna and Ganga were decided by PWD in consultation with PCC consultants. The need for bridge at Ganga is evident from the fact that it is rail cum road bridge. At the time of movements of trains the vehicular traffic has to be stopped, The Bareilly Sikandara Rao route has a significant traffic and it is likely to grow due to major maintenance _ planned in Phase II. Without project scenario will be a big bottle neck to the motorised traffic and growth in the region. The bridge planned on Shergarh Ghat will connect Naujheel town to NH-2 The nearest X bridge on Yamuna is at a distance of about 20 km at Vrindavan in the down stream of proposed bridge. In the upstream nearest bridge is near Palwal at about 70 km distance. The * no project scenario will be detrimental to the growth of the region. Further, a barrel bridge is already under operation and this shows that there is an urgent requirement for the bridge. 7.3 Finalization of Approaches and Locations of New Bridges In the bridge design, finalization of approaches and optimum bridge lengths are important issues. For finalising the approaches of Yamuna bridge two options were explored 7.3.1 Right Yamuna Bridge Approach Option - 1 In the option- 1 the right bank approach was planned to be passed through the existing road through Shergarh village. Since approaches are planned to be four laned, this option was rejected as it would have resulted in massive R & R problems. Option - 2 In the option- 2 the approach of the alignment was planned along the northern side of Shergarh town. This saves R & R problem and trees around * the village. Therefore this alignment was selected. Another reason for selection of this alignment was that alignment will * straightly join bridge without any Curve. Drawing showing both 'he options is Annexed at the end of this report (Refer Drawing 1). . 7.3.2 Left Yamuna Bridge Approach The right bank is stabilized bank. There is no habitation on this bank near the proposed bridge location. There are agriculture fields cn this side. The approach with mmnimum length was selected. Finally the alignment joins Chhata Naujheel road (Refer Drawing 1) Governrnent c' Uttar Pradesh, Public Works Department, L_ know, India 7-2 Environment Impact Assessment Operations Research Group * 7.3.3 Locations of Proposed Yamuna Bridge The proposed location of Yamuna bridge on active channel of river was decided based on Hydrological study and alignment of approaches. 7.3.4 Location of Proposed Ganga Bridge The location of proposed bridge has been finalized after a joint visit by hydrologist, environmental expert, social export etc. The location on upstream would have resulted in massive earthwork longer approaches, RoB to cross the rail line and R& R issues. The exisbng down stream location has been finalized in due consultation with Rail authorities and the proposed site has been approved by north Eastem Railway through letter No. * W/41 0/NGP-SRN/4091W-5 dated 1-11-2000. * 7.3.5 Left Ganga Bridge Approach The left Ganga bridge approach is around 200 m in length and this joins existing Badaun Kasganj state highway. There is no shifting of any religious structures. There were no option to be explored as to minimise bridge length the present alignment was the only option. 7.3.6 Right Ganga Bridge approach The right approach bridge has also been joined to the existing state highway. There were no * option to be exploded as to minimise the bridge length, the present alignment was the only *0 option. Left and Right bridge approaches are shown in Drawing 2 which is annexed at the end of this * report. 0 0: * ~~~~Governrnent of Uniar Pradesh, Public Works Department, Lucknow, India 7-3 . W~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 0 0 0 0 0 0 0 0 0 S 0 0 0 0 S * ASSESSMENT OF IMPACTS 0 S 0 0 0 0 0 * 4 S 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations Research Group * 8.0 ASSESSMENT OF IMPACTS * 8.1 Background This chapter assesses the nature, type and magnitude of the potential impacts likely on the various relevant physical, biological and cultural environmental components in the study area of respective bridges. The description of the impacts on the individual components has been structured as per the discussion in Chapter 5: Existing Environmental Scenario of this report. * The impacts of the activities proposed as part of the proposed bridge construction can occur during: * Planning and Design Stage * * Construction Stage * Operation Stage 8.2 Meteorological Parameters The study areas of both the bridges are located in a sub-tropical region with marked monsoon effects. Though no change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project, the microclimate is likely to be temporarily modified by vegetation removal and the addition of increased pavement surface due to construction of bridge approaches. This is because total length of approaches is less then 2.5 km and there are very few trees and sparse vegetation in the approaches. No significant impacts on meteorological parameters are anticipated due to construction of these bridges 8.3 Natural and Biophysical Environment 8.3.1 Air * Air quality around the bridge locations will be adversely impacted both during the construction and operation stages. Construction stage impacts will be of short term and have adverse * impacts on the construction workers as well as the settlements close to bridge locations, especially those in the downwind direction. Operation stage impacts will not be as severe as * the construction stage impacts and will be confined generally to a band of width ranging from 100 to 150m from the edge of the pavement. However, they will continue for the entire life of * the bridges. The following sections present the impacts of the bridge construction activities on this component. (a) Generation of Dust (i) Pre Construction & Construction Stages Generation of dust is the most likely impact during these stages due to: * Site ctearance and use of heavy vehicles and machinery etc.; and * Procurement and transport of raw materials from sources and quarries to construction sites; the impacts will mostly be concentrated in the RoW. It is likely that impacts due to dust generation are felt downwind of the site rather than on the site itself. * As the study areas of both the bridge locations have a soil type with high silt content and the construction activities to be carried out during the dry season when the moisture content * would be less, dust generation, particularly due to earthworks will be significant. Dust is also likely to be generated due to the various construction activities including: * Stone crushing operations in the crushers; * Handling and storage of aggregates in the asphalt plants; * * Concrete batching plants; and * Asphalt mix plants due to mixing of aggregates with bitumen. Government of Uttar Pradesh, Public Works Department, Lucknow, India 8-1 0 Envionment Impact Assessment Operations Research Group * Generation of dust is a critical issue and is likely to have adverse impact on health of workers in quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will * last almost throughout the construction period. * (ii) Operation Stage No dust generation is envisaged during the operation stage as approaches will be paved and there will be embankment Turfing and slope pitching as well. 0 (b) Generation of Exhaust Gases * (i) Pre Construction & Construction Stages * Generation of exhaust gases is likely during the pre-construction stage due to movement of heavy machinery for clearance of the RoW for construction of approaches and bridges. This * impact is envisaged to be insignificant during the pre-construction stage * High levels of SO2, HC and NO) are likely from hot mix plant operations. Toxic gases are released through the heating process during bitumen production. Although the impact is very localised, it can spread down wind depending on the wind speeds. The Environmental Management Plan needs to ensure that adequate measures are taken especially for health and safety of workers such as providing them with pollution masks during working hours. Also, the contractor should ensure that hot mix plants, stockyards, etc are away from residential areas and residential quarters of all workers. If adequate measures are taken, impacts from generated gases can be considered negligible. The contractor will also ensure that workers camp, construction yard, stockyard, hot mix plant are at least 2.0 km away from bridge location and human habitations. * (ii) Operation Stage * The major impact on air quality will be due to plying of vehicles. Increase in air pollution is also identified by the public as one of the most undesirable impacts of any road/bridge * constructon project. The impacts on air quality will, at any given time depend upon traffic volume/rate of vehicular emission within the bridge stretch and prevailing meteorological conditions. Excess discharge of exhaust gases can occur due to (i) inadequate vehicle maintenance; (ii) use of adulterated fuel in vehicles and/or (iii) poor road conditions. To * ppredict air quality in the vicinity of roads air pollution modelling has been carried out to quantify the impacts incorporating all these variables. (c) Modelling of Vehicular Emissions The modelling for this project has been carried out using CALINE-3, a model developed by the California Transport Department. However, it has been adapted for bridges conditions by using emission factors prevalent in India and traffic volumes as predicted for the routes on which the bridges are planned. Though it can predict concentrations up to 500 m from the centreline of the road, here the worst-case scenario is presented at 25 m from the centreline. Since SPM emission from vehicles are almost negligible therefore these have not been * modelled- * (d) Composite Emission factors * Composite Emission factors have been calculated for the various types of vehicles likely to ply on the bridges. The basic information on the emission factors has been derived from * Indian Institute of Petroleum's publication: 'Vehicle Emissions and Control Perspective in India' These have since been adopted by the CPCB as emission norms for vehicles frorm 2000 A D onwards. The following information obtained from various secondary sources has crovided i-nportant inputs in calculations of the emission factors: _ Government of Uta- Pradesh, Public Works Department. Lucknow, India 8-2 - Environment Impact Assessment Operations Research Group (i) A combined standard for HC and NO, is prescribed for all petrol driven vehicles in CPCB _ standards. In order to facilitate comparison with ambient air quality standards, NO, levels are required to be predicted separately. Based on data available in the report 'Vehicle * Emissions and Control Perspective in India' prepared by IIP, a HC- NO, split of 97-3% and 60-40% has been considered for 2/3 wheelers and passenger cars respectively. For * petrol driven vehicles, it is assumed that they are fitted with catalytic converters. i(11)In order to account f'or vanation in emission-factor witI'nspeed, the guidelines presented by WHO in their 1993 publication on Assessment of Source of Air, Water and Land Pollution was used. For vehicles fitted with catalytic converter, the emissions are constant and independent of speed and are presented in Table 8.1. (iii) For diesel vehicles, the standards for trucks are given as a function of the engine capacity. Accordingly, these are converted to mass per unit km by assuming typical engine capacity of 112 HP. (iv) For other category diesel vehicles of gross weight below 3.5 tonnes i.e. LCVs and MAVs, the proposed emission are taken to be 50% and 200% respectively (considering half and twice the engine capacity for light commercial and multiple axle vehicles respectively). * (v) The vehicles speed vary in the range of 10-80 kmph for diesel vehicles, the speed corrected emissions factors based on their engine capacity for trucks are presented in the * table below: * Table 8.1 Speed Corrected Emission Factors (in gm/kml vehicle) Diesel Vehicle Trucks * _ - Speed (kmph) Pollutant T 1-----01 _20 1 30 40] 50 -1--60 70 80 CO_ 3780 1 18.80 12.53 9.40 1 7.52 i 6.27 5.37 1 4.70 NOX _|66 83 I 33.42122.28 _16.71 13.37 1 11.14 9.55 1 8.36 * ...... _ _ Petrol V(ehicles (independent of speed) Pollutant -- --- Cars Two Wheelers _ Three Wheelers *CO . _ ..&_ __ --.-.------2.72 2.0 i~------4.0 _ NO, , 0.58 0.05 l 0.05 The operative vehicle speeds assumed for Ganga and Yamuna bridges are given in Table * 8.2. * Table 8.2 Operative Speeds on Proposed Bridges SN Operative Speed Max. *Bridge No Name _ (kmph) No _ __"20081 2018 2028 * 1 Yamuna Bridge at 80 70 50 Shr q!!GhatI * 2 ~~~~~~Ganga Bridge at 8 0 5 Kachhla ghat (e) Meteorological Conditions The data regarding the conditions prevailing on the site such as wind speed, direction, mixing height, stability class, etc. were obtained from the India Meteorological Department. For calculating the emissions, worst-case scenano is assumed and concentrations are obtained for worst wind direction, an option in-built into the programme itself. The worst wind direction obtained is with respect to the assumed north. A stability class of D for day-time and F for _ night-time with a minimum wind-speed of 1m/s was used for all runs of the model. Government of Uttar Pradesh, Public Works Department, Lucknow, India 8-3 0 * 0 * Environment Impact Assessment Operations Research Group _ (f) Traffic Volumes report. However, * Traffic volumes used for the model were same as those from the feasibility the traffic was suitably reclassified so that the emission factors calculated above could be * used in the model directly. * (g) Receptors The receptors for the model were assumed to be lccated at 25 m from the centreline of the pavement. Since the traffic volumes are not too large, it was felt that the selection of just one row of receptors would suffice. * (h) Predicted Pollutant Levels The predicted concentrations of NO, and CO are presented in the table 8.3 below. The predictions have been carried out for 2008, 2018 and 2028. The incremental concentrations 8.6. * of pollutants as a function of distance are presented in Figures 8.1 to * Table 8.3: Predicted Pollutant Levels in Study Area of Bridges Q * ocation ckground redlOted Incremental redicted Concentration ( ) Standard z Concentratlon oncentratfon 9/) 3 008 2018 2028 glim ) C*to _____ ) 2008 018 028 1Baisana 0 688 4.58 5.64 8.68 13 724 767 000 1Ox17.6 0.11 5.84 0.04 7.7 53.44 77.04. 0 1403 1434 000 * - Adampur 0 1376 18.44 7.04 8.98 1394 0 3 2 NOxl 8.7 3.97 8.27 0.22 42.67 46.97 78.92 Kaci,hla 0 1376.0 4.58 5.31 122.90 1400.58 1431.31 1498.9 000 (Left) NOx 22.3 15.36 22.12 6.09 37.66 44.42 68.39 0 Kachhla 0 803 24.58 55.31 122.90 827.58 858.31 925.90 000 4 (Right) NOx 21.3 15.36 22.12 6.09 36.61 43.42 67.39 0 levels of 4000 pg/i 3 *. The concentrations of both NOx and CO do not exceed the specified and 80 pg/m3 at any of the sensitive receptors even at 40m from the centerline of the bridge volumes projected for the * and their approaches. This is in line with the relatively low traffic routes on which these bridges are proposed to be located. It should also be pointed out that the values predicted here are based on the current norms of on to the manufacturers, * the CPCB. As the requirement for more stringent norms is passed like the adoption of EURO II norms, the emission rates will continuously drop. Therefore, even these values may not be actually exceeded in the years predicted, if emission rates are reduced further. 8-4 Government of Uttar Pradesh, Public Works Department, Lucknow, India - 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment _____ Operations Research Group Figure 8.1: Variation of One-hourly Concentration of CO with distance at Shergarh Ghat on _ Yamuna River. VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT SHERGARH GHAT ON YAMUNA RIVER 0 I~~~~~~~8 0~~~~~~~~6 * | 0 200 300 400 500 600140 * Dlstance |120 * SHERGARH GHAT ONiooYA- R2008 * 12002018 0 G0 * ~~~~~~~0 20 20 _ 0 100 200 300 400 500 600 *~ -__ Distance (mn) ! Figure 8.2: Variation of Eight-hourly Concentration of CO with distance at Shergarh Ghat on 0 ~~~~Yamuna River. VARtATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT SHERGARH GHAT ON YAMUNA RIVER 140.001 120.0 - ~~~ loo.ooj ~~~~~~~~--A- 2008 I00 -a 2018 C60-00 040.001 -~ ~ ~~~F * 20.00 0 00 0 100 200 304050600 Distance (in) 0 ~~~~~Goverrnment of Uttar Pradesh, Public Wourks Department. Lucknow, india 8-5 Group * Environment Impact Assessment Operations Research Figure 8.3: Variation of 24 hourly Concentration of NOx with distance at Shergarh Ghat on YamunaJ River. VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT * $ ~~~~~~~~SHERGARH GHAT ON YAMUNA BRIDGE * l '140- 100- 2008 _ 801 100 0~~~~~~6 c ~~ ~ ~~ ~ ~ ~ ~ ~ ~ ~~~-- 2018 20~ 040 E600 0 100 200 300 400 S00 Distance (m) * Figure 8.4: Variation of One -hourly Concentration of CO with distance at Ganga bridge on * Kachhla Ghat VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT GANGA BRIDGE 0 AT KACHHLA GHAT 0 ~~~~~~~~~300- 250- 200 * '"g>200- -u-2018 150 ; 2028 0 1001 * ~~~~~~~0 0 t 00 200 300 400 500 600 DIstknce (m) 8- Government of Uttar Pradesh, Public Works Department, Lucknow, India : * * Environment Impact Assessment Operations Research Group * Figure 8. 5: Variation of Eight-hourly Concentration of CO with distance at Ganga bridge at Kachhia ghat. * VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT GANGA BRIDGE AT KACHHLA GHAT * 250' * '200 2 * 1: *'~~~~~iroook 2008-- 100 200 300 400 500 6002 * ~~~~~~~~~~~~~~~~~~Distance(m)l Figure 8.6: Variation of 24-hourly Concentration of NOx with distance at Ganga bridge on * ~~~Kachhla Ghat. * t ~~~~~VARtATION OF 24 HOUJRLY CONCENTRATION OF NOx WITH DISTANCE AT * !~~~~~~~101 * ~~~~~~~~~GANGABRIDGE ON KACHHLA GHAT 0~~~~~~~~ * 1 *~ ~ ~ ~ ~~~~~70-14 e------a~- __ ___x____,______. * 1 ~~~~60-\ *E50\ 30 2028 0 100 200 300 400 500 600 Distance (mn) iGovernment of Uar Pradesh, Pub2lc Works Department, Lucknow India 8-7 Environment Impact Assessment ___ Operations Research Group 8.3.2 Water Resources Both the bridges are planned on major and Perennial Rivers of Uttar Pradesh. These rivers are part of Himalayan drainage system other than active river channel and flood plain no other water bodies are located close to the proposed location. At Kachhla Ghat local public in large numbers comes to take bath in river Ganga on festival days. * Water table in study area of both-the-bridges is quite high due to its proximity to large perennial rivers and the topography being plain. In the respective study areas due to high water table wells and tube wells are mostly the sources of potable and irrigation water. The typical impacts on water resources during the construction of bridge and its approaches are * summarized in Table 8.4. Table 8.4 Impacts on water resources due to construction activities Impacts Due To Construction Indicators _ Loss of water bodies Area of water bodies affected _Loss of other water supply sources Number of wells affected due to bridge and .______a. proaches _ _pr_c_ _ _ _ * Alteration of drainage, run off, flooding_ AEproaches of bridges ____ Deplebon of Ground Water recharge Area rendered impervious __ Use of Water Supply for Construction Quantum of water used Contamination from fuel and lubricants Nature and quantum of contaminators Contamination from improper sanitation Area of camp / disposal site and proximity and Waste Disposal in Construction to water bodies / channels Camps _ * - (a) Alteration of Drainage Impacts of bridge construction, which lead to alteration of drainage, are generally due to * construction of well foundations and piers in the active channel of river. This requires river and or gully training for the period during which the bridge is to be constructed. Alteration of 0 drainage can lead to soil erosion of adjacent areas, disturb local vegetation. If the period of alteration is long, there are chances of local ecology being impaired. However, as mostly 5 bridge works are done in summers when the water levels are low in the rivers, the impacts due to alteration of drainage can be minimized effectively with adequate mitigation measures and pre planned construction schedules. Since new approaches are to be constructed, these approaches will alter drainage pattern of the area if proper cross drainage structures are not * planned. * (i) Pre Construction Stage No drainage modification of surface flow of Ganga and Yamuna rivers is envisaged during pre-construction period. Hence, no impact is envisaged. (ii) Construction Stage Though construction along the watercourses is to be carried out in the lean flow periods, as both the major rivers are perennial, the construction activities will necessitate diversion of the * waterways. This diversion of flow can significantly harm the aquatic habitat, if any. The waterway will be constricted, increasing velocity downstream of the bridge. This will mean * increased sediment load with the flow, thereby allowing less sunlight to penetrate into the water and can reduce growth of micro flora. The impact shall be direct but short term in nature and shall last as long as construction continues. Government of Uttar Pradesh, Public Works Department, Lucknow, India 8-8 . . Environment Impact Assessment Operations Research Group Design proposes to build approaches on embankments with a minimum of 7m height at Yamuna River Bridge and with 7-1Om height at Ganga Bridge as existing ground levels of proposed approaches are prone to flooding. In order to ensure that the finished pavement is above the High flood level and to prevent any impacts due to any water seepage in the pavement adequate height has been planned. To ensure uninterrupted flow of surface water, adequate cross drainage structures needs to provided. (iii) Operation Stage One of the unavoidable aftermaths of road construction and bridge construction is the increased surface run off. The addition of hard paved shoulders, which essentially increase paved impervious surface, will cause increased surface runoff along the roadsides. The approaches of both the rivers will be four lane. It is estimated that width of black top will be 12 m for about 2.5 km at Yamuna Bridge and 500 m at Ganga bridge. Increase in surface run-off is due to the creation of impervious surfaces that prevent the flow of water into the ground. The increased runoff from the bridge construction has been worked out as follows: Increase in runoff (cu.m) = increase in runoff co-efficient due to construction ' annual rainfall in the area (m) * area of the newly constructed surface. The locations of the bridges are over alluvium with runoff coefficient of 0.35 and the black top has a run-off coefficient 0.90. The increase in the runoff co-efficient has been worked out as 0.55, i.e, the difference between the runoff co-efficient of black top surface and alluvial soil has been adopted as increased run-off co-efficient due to the bridges in Table 8.5. Table 8.5: Increased Run-off due to construction of bridges on Ganga & Yamuna rivers. 4 ~~~~~Si. Total Approach Rainfall Increased Increased |No. Crd Length i'Aorwidth (i) Co-e(ficient run-off (mi) _N (km) M) of run-off 1 Yamuna bridge 2.5 12 1.0' 0.55 1650 £ 2 Ganga Bridge 0.5 12. 10 0.55 3300 Impacts due to surface runoff include increased soil erosion and local flooding or water logging. The bridge design will have a quick drainage arrangement. This drainage arrangement will ensure surface run off diversion to the river stream. (b) Increased Sediment and Degradation of Water Quality 4 (i) Pre-construction and Construction Stage The degradation of water quality can occur during construction stage from increased sediment load into the river stream at bridge construction site. This may be aggravated by removal of trees and consequent increase in soil erosion. As soil in both the study areas is alluvial type with a high silt composition, the impacts due to the increased sediment load will be significant and need to be addressed for both the rivers Impacts of runoff laden with the sediment may be felt by down stream users those depend on water supply sources from the river. Increased load of fine sediment will make the water more turbid. This may cause excessive silt deposition in down stream barrages such as Gokul barrage at Mathura (Yamuna river) and Narora barrage (Ganga River) in Badaun district. Further, if the concentrations are exceptionally high (>185 mg/I), it can harm smaller fishes. Heavier sediment may smother the algal growth in the lower strata and would completely alter the substratum of the watercourse. Excessive sediment loads may also disturb areas where fish lay their eggs. Government of Uttar Pradesh, Public Works Department, Lucknow, India 8-9 4 Environment Impact Assessment Operations Research Group * (ii) Impacts on Existing Structures * The other major impact identified due to bridge construction is impact on the existing structures in the river such as bridges, barrages and water intake points, drain out fall points, etc. Improper design may cause submergence of upstream bridge, barrage, backflow in out falling drains and severe water hammer on downstream structures. At Kachhla Ghat there is one rail cum road bridge upstream of proposed bridge. At Yamuna Bridge there is no hydrologicalstructure in upstream and downstream in a significant length of river reach (>20km). (iii) Sedimentation There may be accretion in upstream and retrogression in downstream. Both these actions take place in initial 4-5 years after construction of structures in the river. Most of the material is carried downstream during high discharge and retrogression is gradually replaced by rapid accretion downstream. Depth of accretion in upstream is equal to afflux caused be the structure. (iv) Impact on HFL It is an established fact that there is rise in HFL due to constriction of water bay at the location of bridge. This rise in HFL is normally equal to afflux. The rise in HFL will occur upstream of bridge locations. The bridge designers have ensured that afflux due to bridge construction is * not significant. * 8.3.5 Land * Physiography (a) Construction Stage The impact of bridge construction on physiography is related to the terrain of the area. It is drastically altered in case of hilly terrain or where extensive cut-and-fill operations are involved. In the present case significant filling is involved in the approaches of both the * bridges. The cutting is insignificant. * (b) Operation Stage * The approaches and bridges constructed will be new features in the study area. Hence there will be permanent impact in physiography of the area. But this impact will not have any adverse impacts due to proper conceptualisation and execution of the project. * 8.3.6 Seismicity * (a) Construction Stage Both the bridges are located in stable earthquake zones 11.Construction of bridges in these areas will have little impact on its overall earthquake potential since no blasting is envisaged at bridge construction sites. (b) Operation Stage No impact on seismicity of the region is anticipated during operation phase of the project. * Government of Uttar Pradesh, Public Works Department. Lucknow, India 8-11 0 0 0 Environment Impact Assessment Operations Research Group 8.3.7 Loss of productive soil (a) Pre-construction stage Loss of productive soil, albeit during the construction stage only, is envisaged at locations of * workers' camps, stock yards, storage godowns, etc. provided these are located on fertile areas. The EMP can ensure that no productive areas are used for these purposes and avoid adverse impacts. In any case, though it would be a direct impact. it would be reversible. * (b) Construction stage The soils at both the locations of bridges are of alluvial type, capable of producing high yields, largely due to the rich soil nutrients deposited by the Ganga, Yamuna and their tributaries. * Soils both within and outside the RoW of approaches may be negatively impacted due to the proposed bridges. The loss of productive topsoil due to bridge construction is a direct adverse long-term impact. This loss would be due to operation of borrow areas as significant filling is involved in approaches at both the locations. Such loss would be further significant as both the bridges are located in the some of the best agricultural areas of India. In addition to the above there will be temporary impact on productive soil at labour camp due to leasing of land for construction period. 8.3.8 Soil Erosion (a) Construction Stage The soil in the study area varies from sandy loam to silty clay. Therefore the potential for erosion is low. Erosion will be exacerbated if the vegetation is not planned on side slopes of approaches since roots are known to hold soil together. Soil erosion will be there along river banks in certain lengths in upstream and downstream of bridge if the banks are not protected. This will however be for the duration until the compensatory afforestation and embankment turfing have matured. In addition slope protection measures are also required at side slopes. In order to prevent water course from contamination with construction materials, silt fencing can be provided at the end of. ditches or cascade arrangements can be provided at the end of ditches as they enter the watercourse. While the former requires frequent cleaning to prevent built-up, the voids in the cascade will be filled up by eroded/construction material and * eventually vegetation will be established there. * (b) Operation Stage No soil erosion is envisaged when the bridge is in operation as all the slopes and * embankments of the bridges be stabilized through sound engineering techniques. The issue has been addressed at the design stage itself and all slopes have been 1V: 2H, which shall * ensure stability of the embankment. * 8.3.9 Compaction of soil * (a) Pre-Construction Stage Compaction of Soil will occur in the pre-construction stage (particularly during site clearance stage) due to movement of heavy machinery and vehicles. Similarly, compaction will take place during setting up of construction camps and stockyards. However, this is a short duration impact. Appropriate measures -need to be specified in the Environmental management plan to minimize the area of soil compaction. Government of Uttar Pradesh. Public Works Department. Lucknow, India 8-12 d * * Operations Research Group * Environment Impact Assessment (b) Construction Stage Compaction occurs beyond the carriageway and within the vegetated area of the RoW by the movement of vehicles and heavy machinery. Movement of vehicles during road construction RoW. is the major cause of soil compaction. This impact is direct and will be maximum in the It is necessary to ensure that there is no adverse impact of soil compaction in areas other than the RoW, where vegetation can grow and rain infiltration will take place. (c) OpFeratibnte During the operation period compaction will be restricted to the carriageway. Compaction of cannot be said to be an impact of the operation stage as the pavement itself is a function compacted base and sub base. * 8.3.10 Contamination of Soil * (a) Pre-Construction Stage Contamination of soil in the pre-construction stage may be considered as a short-term residual negative impact. Soil contamination may take place due to solid waste stage. This impact is * contamination from the labour camp set up during pre-construction significant at locations of construction camps; stockyards, hot mix plants etc. will come up in * this stage. * (b) Construction Stage Contamination of soil during construction stage is primarily due to construction and allied activities. The sites where construction vehicles are parked and serviced are likely to be contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also occur in hot-mix plants from leakage or spillage of asphalt or bitumen. Refuse and solid waste from labour camps can also contaminate the soil. Contamination of soil during of construction might be a major long-term residual negative impact. Unwarranted disposal construction spoil and debris will add to soil contamination. This contamination is likely to be _ carried over to river in case of dumping being done near river locations. * (c) Operation Stage spills or leaks is a low * During the operation stage, soil pollution due to accidental vehicle probability but potentially disastrous to the receiving environment, should they occur. These upon the extent of spill. The * impacts can be long term and irreversible depending contamination due to deposition of heavy metals such as Lead is a cause for concem. of However, since the proportion of petrol-driven vehicles is not large and since phasing out Lead from petrol has become a priority. Lead from vehicular emissions is expected to grow at a reduced rate and eventually taper off. However, monitoring of soil quality may be continued during construction & operation to ensure that this is indeed occurring. 8.3.11 Consumption of Natural Resources of the earth, stone and grit _ The proposed bridge works envisage the use of massive quantities quantities required for each stage * and sand along with bitumen. The Table 8.6 indicates the India 8-13 * * ~~~~~Government of Utnar Pradesh, Public Work~s Department, Lucknovv. . * . 0l0 Environment Impact Assessment Operations Research Group * Table 8.6 Materials Requirements for Ganga and Yamuna Bridges * I I Approximate quantities of major items of work SI. No.lBridge EarthworksI Granular Sub- base and Bituminous * I Sl. No. Bridge Ea(cu.mo)rkS Sub-base Base course Work Gan ------.- -t-- -__ Icu.m)11250 . - ._ (cu.m) | ((u.m * 1 Ganga Bridg& . 112500 1272 20 1572 .A.!...... !_------t------2 Yamuna Bridge_!Bd 300000 t 3820 l 4427 1 4719 Total 412500 5092: 5267- 6291 _ Quarries (a) Construction Stage The excavation of quarries and borrow pits used for obtaining rocks, soil and aggregate materials for bridge construction can cause direct and indirect long-term adverse impacts on 0 the environment. The use of quarries will be limited to meet the requirement of granular sub- base and sub-base as the required quantities are nominal. Since the existing quarries (licensed) and operational are to be used, no significant impact on 0 account of quarrying operations is anticipated. All these quarries are located far away from respective project sites and have all pollution control measures. Further, no new Quarry needs to be opened for this project, therefore, no new impacts are * likely to arise due to quarrying operations. Though the quarry materials are to be transported over long distances to the sonstruction sites, almost all the quarries identified have proper access roads, therefore, no major impacts * during the haulage of materials is envisaged. * (b) Operation Stage No environmental impacts are anticipated after completion of construction of bridges provided quarry owners take up redevelopment plan of quarries as per clearance conditions of SPCB. * Borrow Pits * The total quantity earth work in bridges is 412500 cu.m. Several borrow pits will be idenbfied. Design team has identified borrow pits. It has been estimated that the volume of earth * available is sufficient for the earthworks. * (a) Pre Construction Stage * An appreciable quantity of sand would be required for bridge construction and for mixing with earth for embankment filling. As the planned bridges are on the major rivers of Ganga and Yamuna, sand required for the construction will mostly be procured from the respective riverbeds. None of these sites would require any preventive environmental measures as no long lead for haulages are required. No additional adverse environmental impact, except those resulting from spillage during transportation, is expected to occur. * As the borrowing is to be carried out in accordance to the guidelines laid out in IRC-10-1961, no major adverse impacts are anticipated. Also, productive agricultural areas will be avoided for borrowing. However, the borrow area pits, if not treated properly after the borrowing is complete, can form stagnant pools and pose health hazards to prevent which redevelopment' of borrow areas need to be worked out. Additionally, they can also act as breeding ground for vectors like mosquitoes just after monsoon. Government of Ut:ar Pradesh, Public Works Department, Lucknow, India 8-14 - Environment Impact Assessment Operations Research Group (b) Construction Stage Cartage of the borrow materials to the construction sites is of significance, as almost all such areas are accessible through dirt tracks only and therefore, spillage and compaction of soil along these tracks will be a significant impact. Proper protection measures need to be worked * out for the minimising of such impacts during the haulage of borrow materials. Rehabilitation of borrow areas from which earth has been excavated, is a potential problem which needs to * be addressed. In addition to visual blight, safety issues shall alsobe-considered. * 8.3.12 Noise Though the level of discomfort caused by noise is subjective, there is a definite increase in discomfort with an increase in noise levels. Road noise depends on factors such as traffic intensity, the type and condition of the vehicles plying on the road, acceleration/deceleration/gear changes by the vehicles depending on the level of congestion * and smoothness of road surface (IRC: 104-1988). The baseline noise levels monitored in the vicinity of proposed bridge locations indicate the baseline levels exceed the permissible limits for residential and rural areas at Ganga bridge site but at Shergarh site noise levels are within limits for day and night. Thus, noise is a major area of concern, especially since traffic is likely to increase in future due to construction of bridges and a number of sensitive receptors (schools, colleges and hospitals) have been * identified to be quite close to the approaches of both bridges. * The impacts on noise due to the project will be of significance in both the construction as well as the operation stages. (a) Pre-Construction stage Noise0 levels~ during~ ~~~~~~the pre construction stage are mostly expected to be indicative of prevalent baseline levels apart from localised noise levels at locations where pre construction stage activities are taking place such as establishment of workers camps, stockyards. These increased noise levels will prevail only for a short duration during the pre construction stage. Moreover, as these activities are not likely to be placed near settlement locations the * increased noise impact is bound to be negligible. * (b) Construction Stage Due to the various construction activities, there will be temporary noise impacts in the _ immediate vicinity of the bridge construction. The construction activities will include the excavation for foundations and grading of the site and the construction of structures and * facilities. Crushing plants, asphalt production plants, movement of heavy vehicles, loading, transportation and unloading of construction materials produce significant noise during construction stage. The typical noise levels associated with the various construction activities and the various construction equipments are presented in Table 8.7. 0 0 Government of untar Pradesh, Public Works Department, Lucknow, India 8-15 0 *0 0 Environment Impact Assessment Operations Research Group Table 8.7 Typical noise levels of principal construction equipment (Noise Level in dB (A) at 50 Feet) ___ CLEARING STRUCTURE CONSTRUCTION * Bulldooerfr= _ = =80 tCrane _ 75-77 * Front end loader 72-84 I Welding generator . 71-82 j Jack hammer 81-98 TConcrete mixer l 74-88 Crane with ball 75-87 i Concrete pump 81-84 .--- ConcreteC. vibrator _ 76 ------~--..------.-. EXCAVATiON i_aEARTH MOVING IAir compressor - 74-87 * Bulldozer 80 j Pneumatic tools _ 81-98 Backhoe 72-93 1 Bulldozer 80 Front end loader 72-846Cement and dump 83-94 _ _ _ trucks ___ Dump truck - 83-94 - Front end loader 72-84 Jack hammer 81-98 I Dump truck 1 83-94 _ Scraper_ __ _ 80-93 ! Paver _ _ _86-88 GRADING AND COMPACTING _ LANDSCAPING AND CLEAN-UP * Grader 80-93 I Bulldozer _ _ 80 Roller 73-75 I Backhoe 72-93 ______.______Truck 83-94 PAVING __ _ I Front end loader 72-84 Paver _ __6-88 Dump truck 83-94 Truck __-_83-94 Paver ____ 86-88 * Tamper 74-77 t Dump truck 83-94 Source: U.S. Environmental Protection Agency. Noise From Construction Equipment and * Operations. Building Equipment and Home Appliances. NJID. 300.1. December 31. 1971 * Though the noise levels presented for the various construction activities far exceed the permissible standards, it is important to note that the construction noise is generally * intermittent and depends on the type of operation, location and function of the equipment. Proper mitigation measures as to regulate the timings of construction, employing noise protection measures etc. need to be worked out. * (c) Operation Stage To assess the noise levels at the various sensitive receptor locations along the corridor, the prediction of noise levels has been made for the years 2008 and 2012, using the FHWA * Transport Noise Model. The Highway Noise Model presented below is based upon calculating the hourly Lb for all category-wise vehicles separately and then adding these logarithmically to obtain the overall * hourly L.q as follows: Leq (hi) = Loei + t0log Ni + l1og1 1510 - 13 + 8s SiT D Where, L.q (hi) Equivalent noise level at the hour (hi) for vehicle type (i) LO, Reference mean energy level for (ith) vehicle type * Ni Number of vehicles of (ith) class passing in time (T) one Hour (1 hour) Si Average Speed of vehicles of (ith) class (kmph) T Time duration corresponding to Ni, one hour D Perpendicular distance in (m) from centreline of the traffic lane to observer *a Factor relating to absorption characteristics of the ground cover between roadway and observer (to be conservative, this is taken as 0 in actual modelling, b,ut considered qualitatively in the final analysis) 0 Government of Llttar Pradesh, Public Works Department, Lucknow. India 8-16 * 0 Environment Impact Assessment Operations Research Group 8': Shielding factor for barrier (to be conservative, * this is taken as 0 in actual modelling, but considered qualitatively in the final analysis) The combined effect of all the vehicle categories can be determined at the receptor by adding the individual values using the following equation. Leq(hotail) log1 I0 1 0 Leq(N/10) * h=i Reference Noise Levels The vehicular noise emission levels significantly vary with vehicle speed. It is necessary therefore that speed dependency of noise emissions for various categories of vehicles taken into is account while using the model for noise prediction due to the roadway. In * the speed-noise this work relations presented by National Environmental Engineering Research Institute (NEERI) in their report on Environmental and Social Assessment Delhi - NOIDA * Bridge Project have been adopted (Table 8.8). * Table 8.8: S eed-noise relationships for various motor vehicles Speed Cars Trucks & Buses 2/3 Wheelers * n___(ph!__ (dB (A)) Ad1) __ .. ) _ 30 _ 56.0 73.0 * 58.0 40 59.0 76.0 61.0 50 63.0 80.0 66.0 * _ 60 68.0 81.0 68.0 70 68.0 81.520 70.0 * 80... 7007 - 82.0 _ 7240_ 90 72 0 8350 * t ---- 100 . 74.0 83.5 76.0 * Traffic Volumes and Speed To arrive at the hourly distribution of the category-wise traffic over a day for the honzon years the ratio of category-wise hourly traffic to the daily traffic based on the 1999 survey data of various sections was used. * Different operative speeds have been used for different years in the design realistic life to get a picture of the noise levels. These speeds have already been presented in Table The 8.2. predicted noise levels at 40 m distance from centreline are given in Table 8.9: * Table 8.9: Predicted Noise levels during design life of Bridges Predicted Predicted Predicted noise .Bridges noise level noise level level dB(A) 2 01 8 2028- Standard dB(A) _dB(A 2008 dBIA) _ Day Night Day N Night Ganga Bridge 63 58 65 59 I 68 63 1 55 _ 45 Yamuna Bridge i 64 62 65 i 68 66 65 1 55 45 As can be seen from the above table, the noise levels exceed the permissible start limits at the of project life. This is due to high community noise. The above noise levels be are likely to experienced at habitations along the route on which these bridges are 0 constructed planned to be receptors. The noise sensitive at these habitations may experience high noise levels. Further, there is a continuous increase in the noise levels, which 0 addressed needs to be as part of the proposed mitigation measures. The noise levels as distance from a function of bridge centreline are presented in Figures 8.7 to 8.12 for the horizon years * 2008, 2018 and 2028. * Government of Uttar Pradesh, Public Works Department, Lucknow. India 8-17 S 0 *0 I0 I0 Environment Impact Assessment Operations Research Group Figure: 8.7 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with * Distance from the Centerline NoQ" Lewes, Leq (Day) and L*q (Night) Vera,on (Yamuna 9rtdge, Year 2008) * 50 _ _ _ _ _ E ______- 140 -_-----_ - - - -Ld_ 30 * ~~~~~~~~~~~20--I * 10 ______ 0 100 Distanoe (in) * Figure: 8.8 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with * Distance from the Centerline * -- NoiseLewis.LaqZDOeand Lq {Night) V.enro ** 80 --- ~-----_------_ - ______---- _ 00 I* I 0~~~~~~~~~~~~2 0~~~~~~~~~~~~~~ S~~~~~~~~~~ 00 20 305 w 70 O 0~~~~~~oeneto ta rds.Pbi ok eatet uko,Ida81 Environment Impact Assessment Operations Research Group Figure: 8.9 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with * Distance from the Centerline. Noi*e Levelh, L*q (ODy)and Laq (Niht) VaeAdon (Yanunamtbdge, Ytar 2028) 0 80 i -~~e - _ ~ _ __--- _ _ _ 140 * * 0 100 30 C0 300 0 5C0 eO _ _ _ r__ _ tm) 700 e0 _ _ _ 0~~~~~~~~~~~~~ * ~~~~~~~~Figure:8.10 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with Distance from the Centerline. * 1~~~~~~~~~~~~0 * | tt ~~~~~~~~~~~~~~~~~ooL",L q Daya*"d L q tiMigt) V1a Wn 30 * 10 0 100 200 300 400 - 50W 800 700 SW0 * Figur~~~ovrne:to 8.10r Grapeh,Pbica Plotk ofpathenMaximumknow, Indiayn 8ltVri1onwt * Environment Ilpact Assessment Operations Research Group Figure: 8.11 Graphical Plot of the Maximum Loq, Lday and L.night Variation with Distance from the Centerline. * ~~~~~~~~~~~~______Ydi" Lb, Leq(Day) andLeq (Night)__ Varimflor ______._ VMaWngB ddgeon KachNe GhatY*ar 2018) 70 - - _ t~ 6------~ ~ -D ------_- ~40---.LgN 0: 10 L _------ * ______n4____-__ 0 100 200 300 400 000 600 700 600 - - * Figure: 8.12 Graphical Plot of the Maximum Leq, Lday and Lnight Variation with Distance from the Centerline. 0~~~~~~~~~~~~~~ NoiseLevek. Loq Dayr)and Leq (Night) Veltlon (A epgaBSMg. en KachhheGhat. Year 2028) * 60 80 ------ * ~ ~~ 0 7 -- - _------~- - -- ~ ~ ' 1 * 40 ! _ ____d. -o ~ ~~~~~~~-~~-~-~~---H~~~~~~ -~-~~~ ~~a] * 12------* 20-2 0------ * 10 . 0 oo1 200 C00 400 500 bO0 700 800 Go*emment of Uttar Pradesh. Public Works Department, Lcinow Im - * ~~~Goernument of Untar Pradesh, Public Worts Department, Lucknow. India b-20 * Environment Impact Assessment Operations Research Group 8.3.13 Flora The forest cover in UP has been reduced to a meagre 4.46% since the carving out of * Uttaranchal in 2000 against a desirable level of 33%. The principal impact due to bridge construction will be due to cutting of trees from RoW of approaches. Total number of trees to * be cut at Ganga are 93 and at Yamuna are 40. Since land acquisition is to be done for approaches, therefore these all trees are private trees compensatory plantation need to be * taken up in the project. The ecological ~studies have been carried out to understand the present status of terrestrial and aquatic ecosystem river Ganga, Yamuna and respective study areas. The information provided is based on physical surveys and secondary sources such as forest department, Central Pollution Control Board and other published data. The details of flora and fauna are * given in Chapter -5. * Forest There are no reserved forests in any of the project areas. * (a) Pre Construction Stage During the pre construction stage the most visible impact on flora will be due to cutting of trees falling in the embankment of bridge approaches. The girth wise number of trees to be cut have been given in Table 8.10. Table 8.10 Number of 1'rees to be cut in the approaches of Ganga and Yamuna * Name of Girth Size (in cm) wise number of trees Bridge 30-0 60-90 90-180 I >180 Total * Ganga 29 47 17 Nil 93 Yamuna 23 43 09 Nil 40 (b) Construction Stage Accidental cutting of trees in construction area of bridge may occur during the construction stage. It can also occur due to negligence from the construction crew. Therefore, it is essential that all trees that are to be felled be clearly marked. No other trees should be cut on site. Cutting of trees for fuel by workers, especially near their camps is also a concern, therefore adequate training of the workers, and availability of fuel are to be ensured by * contractual obligations. * (c) Operation Stage The impacts on flora during the operation stage can occur due to accidental collision of vehicles. Though improved safety on the highway is an objective of the UPSRP project, the increased speed will mean that collisions will be more damaging to the flora than before. Moreover, increased pollutant concentrations on roadsides (see section 8.3.1 for details) will mean harsher conditions for the newly planted trees at slopes and approaches. 8.3.14 Fauna (a) Construction Stage There are no recognized wildlife havens in the vicinity of any of the proposed two bridges. Since bridges are proposed in a relatively calm areas therefore there may be disturbance to local fauna during the construction stage. No location of special interest from point of view of protecting fauna have been recorded in the study areas of both the bridges. The workers should be instructed not hunt the fauna of the region. | * Government of Uttar Pradesh, Public Works Department, Lucknow, India 8-21 0 0 * Environment Impact Assessment Operations Research Group * (b) Operation Stage Operation Stage impacts on fauna will be due to increased vehicular speed on project route on which these bridges are planned. The impacts of these are higher noise levels and accident during night time. Necessary signages and safety measures will alleviate adverse impacts. * L83.15 Impacts on Aquatic Ecology * (a) Construction Stage in * The study of river ecology shows that there is presence of phytoplankton and Zooplankton the both river eco systems. The construction of bridge will have negative impacts on aquatic 0 ecosystem at bridge site and center zone of active channel in upstream and downstream. The impacts will be mainly during construction of well and pier foundations. The silt and slurry to * generated from base of piers will affect aquatic ecosystem, if not disposed off properly. Due disturbance during construction activities aquatic fauna (mainly fish) will migrate to safe zones in upstream and downstream. * (b) Operation Stage During Stage no adverse impact of aquatic eco system of rivers is anticipated except accidental spillages of hazardous and toxic materials due to vehicular accident. Chances of such occurrence are rare. 8.3.16 Human Use Values (a) Land Acquisition Land acquisition envisaged in bridge construction is as follow: Itemg | Land Acquisition _ _ * ~~~~~~~~~~~~___ . __ (Ha Gangalbridge 3.05 * Yamuna Brge__ 10.39 * (b) Loss of Private Properties * No loss of private properties except land and private trees are anticipated due to construction of bridges. (c) Highway Amenity and facilities No impacts on amenities and facilities (comprising of community building and police station) * are anticipated due to construction of bridges. * (d) Change in land use The development mainly due to the UPSRP-11 Project will induce a change in the land use along the corridors on which the bridges are proposed. This will be more visible in the vicinity of proposed bridges. Change in land use will be sparked off as a result of land speculation. More pronounced land use changes will occur close to constructed approaches of bridges. * (e) Safety The concern for safety stems from the proposals for faster vehicular movement along the highways on which bridges are planned to be located. Both the bridges are included in Phase Government of Uttar Pradesh. Public Works Department, Lucknow, India 8-22 . *0 0 0 Environment Impact Assessment Operations Research Group * il. Though speedy travel is one of the objectives of the project, it also increases the intensity of loss in case of an accident. The design team has considered all safety features in bridge * design. * 8.4 Archaeological/Protected Monuments and Other Cultural Properties No archaeological or protected monuments are located within the study areas of respective bridges. 8.4.1 Other Cultural Properties No cultural properties are likely to be impacted due to construction of bridges. G 0 :oeneto nrPaeh ulcWrsDprmn,Lcnw ni 2 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 .0 * MITIGATION, AVOIDANCE AND * ENHANCEMENT MEASURES 0 0 0 0 0 0 0 Research Group Environment Impact Assessment Operations 9.0 MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES of details out the measures incorporated during the project preparation stage The chapter on the bridges on Ganga and Yamuna rivers to avoid and mitigate adverse impacts * planned the environmental components. The enhancement measures envisaged to increase various section of the project by the host populations are also described. The final * acceptance provisions describes the management plans for the implementation of the environmental dudng and after construction. * 9.1 Approach to Mitigation Measures owing long inhabited land that is now known as Uttar Pradesh over the millennia People have it to perennial rivers-the Ganga, the Yemuna and their tributaries. Therefore, to the proximity valued only logical that the roads being improved have a number of important components is discussed at people living near the road as well as away from it. As has already been by negative in previous chapters, the construction of bridges in the area will have certain length stages of impacts on these components, during pre-construction, construction and operation the impacts of the project. Though conscious efforts have been made to minimise environmental and social components, certain adverse impacts have been inevitable. of the proposed The development of mitigation as well as avoidance of adverse impacts There has been bridge design and construction planning has been an iterative process. at measures continued interaction between the design and environmental teams to arrive involve reduction acceptable to both sides. The avoidance and mitigation of negative impacts 0 in magnitude of the adverse impacts during various stages of the project through: and operation stages of the road * * Alterations during design, site clearance, construction project to avoid adverse impacts; and the environmental * Additional mitigation measures for unavoidable negative impacts on components. Based on their These measures were incorporated into the various stages of the project. were incorporated as follows: * applicability, both general and case specific measures at after Standard: The Standard 'General Arrangement Drawings" (GADs) were arrived * Environment and detailed deliberations between the bridge design, Highway Design and the * social teams. general General measures: To avoid or mitigate impacts on environmental components, mitigation measures were identified based on the characteristic features. were seen as The selection of the approach alignments and the designing of the approaches investigations two-way process between the design and the environment teams. In-depth a resources on the site have been carried out so that encroachments onto the environmental best-fit alignment are effectively avoided, and the alignment selected is the environmentally interactive exercise alternative. The approach to arrive at various mitigation measures is an highway design. and interdisciplinary involving expert advice from all the fields of bridge and designer, social This was done by closely interacting with the bridge design team, highway * later stages of and appraising them of environmental repercussions of the alignment in expert model study. the project. The location of bridge has been decided after having hydrological * flow regime. This study ensures minimum length of bridge and least impact on normal river area has been avoidance of adverse impacts on river ecosystem and surrounding study The constant touch first preference of the environmental team. The environmental team was in * the avoidance of with the design team and measures incorporated in the design including structure. India 9-1 0 Government of Uttar Pradesh, Public Works Department Lucknow, . 0 Environment Impact Assessment Operations Research Group * The following sub sections detail the mitigation measures adopted to minimize the adverse impacts envisaged due to the bridges. 9.2 Avoidance and Mitigation Measures The avoidance and mitigation measures are discussed in the same order as impacts identified in Chapter 8 where impacts have been assessed for each of the environmental components. The avoidapce and mitigation measures have been discussed in the same sequences as impacts described in Chapter 8.0. * 9.2.1 Meteorological Parameters Avoidance measures, viz. minimising of the number of trees to be cut, minimising acquisition of the productive agricultural land, etc. for finalization of bridge approaches, have been worked out as part of the design finalisation. No changes in macro and micro climatic setting (precipitation) temperature and wind is envisaged due to the bridge construction. However, compensatory plantation, landscaping I turfing proposed at slopes shall help in restoring the green cover along the approaches of the bridges. * 9.2.2 Air Quality * a) Design Stage * Based on the baseline, ambient air qualil. at the various locations in close vicinity of bndge locations, prediction of the pollutant concentrations for the projected traffic due to the project * was carried out using CALINE-3. The results indicate that the ambient air quality will not deteriorate below the standards now applicable, even in the horizon year 2028. b) Construction Stage * The asphalt plants, crushers and the batching plants will be sited at least at 500m in the downwind direction from the nearest human settlement and from riverbanks. This condition has been mentioned in the contact document. * All precautions to reduce the level of dust emissions from the hot mix plants, crushers and batching plants and other sources, such as, transportation of materials which includes vehicles delivering loose and fine materials like sand and fine aggregates will be taken up. Loose and fine material shall be covered while transportation to reduce spills in the riverbed or on haul road. Water will be sprayed on earthworks and temporary haulage roads on a regular basis. During and after compaction of the sub-grade and earth, water will be sprayed * at regular intervals to prevent dust generation. The hot mix plant will be fitted with dust extraction units. To ensure the control of exhaust gas emissions from the various construction activities, the contractor shall take up the following mitigation measures: * An adequate cyclone/scrubber to control emissions from the stack of hot mix plants will need to be provided in the event of the emissions exceeding the SPCB norms. Other * potential measures include plantation around periphery of the hot-mix plants. * To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall 0 be carried out at least once a season during the period the plant is in operation. * All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the pollution emission levels conform to the SPCB norms. A vehicle maintenance schedule prepared by the contractor and approved by the Engineer shall be * adhered to. * Contractor will take necessary consent and No Objection Certificates from state pollution control board for location of storage yard, hot mix plant and establishment of construction camp. Government of Uttar Pradesh, Publitc Works Department, Lucknow, India 9-2 *. * Environment Impact Assessment Operations Research Group * c) Operation Stage * During operation stage of the project, vehicular emissions of critical pollutant (SPM, RSPM, CO, SO2, NOx and Pb) will be monitored by UPPWD through UPSPCB approved * laboratory. 9.2.3 Mitigation Measures for Rners-and Other Surface Water Sources * a) Design Stage In order to minimise impacts on river ecosystem, the construction schedules for all construction activities in active channel of rivers have been planned in non-monsoon months having lean flow. Bridge locations have been selected in such a way to reduce the bridge length and length of approach roads. b) Construction Stage * During the construction stage the contractor will provide silt-fencing arrangements at both the banks. If necessity is felt by the engineer, he will also make provisions for oil and grease separators. No construction materials will be stored in river bed close to active channel. Combined oil cum sedimentation chambers will also be constructed at bridge construction * site. * The technique for the separation of oil and water is gravity separation. Fig. 9.1 gives design of an arrangement for combined sediment and oil and grease separator. Enough detention * time is provided for run-off to allow silt to settle and oil/grease to float on to the . e - - -. * surface. Other techniques such asstr 3 - emulsification, acid cracking and .. -. - : q .4 5 * biodegradation of oil have been considered 4. but rejected because they are suitable for L ;,., * high concentrations of oil and require much greater control/ supervision over the - process. Combined Sedimentation and oil . and grease separator will be provided and I " ' at washing ramp of vehicles at construction . . ; 0 ~~~~~~yard. 1-I c) Operation Stage - t 1* Future developments may adversely impact the water quality of river due to increased Fig. 9.1: Combined Sedimentation & * traffic and population. As part of the Oil/Grease separator monitoring plan, water quality monitoring of * both rivers has been proposed. In case degradation is noted -in river water quality due to vehicular traffic, UPPWD will take appropriate corrective measures. Aquatic biodiversity assessment 'has also been planned in case of river Ganga after completion of bridge construction. 9.2.4 Drainage * a) Design Stage * The proper drainage arrangements have been designed for bridge and approaches. There will be rectangular chute drains at bridge. This arrangement will carry the drainage water to the respective rivers. Government of Uttar Pradesh, Public Works Department, Lucknow, India 9-3 . 0 Environment Impact Assessment Operations Research Group b) Construction Stage The contractor will remove all obstructions that may cause any temporary flooding during construction. No spoil or construction material will be stored close to the active river channel or at places obstructing the natural drainage system. The contractor will ensure that leftover earth; stone or any other construction material shall be disposed off immediately,at the designated landfill site so as to avoid blocking the flow of _ water in the riVer Silt fencing-shall be-provided at bridge construction sites. * The silt fencing consists of geotextile (MIRAFI 140N or equal) * with extremely small size supported by a wire-mesh mounted on a panel ' l * made up of angle frame. Modules of 625 mm each are designed to allow ease of handling and construction (Fig. 9.2). It is expected that a single person will be able to drive the angles 300 mm into the ground by pressing from the top. The frame will be installed at the edge of the river channel along which construction is in progress. Silt fencing shall be provided whenever construction is in Fig. 9.2: Design of Silt fendng arrangement progress. The wire-mesh wilI i _ provide structural stability and the 25x25x3 mm angle section will act as posts for the silt fencing. The number of such units to be installed can be decided at the time of implementation. All necessary precautions will be taken to construct temporary or permanent devices to prevent inundation. Temporary drains for collection and disposal of runoff into natural drainage system will be constructed. The contractor will take all the necessary measures to prevent temporary or permanent flooding of the work site or any adjacent area. * c) Operation Stage The bridge design takes care of drainage arrangement from bridges and approaches through a rectangular chute drains. The system will work fail-safe and no drainage problerns are * anticipated at bridge sites. * 9.2.5 Prevention of Water Quality Degradation in River * a) Construction Stage To avoid contamination of the river waters and other drainage channels. in the vicinity of the bridge sites, construction work will not be carried out during monsoon season. All necessary precautions will be taken to erect temporary or permanent devices to prevent water pollution * due to increased siltation and turbidity. Recommended mitigatory measures are silt fencing arrangement, oils cum sedimentation trap, etc. All wastes generating from the construction 0 site will be disposed off as per SPCB norms, so as not to block the flow of water in the rivers. The wastes will be collected, stored and taken to the disposal sites. These disposal sites will be at a minimum distance of 500 m from riverbanks. Construction materials will not be stored in the river bed. 0 The vehicles and equipment will be properly refuelled and maintained, so as to avoid contamination of the river water from fuel and lubricants. Oil and grease traps will be provided at fuelling locations, to prevent contamination of water. _ Government of Uttar Pradesh, Public Works Department, Lucknow, India 9-4 0 . *0 0 Environment Impact Assessment Operations Research Group The sewage system for construction camps will be properly designed and built, so that no * water pollution takes place to rivers. * b) Operation Stage Proper maintenance of the protection measures provided during construction such as silt fencing arrangements and, slope protection, etc. would be ensured by the UPPWD. 9.2.6 Relocation of other water supply sources a) Design Stage * Conservation / Avoidance of water supply sources such as tube wells, ponds, wells, etc. have been avoided in the design of the approach alignments. No water supply source is being impacted at either of the bridge sites. * b) Pre-construction Stage * Since design of approaches and bridges avoids impact on water supply sources, therefore, no action is warranted on this aspect during construction stage. 9.2.7 River Hydrology a) During Construction Stage The proper construction schedules and river training will ensure no impact on hydrological parameters such as affiux, sedimentation, HFL, etc. during construction phase. * b) Operation Stage * i. Generation of Afflux * The water way at both the bridge sites has been designed in such a way that afflux is not more than 20 - 30cm. This afflux is not going to cause any flooding or soil erosion in the upstream and downstream. ii. Impacts on Existing Structures There is no hydrological structure with 20km in downstream and 70km upstream of * proposed bridge location at Shergarh Ghat. Hence, construction of bridge at Shergarh Ghat (Yamuna) is not going to have any impacts on bridges at Vrindavan and Palwal. The existing rail cum road bridge at Kachlihla Ghat is 150m upstream of proposed bridge. * The design of new bridge ensures that there will be no submergence of this bridge, because of afflux, due to availability of adequate waterway at proposed bridge location. iii. Sedimentation Since afflux is limited to 20-30cm at both the locations no significant accretion and retrogression actions are anticipated. (c) Impact on HFL The design takes care that HFL level in upstream of both the bridges is not going to rise more than 20-30cm. This rise in HFL is not expected to have any adverse impact on river- banks or surrounding areas. Government of Uttar Pradesh, Public Works Department, L.cknow. India 9-5 S *0 1 Environment Impact Assessment Operations Research Group * 9.2.8 Soil Conservation of Productive Lands * a) Design Stage * The bridges approaches have been selected to minimise acquisition of productive agricultural lands. In the selection of.borrow areas for the project, productive agricultural areas will be avoided for borrowing-of materials. .| b) Construction Stage Wherever unavoidable and in areas where acquisition of productive land occurs- -for approaches of bridge, construction camps, construction worker's camp, material storage locations, borrow areas in productive lands and all areas to be permanently covered, the top soil will be stripped to a specified depth of 150 mm and stored in stockpiles of height not exceeding 2m. The stockpiling will be done in slopes of 2:1, to reduce surface runoff and enhance percolation through the mass of stored soil. * The stored topsoil will be spread back to maintain the physico-chemical and biological activity of the soil. The stored topsoil will be utilized for: * Covering all disturbed areas including redevelopment of borrow areas; * Filling up of tree pits, proposed as part of compensatory plantation; and * To prevent any compaction of soil in the adjoining productive lands, the movement of * construction vehicles, machinery and equipment will be restricted within the RoW of approaches. c) Operation Stage The Construction of bridge at both locations has the potential to induce land use changes along approaches and can result in the conversion of the existing agricultural lands to other land uses such as industrial or commercial. * To avoid the successive land uses around the bridges, land use regulation controls have to be adopted. This calls for inter-agency co-ordination with local authorities for implementation of development controls. * 9.2.9 Soil Erosion The problem of soil erosion is likely to be more pronounced during the construction stage along bridge-end fills, and embankment slopes. Soil erosion results in the loss of soil cover, l slope stability and addition of sediment loading to rivers. * (a) Design Stage * The slope of the bridge approaches has been fixed at 1:2tol:3, which is fairly stable and reduces the possibilities of slope failures. To check soil erosion at slopes of approaches * turfing with grasses and shrubs will be carried out, in accordance with the recommended practice for treatment of embankment slopes for erosion control, IRC: 56-1974. This * mitigation measure will be adopted at location of approaches where slope is flatter than 1:2 or less. * * * ~~~~Government of Uttar Pradesh, Pubhlc Works Department. Lucknow, India 9-6 0 0~~~~~~~~~~~~~.. Environment Impact Assessment Operations Research Group At the locations of slopes steeper than 1:2, boulder pitching will be carried out. Boulders will be fixed on slopes by gentle ojeicCo.Ii NToEOr 25 cu NOIRAL Wz HAD PITCHEDON THr StOPES hammering. A P.C.C. anchor will be NV'S"E'.S ' I ATLED' A AND S(IL (,RA,S PLA.NEDIN THEINT(TKCES provided at the base, which will prevent sliding of boulders on slope. The gaps between adjacent boulders allow grass to grow which will hold the soil firmly together (See Fig. 9.3). This -method -of slope-protection will be adapted at the end of approaches joining bridge abutments and at the river banks in a distance of 30-40m in upstream and downstream of proposed bridge. In order to avoid soil erosion from riverbanks i' embankments will be constructed for * 30-40 m in length upstream and downstream and these will be Fig. 9.3: BouldersPitching for * protected with boulder pitching as Embankmentslopessteeperthan 1:2 explained above. To check the slope stabilisation of the borrow pits adjacent to the embankment, the depth of * the pit will be so regulated that the bottom edge of pit shall not intersect the imaginary line of slope 1:4 drawn from the top edge of the nearest embankment. To avoid embankment slippage and erosion, borrow pits shall not be dug continuously. * (b) Construction Stage Impacts perceived in the construntion stage due to soil erosion are mainly at the construction sites of bridges, river banks and approaches. * Severe erosion of earth slopes is usually caused by a concentration of storm water flowing from the approaches under construction, unprotected embankments, etc. Preventing concentration of water in these critical areas is essential. Rainfall on fill slopes will cause erosion to varying degrees, depending on the intensity of rainfall, the type of soil, the degree of slope, the length of the exposed surface, the climatic exposure and the effectiveness of the vegetative or other protective cover. Benches or terraces, enclosed drainage systems, or the mulching or covering of the soil with various materials may be required to reduce slope erosion. In case of bridge construction soil erosion may also occur if proper river training is not done at time of pile foundation for pier. Borrow areas close to river banks shall be avoided. Foundations of piers and wells will be constructed during lean season flow. (c) Operation Stage No soil erosion is anticipated in operation phase provided all slope protection measures are properly maintained at steep slopes, embankments upstream and downstream of bridge, and approaches. Once vegetations is grown over the slopes the erosion will be minimised. * 9.2.10 Borrowing of Earth * (a) Design Stage * For borrowing of earth for both the bridges, several borrow area locations have been identified and recommended. Certain precautions have to be taken to restrict unauthorised borrowing by the contractor. _ C.overnment of Uttar Pradesh, Public Works Department, LucKnow, India 9-7 - 4 Environment Impact Assessment Operations Research Group No borrow area shall be opened without permission of the Engineer. The borrowing shall not be carried out in cultivable lands, unless and until, it shall be agreed upon by the Engineer that there is no suitable uncultivable land in the vicinity for borrowing, or there are private land owners willing to allow borrowing on their fields. It will be ensured by the contractor that, there will be no loss of productive soil and the requisite environmental considerations are met with. Location of source of supply of material for embankment or sub-grade and the procedure for excavation or transport, of material shall be in compliance with the environmental _ requir-ements of the MoEF, MoRTH and as specified in IRC: 10-1961. * Redevelopment of the identified borrow areas worked out, as part of the project will be implemented to mitigate the impacts. (b) Construction Stage To avoid any embankment slippages, the borrow areas will not be dug continuously. In case borrow areas other than specified are selected, the size and shape of borrow pits will be decided by the Supervision Consultant. Borrowing of earth shall be carried out at locations recommended as per IRC: 10-1961 whose salient features are described below: * - Non-Cultivable lands: Borrowing of earth will be carried out upto a depth of 1.0 m from the existing ground level. Borrowing of earth shall not be done continuously. Ridges of not less than 8m width shall be left at intervals not exceeding 300 m. Small drains shall be cut through the ridges, if necessary, to facilitate drainage. Borrow pits shall have slopes not steeper than * 1 vertical in 4 horizontal. Public or Private agricultural lands: Borrowing of earth shall not be carried out on productive lands. However, in the event of borrowing from productive lands, topsoil shall be preserved in stockpiles. A 150mm layer of the top soil shall be stripped off from the area * designated for borrowing and it shall be stored in stock piles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2. At such locations, the depth of * borrow pits shall not exceed 45 cm and it may be dug out to a depth of not more than 30 cm after stripping the 15 cm top soil aside. Borrow pits on the riverside: The borrow pit should be located not less than 15m from the * toe of the bank, distance depending on the magnitude and duration of flood to be withstood. Precautionary measures like the covering of vehicles will be taken to avoid spillage during transport of borrow materials. To ensure that the spills likely to result from the transport of borrow and quarry materials do not impact the settlements, it will be ensured that the excavation and carrying of earth will be done during day time only. The unpaved surfaces * used for the haulage of borrow materials will be maintained properly. The contractor shall evolve site-specific redevelopment plans for each borrow area location, which shall be implemented after the approval of the Engineer. * 9.2.11 Quarries * (a) Design Stage * As part of the project preparation process, an evaluation of all existing quarries in the state has been carried out and the status in terms of the suitability of the quarry material and their legal status assessed. A recommended list of such operationalised, licensed quarries have been provided in the baseline description. * ~ Government of Uttar Pradesh, Public Works Department. Lucknow, India 9-8 1:. Environment Impact Assessment Operations Research Group (b) Construction Stage No new quarry will be opened up, as requirement of subgrade and subbase is nominal at both * the bridge locations. To offset any possibility of spillage of quarry materials due to transport proper precautionary measures as the covering of vehicles carrying materials shall be carried * out. * (c) Operation Stage No action from UP PWD is warranted. The SPCB will ensure compliance of environmental .* clearance and redevelopment. * 9.2.12 Contamination of soil from fuel and lubricants The contamination of soil in bridge construction is possible due to usage of construction vehicle, their maintenance and parking at construction yard. (a) Construction Stage At bridges construction sites, the vehicles and equipment will be maintained and refuelled in * such a fashion that oil/diesel spillage does not contaminate the soil. It will be ensured that the fuel storage and refuelling sites are kept away from the riverbanks. At the wash down and * refuelling areas, 'oil interceptors' as shown in Fig 9.2 shall be provided. All spills and petroleum products shall be disposed off in accordance to the UPSPCB Guidelines. Fuel storage and fuelling areas will be located at least 500 m away from riverbanks. In all fuel storage and refuelling areas located on agricultural lands or productive lands, the topsoil preservation shall be carried out. 0 (b)Operation Stage * Probability of contamination of soil being only from the road runoff, which is directed into river through well-designed drainage system at bridges and approaches, no impact on the soil * during operation stage except in case of accidents, is anticipated. Since there is very little the project it self can do to prevent deposition of Lead along the bridge site, monitoring of soil * quality shall be carried out as recommended in the individual EMPs. If values increase dramatically, the local health authorities should be advised of the same and all assistance * should be provided to them to reduce threat to bridge site dwellers. But consultant feel that lead content is not going to increase as lead free Gasoline is being made available by Government of India. 9.2.13 Contamination of soil from Construction wastes and quarry materials * (a) Design Stage The design ensures generation of spoils material to minimum and maximum utilisation in embankment filling. (b) Construction Stage |* It will be ensured that the fill works are carried out strictly in accordance to the design drawings The spoils can be used to reclaim borrow pits and quarries, low-lying areas in |* barren lands and in settlements close to bridge locations. All spoils will be disposed off and the site will be fully cleaned before handing over. The construction wastes will be dumped in l* | selected pits, developed on infertile land. These pits will be developed at least 500m from riverbanks. Non-bituminous wastes from construction activities will be dumped in borrow pifs and covered with a layer of the conserved topsoil. Bituminous wastes if any will be disposed off in a dumping site approved by the Engineer. Government of Uttar Pradesh. Ptublic Wor1ks Department, Lucknow, India 9-9 - S 1--..., Environment Impact Assessment Operations Research Group 9.2.14 Procedure for Selection of Sites for Construction Camps The contractor will identify potential sites based on requirement of land area, accessibility, distance from bridge construction site, other surface water sources, settlements, etc. Consultations facilitated by local NGO will be held on site and the perceptions/aspirations of * local villagers and other stakeholders will be recorded. The contractor will then select one site based on an aggregation of all these factors and conditions imposed upon him by the EMP * (including minirnrumdistance criteria) and forward the same for approval by the Engineer. The Contractor will confirm the registration of the land lease for construction duration and provide evidence of the same to the engineer for the selected site. The engineer will approve the site after ascertaining that the Contractor has considered the views of the * local people as well as satisfied all conditions of the EMP. A conceptual layout for the Construction Camp has been prepared and attached to each EMP. As part of the EMP, monitoring of the construction camp sites has also been devised and formalised. * 9.2.15 Noise Levels * (a) Design Stage At design stage a prediction of the future noise levels due to the project _ for 2008, 2018 and 2028 have been caried out using FHWA Model. These predictions indicate that noise levels will exceed the 0 prescribed limits at bridge site. No mitigation measures are warranted as there will be no continuous presence of people at bridge site. The predicted levels are less than the occupational safety and Health Association (OSHA, USA) specified a limit * of 90db (A) for 8-hour exposure. * (b) Construction Stage * The plants and equipment used for construction will strictly conform to CPCB noise standards. Vehicles and equipments used shall be fitted with exhaust silencers. During routine servicing operations, the effectiveness of exhaust silencers shall be checked and if found to be defective shall be replaced. The noise level from any item of plants (measured at one metre from the edge of the equipment in free field) such as compactors, rollers, front end loaders, concrete mixers, cranes, vibrators and saws shall not exceed 75 dB (A), as specified * in the Environmental Protection Rules, 1986. To protect construction workers from severe noise impacts, noise standards of industrial enterprises will be strictly enforced, and workers shall be provided with Personal Protective * Equipment (PPE) such as ear plugs and muffs. * (c) Operation Stage It is clear from mathematical modelling carried on for noise levels that predicted noise levels will not exceed 90dB (A). Since continuous exposure to noise levels is not expected at bridge site as road users have will have no intentions to remains for long duration, therefore, there is * no requirement of mitigatory measures. However, noise monitoring will be taken up. If high noise levels are. recorded necessary mitigatory measures such as ban of hom, reduction * exceptionally, etc. will be implemented. * 9.2.16 Flora * (a) Design Stage To minimize the loss of trees and vegetation, clearance of only those trees will be affected, which are within the acquired RoW of proposed bridge approaches. Government of Uttar Pradesh, Publc Works Department, Lucknow, India 9-10 S _ Environment Impact Assessment Operations Research Group The loss of trees will be compensated in accordance to the principles laid out in the Forest (Conservation) Act, 1980. The engineer will prepare typical landscape plans. Trees * earmarked for felling will be removed only with prior approval of the District Forest Officer. The plantations removed will be replaced and compensated. (b) Construction Stage Apart from trees earmarlSed for felling, no additional tree clearing within the * carried- RoW will-be out. No tree will be removed in the zone of construction (apart from earmarked those trees for felling) without the prior approval of the Department of Forests. Construction * vehicles, machinery and equipment will move or be stationed in the designated area only (RoW), to prevent damage to vegetation. While operating on temporarily acquired land for traffic detours, storage, material handling or any other construction related or incidental activities, it will be ensured that the trampling of soil and damage to naturally occurring herbs * and grasses will be avoided. * (c) Operation Stage During operation stage UPPWD along with forest department will keep constant vigil on survival of planted tree and vegetation saplings. * If there is substantial mortality, the loss shall be made up by planting fresh sapling. This is important for slope stabilisation. 9.2.17 Fauna (a) Construction Stage All construction activities will be carried out in such a fashion that damage and disruption fauna will to be minimum. The construction workers will be given instructions to conserve/protect natural resources and fauna, including wild animals and aquatics lives. No fishing allowed to will be construction workers in the river channels. The workers will also be instructed to hunt wild animals. not (b) Operation Stage Although no impacts on fauna in operation stage are anticipated directly due to the project, certain measures shall be taken. Coordination with forest authorities will be continued ensure that access to does not encourage poaches/hunters of wild life and tree cutting for cooking and timber use. * 9.2.18 Accidents Involving Hazardous Materials (a) Construction Stage During construction stage the contractor will deploy fire extinguishers / Dry Chemical Powder sand buckets in adequate / numbers at construction camp. In order to prevent accident at construction site the construction crew will be given adequate training * contractor. by the engineer and In case hazardous or toxic material spill takes place, the provisions 'Manufacture, Storage of and Import of hazardous Chemical Rules'; 1989 will be followed. The fire will be handled as per on site emergency plan prepared. * (b) Operation Stage Accidents involving hazardous chemicals will generally _ be catastrophic to the environment, though the probability of occurrence is low. Prevention of an accident material involving hazardous is a better way of minimising the impacts. The provisions mandated Hazardous by 'The Wastes (Management and Handling) rules, 1989' and 'Manufacture Storage * import of Hazardous and' Chemicals Rules' 1989 under the Environmental (Protection) Act, 1986 * Government of Utar Pradesh, Public Works Department, Lucknow, Ind;a 9-11 Environment Impact Assessment Operations Research Group * will be complied with. Vehicles delivering hazardous substances will be painted with appropriate waming signs. In case of spillage, the report to relevant departments will be submitted received and instructions from them would be followed to take up the contingency measures immediately. broad A guideline on site emergency plan has been given in each EMP for the toxic * fire. spillage and * 9.2A.9 --Aquatic-Ecology * (a) During Construction Impact on aquatic ecology will be minimized by-scheduling construction works of foundation for piers and wells in lean flow period (October / November to May / June). The slurry and silt generated from base of priers will be speedily disposed off. Contamination of river water with the chemicals and other construction wastes will be avoided. _ (b) During Operations * During operation phase no impact on aquatic ecology is anticipated. * 9.2.20 Safety Measures * (a) Design Stage * The bridge design takes care of safety aspects. * (b) Construction Stage Construction activities, machinery and vehicular movement may cause hindrance to traffic movement on state highways on which these bridges are planned and are also hazardous for the traffic. The bridge construction sites and approaches are isolated and no road traffic will go towards approaches and bridges under construction. Necessary warning barricades signages and will be put to prevent entry of any unauthorised vehicle in construction site. * (c) Operation Stage Unrestricted access to the bridge and other extraneous activities on the road is hazard. Certain a safety precautionary measures as restriction of unauthorised access on bridges, banning to the of extraneous activities on the bridges, and sticking to the traffic management plans will reduce the risk of accidents. * 9.3 Environmental Management Plans (EMPs) * Standalone Environmental Management Plans have been prepared for each bridge and intended to become are 0 a part of the contract documents so that implementation of all the environmental measures can be ensured. A brief introduction to the project with a and its context summary description of the project corridor along with anticipated impacts added has been to each plan. The implementation actions, responsibilities and timeframes specified have been for each component and adverse impact anticipated. Separate sections the monitoring detail out plan, a comprehensive monitoring system and budgetary estimates bridge. for each * * z~~~~overnment of Uttar Pradesh, Public Work~s Department, Lucknow, India 9-12 Environment Impact Assessment Operations Research Group 9.3.1 Monitoring Plans The purpose of the monitoring programme is to ensure that the envisaged purpose * of the bridges are achieved and result in desired benefits to the target population. To ensure the effective implementation of the EMP, it is essential that an effective monitoring programme be 0 designed and carried out. The broad objectives are: * To evaluate the performance of mitigation measures proposed in the EMP; * To evaluate the adequacy of Environmental Impact Assessment; * To suggest improvements in management plan, if required; * To enhance environmental quality; and -- * To satisfy the legal and community obligations. Various physical, biological and social components identified as of particular significance in affecting the environment at critical locations in various stages of the project have been suggested as Performance Indicators (Pls) listed below shall be the focus for monitoring. * Air quality w.r.t SPM, RSPM and CO; * * Water quality w.r.t DO, BOD and Coliform count; * Noise levels around sensitive locations; and * Replantation success / survival rate. The monitoring plans during construction and operation stages have been described in detail in the respective EMP documents for each of the bridge. For each of the environmental components, the monitoring plan specifies the parameters to be monitored; location of monitoring sites; frequency and duration of monitoring. The monitoring plan also specifies the * applicable standards, implementation and supervising responsibilities. * 9.3.2 Reporting System The Monitoring and Evaluation of the management measures envisaged are critical * activities in implementation of the Project. The rationale for a reporting system is based on accountability to ensure that the measures proposed as part of the Environmental * Management Plan get implemented in the project. The reporting system envisaged as part of the UPSRP-II is dealt with in detail in Chapter 10. 9.4 Emergency Response Procedure 9.4.1 Introduction Emergency situations 0 may arise at Bridge Sites, approaches, riverbanks and in active channels of rivers. The scenarios will be different in operation and construction phases. In the present section the possible emergency situations have been identified and procedure to control have been elaborated. * 9.4.2 Type of Emergency / Disaster At Bridge Construction Sites The type of emergency /disaster possible at bridge sites during construction and operation phases are as given below: * Fire * Explosion * Oil Spillage 0 * Spillage of toxic chemicals due to accidents * Electrocution * Sudden release of water from upstream barrages * Storm / typhoon * Falling of objects while working on super structures and foundations simultaneously Government of Uttar Pradesh, Public Works Department, Lucknow, India 9-13 *0 0~~ 0 Environment Impact Assessment Operations Research Group 9.4.3 Identification of Accidental Areas At Site The areas potential to accidents are as given below: Construction Camp - Fire, oil spillage, electrocution, Bitumin Spillage Bridge Construction Site . - (a) Submergence of site due to sudden release * from upstream barrages * (b) Fire/ accident due to welding at super structures (c) Electrocution Approaches - Fire, release of flammable / toxic chemicals due * to road accidents 9.4.4 Emergency Preventive Measures * Following preventive measures will be adopted to avoid occurrence of accidents: - The bridge and approaches design and construction are as per national and intemational * codes applicable; * - Provision for adequate access ways for movement of equipment and personnel will be kept at bridge construction site and at construction camp; and - Minimum two numbers of escape gates at respective camp sites will be designated for * safe passage of personnel during emergency. * 9.4.5 Level of Accidents If there is any disaster either at either of the bridge sites or at camp due to any reason, the level of accidents from damage point of view may vary. The level of accidents considered in disaster management plan are summarised below: * Level I - Operator / Worker Level; * Level 11 - Local Community Level; Level III - Regional / National Level, and Level IV - intemational Level. Out of the above only level I and level 11accidents are anticipated at bridge (construction * sites) and construction camp sites. * 9.4.6 Critical Targets During Emergency * a) Level I Accidents Under this level accidents will happen due to fire, oil spillage, electrocution, welding related minor accidents, etc. This level has maximum probability of occurrence and will affect workers in close vicinity of accidents and accidents will be controllable by operator / workers themselves. * sGovernnment of Uttar Pradesh, Public Works Department, Lucknow, ind!a 9-14 * *.._1 1 1 1 1 1 1 1 1 11S Environment Impact Assessment Operations Research Group * b) Level 11Accidents * Accidents of this level can occur in case of sudden release of water from upstream barrage, fuel oil storage tank at camp on fire, sudden accidents of LPG tankers at bridge * sites, etc. The probability of occurrence of this level of accidents is very low due to inbuilt safety devices at construction camp, machinery and equipment. Adequate fire fighting equipment will be deployed at fuel oil storage site of camp as chief * controller-of explosive-while-giving licence to store flammable- material specifies-protection measures as part of licence. 9.4.7 Site Emergency Control Room In order to control the disaster more effectively a Site Emergency Control Room (SECR) will * be established at camp site. Facities planned to be provided at SECR are given below: - Construction Camp layout showing various material storages - Location Map of Bridge Construction Sites - Internal Hotline Numbers - Extemal Mobile Phone Numbers - Public Address System - List of dispensaries and registered medical practioners around camp sites - Muster Roll of Employees - Torch Lights * - Phone numbers of PWD officials at Bareilley (for Kachhla Bridge) and Mathura (for * Yamuna Bridge), Badaun and Mathura districts administration - Notepads and ball pens to record message received and instructions to be passed through designated persons One room at contractor's camp will be designated as SECR. In this room all information explained will be displayed. There will be regular testing and updation of the On Site * Emergency Plan by conducting periodic mock drills- The deficiencies will be noted and necessary amendments will be done. 9.4.8 Safety Officer One person of Deputy Project Manager Rank will be designated as safety officer. 9.4.9 Managing Emergency (Control Plan) a) During Construction * Coordination among key personnel and their team for construction and operation phases has been shown Figures 9.4 and 9.5. The emergency organisation will be headed by emergency leader called Site Main Controller (SMC) who will be the Project Manager of the contractor executing the construction job. In his absence senior most person available at site will be emergency * leader till arrival of project manager. Government of Uttar Pradesh, Public Works Department. Lucknow. lr.:ia 9-15 * S * Environment Impact Assessment Operations Research Group Besides the top official described in above rest of the employees will be divided into three action groups 'A', 'B' and 'C' and non-action group -'D'. Team 'A' will consist of group staff already working prior to accident at site, action 'B' will comprise group of people not affected and doing some other construction activity in the vicinity and action team 'C' will * consist of supporting staff. These mainly be security personnel at camp sites. Group 'D' will consist of persons not taking part in control of emergency. These will be staff of supervision consultants, outside personnel and contractor personnel not taking part in control. * Team 'A' comprising staff of affected section / location will be taking up the action in case of emergency. Team 'B' will help team 'A' by remaining in their respective sites ready to comply with specific instructions of SMC. Team 'C' consisting of supporting staff will help team 'A' as required and directed by team 'B'. Group 'D' will be evacuated to safe region * under supervision of team 'C'. * b) During Operation The Executive Engineer PWD Kanpur circle will prepare an on site emergency plan based on organogram suggested. The possible accidental scenario vill be fire / explosion / * spillage at bridge site. * 9.4.10 Rules and Responsibilities of Emergency Team * a) Site Main Controller (SMC) The SMC will be project manager (construction) and he will be emergency leader. He will assume absolute control of the site and shall be located at SECR. b) Incident Controller (IC) * Incident Controller shall be designated safety person at site. He will go the scene of emergency and supervise the action plan to overcome or contain the emergency. He will 0 inform progress on control of emergency to the project manager. * c) Irrigation / Water Resource Department 0 Local office of irrigation / water resources department will inform / communicate to PWD and project manager about release of water in the river in upstream of proposed bridges. Though upstream barrages on both rivers are at more than 70km distances. * d) Executive Engineer PWD The respective Executive Engineers PWD (Bareilley and Mathura) and their office staff will closely monitor the emergency control. In case project manager feels that help is needed from civic bodies for the control of incident he will inform to the concemed Executive Engineer who in turn will request to district administration for help. * e) Emergency Security Controller * Emergency Security Controller shall be senior most security person at camp site. In case emergency occurs at bridge site the security staff will move to bridge site. The role of * security controller will be to direct outside agencies (fire brigade, police, etc.) and prevent general public to enter site of emergency. Government of Uttar Pradesh, Pubiic Works Department. Lucknow, India 9-16 S~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations-Research Group 9.4.11 Outside Organisations Involved In Control of Disaster In the event of massive spillage of toxic, chemical flammable material from tanker at either of the bridge sites, or fuel oil or bitumen spillage at camp sites, occurrence of severe fire at camp sites or bridge construction sites, population and property may get affected. In such * circumstances help will be taken from outside agencies. The organisations that shall be involved are as follows: | * a) State and Local Authorities : District Collectors of Mathura for * Yamuna Bridge, Badaun and Etah districts for Ganga Bridge, Revenue Divisional * Officers of the above mentioned districts b) Environmental Agencies : Member Secretary UPPCB, represented By regional office environmental engineers * c) Fire Department : District Fire Officers Mathura, Badaun / Etah d) Public Health Department : * District Medical Officers Mathura, Badaun / Etah * * Residential Medical Officer of PHCs e) Local Community Resources : * Regional Transport Officer * * Divisional Engineer Telephone 9.4.12 Emergency Control Procedure * a) Spillage of Fuel I Bitumin at Camp Site In the event of spillage of bitumen or fuel at camp sites the operator / person noticing it * will inform to project manager. The project manager will instruct the action team 'A' who will be hotmix plant operator, WMM plant operator, etc. to contain the spillage. The spilled material will be recovered as far as possible. The non-recoverable portions will be absorbed in sand or GSB and will be disposed off as per provisions of Hazardous Waste * (Management and Handling) Rules, 1990. * b) Spillage at Bridge Construction Site * In case spillage of bitumen / fuel oil or any other toxic material occurs at existing bridge or proposed bridge construction site, the project manager will send a suitably formed action * team 'A' at site of spillage along will few truck load of sand / GSB. He will also inform executive engineer PWD about the incident. The action team will control the spill and recover spilled material as far as possible. The un-recovered spilled material will be absorbed in sand or GSB and will be disposed off as per provisions of Hazardous Waste * (Management and Handling) Rules, 1990. c) Fire at Construction Camp/Bridge Site On noticing the fire the staff member of contractor will inform project manager. He will * form an action team 'A' and will send them to the site. In case fire is at camp site the personnel of concerned section will extinguish fire with fire fighting equipment locally * installed. The project manager will request PWD for external help if he feels. Non-action staff members will be evacuated to safe places through pre-decided escape routes. * Government of Uttar Pradesh, Public Works Department, Lucknow, India 9-17 . . 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Environment Impact Assessment Operations Research Group * d) Cleaning of Hydraulically Operated Equipment Close to River * The contractor will submit method of statement to the engineer for cleaning of hydraulically operated equipment at bridge site. The engineer will ensure that method of statement is practicable and contains communication procedure with the operator and cleaning person, adequate and safe arrangement to work, presence of site safety in charge at the time of cleaning, etc. The supervision consultant will ensure compliance of method of statement. The hydraulic fitness of equipment will be ensured by * supervision consultant through verification of hydraulic test-certWficate. * e) Spillages In Water Way During Construction There are chanles of spillages of construction material during construction of foundations and super structures. In the event of spillage the contractor will prevent spread in * upstream and downstream by putting some barricades in the form of inflated boom and the spillage material from water surface will be recovered as far as possible. In case water is contaminated the flow from upstream will be suitably diverted and contaminated area will be isolated. This will be possible because construction on super structures and foundations is planned during lean season. The contractor will submit a method of statement for this scenario and supervision consultant wiil approve it. * f) Welding on Superstructures * The welding at superstructure will be ensured through proper scaffolding. The welding will be done during day-time. The use of welding shields will be ensured. g) First Aid and Medical facilities The contractor will make arrangements of first aid boxes in adequate numbers at camp sites and at bridge construction sites. In order to ensure timely medical aid he will have an arrangement with local PHCs/hospitals to transfer to victims. h) Falling of Objects While Working on Super Structure and Foundation Falling objects may cause injuries while working simultaneously on super structures and foundations. The contractor will ensure working at these locations with personal protective equipment (PPE) such as safety helmets, gumboots, etc. The safety officer of contractor and supervision consultant's environmental specialist will ensure use of personal protective equipment. * 9.4.13 Emergency Exit and Escape Routes The emergency exit or escape routes will be marked on construction camp layout once camp is fully established. These routes will be fully explained to all personnel during training sessions. * 9.4.14 Training on Emergency Aspects The supervision consultant will organise hands on training on emergency and hazardous aspects. The contents of this training will include 'possible hazards at camp and site due to handling, storage and construction activities. Control Procedures, provisions of hazardous (Waste Management and Handling) Rules and Manufacture Storage and Import of Hazardous Chemical Rules'. The emergency control procedures will also form part of training. - * Government of uttar Pradesh, Public Works Department, Lucknow, india 9-18 . Environment Impact Assessment Operations Research Group 0 * I Project Manager | Executive Engineer, PWD Local Irrigation / Water (Ganga Bridge / Yamuna Bridge) Bareilleyi Mathura Resources Deptt. . Communication Team Advisory Team Emergency Coordinator * Manager Finance * Incharge Road Works * Environmental and Safety and Administration * Incharge Superstructure Officer (Desionate) Incharge Quality Assurance * g~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~r Action Team 'A' Action Team 'B' Action Team 'C' * - Incharge Affected Sites - Staff and Technicians of - Staff not Involved in neighbouring Sites to Help Emergency Team * - Operators/ Technicians of Action Team 'A' Drivers, Contractor, Affected Sites Labour, etc. * Figure 9.4: General Coordination Among Key Personal (During Construction) 0 0 * * Government of Uttar Pradesh, Public Works Department, Lucknow, India 9-19 Environment Impact Assessment Operations Research Group - * | ^ ~~~~~~~~~~~District Magistrate L District-Magistrates 0~~~~~~~~~~~~~~0i* | ~~~~~~~~~~~MathuraDistricts r- LBd~n t~~Ds~it Water Resources / Executive Engineer, PWD * [ Irrigation Deptt. Mathura I Bareilley * | Fire Department Revenue Officer Public Health Environmental Social Department Agencies Organisations Figure 9.5: Coordination Among Key Outside Agencies 0 0~ ~ ~ Gvrmn fUtrPaeh ul ok eatet uko,Ida92 - 0 1. 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~- 0 0 0 0 0 0 0 0 0 0 0 S 0 0 0 0 0 S 0 0 0~~MLMNAINARNEET 0 0 0 0 S 0 0 Environment Impact Assessment Operations Research Group * 10.0 IMPLEMENTATION ARRANGEMENTS FOR BRIDGES * 10.1 Preamble As mentioned in previous chapter the planned bridges are part of Phase 11UPSRP II project. e The implementation and construction of bridges will also be along with Phase II implementation. Keeping this in mind the implementation arrangements explained in Phase II EA have been explained. 0 The chapter also covers the roles and responsibilities of the various institutional players involved in the implementation of the project. Based on the analysis of the existing setting, 0 further institutional strengthening for ease of implementation of the environmental component of the project has already been recommended in environmental assessment of Phase I and * Phase II. It describes the set-up required to implement bridge project, reporting system and training needs to ensure that the environmental expertise is internalised at the UPPWD for bridge related environmental issues as well. * 10.2 Mandate of the UPPWD * The UPPWD is responsible for the road network in Uttar Pradesh. It is charged with the up gradation and maintenance of just over 184,000 km of roads in the state. These consist of National Highways not vested in the NHAI, State Highways, Major District Roads and other roads. At present, of the 112803 villages in UP, only 58565 are connected by metalled roads. Therefore, there is a need for connecting the remaining villages to the road network too. In addition, the new road policy adopted in 1998 envisages the renewal of 1/3 length of National Highways, 1/5 length of State Highways, 1/6 length of Major District Roads and 1/8 length of Other District roads and Village Roads to be renewed every year. 0 The UPPWD has extensive experience in bui:ding and maintaining roads over the years. The UPSRP-11 consisting of nearly 1000 km of up gradation and 2500 km of major maintenance of roads with assistance from the World Bank will require commitment of dedicated staff and resources to ensure smooth implementation of this category 'A' project. The organisational * set-up of the UPPWD and modifications required in order to meet these new challenges have been discussed in detail in environmental assessment documents of Phase I and Phase II. 10.3 Existing Institutional Arrangements The present UPPWD set-up consists of an Engineer-in-Chief who heads 23 chief engineers, a chief architect and staff officers at the headquarters. One of the chief engineers is responsible for World Bank assisted projects. It is under her/his office that the Project Implementation Unit * has been set up for the Uttar Pradesh State Roads Project-Il. * 10.3.1 Chief Engineer (World Bank) and the Project Implementation Unit (PIU) The Chief Engineer (World Bank) is responsible for the successful implementation of the of the project. The chief Engineer (World Bank) office has Project Implementation Unit (PIU). The PIU has a team comprising of 2 Executive Engineer and 8 Assistant engineers dedicated to the PIU for the duration of the project. One of the assistant engineers looks after the environmental aspects while the other looks after the social aspects of the project. The PIU is also assisting Chief Engineer in procurement for Phase II. Phase I procurement has already been completed. Environmental set up PIU is given below: * Government of uitar Pradesh, Public Works Department. Lucknow, India 10-1 0 *0 0 1. rEnvironment Impact Assessment Operations Research Group * | ~~~~~~~~~~ChiefEngineer (World Bank) | Assi*tant Engineer (1) Assistant Engineer ( Assistant Engineer (1) ssi3tant| Asisan Enginee (1) * (I/C Environment) (I/C R&R) (Assistance to PD) * 10.3.2 Project Co-ordinating Consultants * The Project Co-ordinating Consultants were appointed to assist the PIU during project preparation. The Environmental and Social experts of the PCC were responsible for the * preparation of EA as per the ToR approved by the World Bank. The major inputs of the PCC will have been completed after appraisal of project. 10.3.3 Supervision Consultants * The PIU has appointed Supervision Consultants for the implementation of phase - I to assist the PIU during construction stage. Two supervision consultants for Phase II shall also be appointed. The Supervision Consultants will assume the role of the Engineer and will have the powers and responsibility for the approval of bills, etc. normally vested with the dient _ These consultants will be selected through Intemational Competitive Bidding (ICB) as followed in phase I and it is expected that they will have substantial capability to supervise the _ implementation of the environmental component of the project as part of their assignment Implicitly, the construction supervision consultants are expected to have specialists to advice _ on and co-ordinate implementat on of the measures developed as part of the Environmental Management Plans for individual routes and proposed bridges. The supervision consultants * will be appointed to supervise Ganga and Yamuna bridges construction. * 10.3.4 Non-Govemmental Organisations * The provisions envisaged in the RAP shall be implemented by Non-Govemmental Organisations contracted for the purpose by the PIU. Their brief is to monitor the progress and implementation of the proposed measures. A representative of the NGO will also be a part of the District Level Committee which will decide the replacement value of land and * properties to be acquired. One representative of the NGO will also be a part of the Grievance Redressal Committee for each district. The environmental responsibilities of the NGO's * include the facilitation of formation of self-help groups in villages which will supervise the cleaning of drains and maintenance of road-side plantations. Two NGO's shall be procured * for Phase -Il and they shall assist in R&R activity conceming the bridges. * 10.3.5 Technical Auditors For the major maintenance component, the PIU will be assisted by technical auditors. Since the environmental concerns along maintenance corridors are few, the environmental expertise required for these will be limited. However, it is expected that the Technical Auditors, who are to be procured under National Competitive Bidding, will have sufficient staff, albeit part-time to ensure that the provisions of the Environmental and Social Management * Plan (ESMP) are implemented in letter as well as spirit along all the routes under major maintenance. Government of Uttar Pradesh, Public Works Department, Lucknow, India 10-2 . I Environment Impact Assessment Operations Research Group * 10.3.6 Contractors * The execution of the works will be responsibility of the contractor. It is expected that the environmental measures will also be implemented by the same contractor who executes the * bridge works. This will ensure that the construction of the bridge and mitigation designs will progress smoothly and efficiently. It follows that the contractor has enough environmental/social expertise to incorporate environmentally-sensitsed construction practices. As executioners of the EMPs the contractors are expected to follow the letter and spirP of the specifications. Though each contractor will have a set-up for executing works specified in the EMP, it is expected that a certain portion of its staff will have enough environmental awareness necessary for the successful completion of the works entrusted. * 10.4 Need for further Strengthening This has been discussed in detail in Environmental Assessment documents of Phase I and Phase II. * 10.5 Proposed Set-up for Bridge Construction * The proposed set up for project envisages strengthening the environmental component of the PIU and also ensures that sufficient staff is deployed from the other related agencies too, in order to implement the provisions of the Environmental Management Plan on the ground as envisaged. 10.5.1 Project Implementation Unit (PIU) The existing capabilities and manpower of PIU and needs for strengthening have been covered in details in Environmental Assessment of Phase I and Phase II. * 10.5.2 Implementation Arrangement For Bridge Project The Implementation arrangement for bridges has been given below: * ~~~~~~~~~~~~~~~~~~~~~~ChiefEngineerl * ~~~~~~~~~~~~~~~~~~~~WorldBank (Road) Project .~~~~~~~~~~~~~~~...... * . SE Bareilley Proiect Director Contractors Supervision Executive Engineer NG2J4* (Yamuna BridgeI l [ Ganga Bridge) BGangaYamuna 0 | AE AE Assistants * | Social Environmental. Architects - Government of Uttar-Pradesh, Public Works Department, Lucknow,-india 10-3 - 0 1-.0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Ernvironment Impact Assessment Operations Research Group * 10.5.3 Construction Supervision Consultants The supervision consultants will assume the powers and responsibilities of the Engineer for l the UPSRP-11 upgradation routes as well as planned major bridges and assist the PIU in implementation. It is expected that the supervision consultants will have the necessary capability to supervise the implementation of the environmental measures proposed in the EMPs of respective bridges. The Construction Supervision Consultants to be selected l through ICB are expected to have the in-house-capacity to advise on-and-supervise e implementation of the EMP. For this purpose, it is expected that the Construction Supervision * ' Consultants will employ a full time Envirormental specialist. * 10.5A Contractors * The Contractors too will have to employ Environmental Engineer/s. The best situation would be the use of Civil Engineers with electives in environmental engineering during the final year to supervise the environmental aspects. Their duty will include the proper construction and maintenance of the facilities for the labour camps, ensuring that proper environmental safeguards are being maintained at borrow sites and quarries from which the contractor procures material for construction. In addition, they will have to ensure that proper facilities are available for the monitoring of ambient air quality and collection of water and soil samples as provided for in the environmental monitoring plan. 10.5.5 Technical Auditors * The technical auditors will perform similar functions as the Construction Supervision Consultants for major maintenance packages. However, since the environmental impacts of the proposed works are limited as compared to upgradation, the involvement of environmental specialist(s) will be much less in major maintenance works. 10.5.6 Other Agencies The other agencies involved in project activities includes the NGO procured for the * implementation of the RAP. The same NGO will be given the responsibility of creating self help groups envisaged here for the maintenance of the drains and plantation (in close co- ordination with the Forests department). The NGO will require some professional assistance, especially for explaining to the local people the importance of the proposed activities to * ensure that they are willing to participate in these community based initiatives. Occasional surprise monitoring by the local UPPCB officials may also be of advantage at hot-mix plant * locations to ensure that they comply with the relevant discharge norms. It Is envisaged that one of the NGOs appointed for Phase II will also look into implementation of RAP of * bridges. The draft terms of reference for Supervision Consultant's Environmental Specialist are given below in Box 10-1. * * 10.5.7 Facilities for the Environmental Cell Requirement of facilities for environmental cell has already been discussed in Environmental * Assessment document Phase I and Phase II. * 10.6 Environmental Reporting System * Monitoring and Evaluation are critical activities in implementation of all projects. Monitoring involves periodic checking to ascertain whether activities are going according to the plans.. It provides the necessary feedback for project management to keep the program on schedule. Government of Unar Pradesh, Public Works Department. Lucknow, India 10-4 . 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ * Environment Impact Assessment Operations Research Group 0 Box 10-1: Drft Termns of Reference for Su"ErVnslon Consultant Eviron Speq!allit- i&sonCnutt' The Uttar Pradesh State Roads Project (UPSRP-I1), financed by the World Bank, Integrat& i environmental and social issues In the planning and design of the Highway. Two major-bridges on d6anga and Yamuna rivers are also part of UPSRP II. An Environmental Management PFii" * (EMP) has been prepared and Is integrated In the technical specification and contra - documents. Environmental and Social management Plan (ESMP) has been prepared forsie. * works to be taken as a part of major maintenance on RMC routes on which the bridges4at planned. The prime duty of the Environmental Specialist is to supervise the implementatioru'd lb the EMP by the Contractors and to ensure that the day-to-day construction activities are carried out in an environmentally sound -and sustainable basis. The scope includes' * development of environmental procedures and good construction practices, development and delivery of training programmes etc. QualificaUons and Experience. _ . *,_ ^ *,~.~r--. , ^,*,>* * A vil engireer pref * Aith postgraduate, seializaIon Ineriqironmental englneering i * .~ f5'year,,i6 fratf wo rISnce related to.'ine ifoplbfivir6nmr:ental andso Issuesh,the designi, 'consitiicion .and operation,of transpori -projects. Experience constr on riianagement and operational rnainance of highways Is preferred. *c palDD u*e, -;s.-' ... : -.. ' * HlS rse thi imnlsmentation of the EMP and ESMP for project route by the Contract . Holdregular co-nsultatri6 meetings with the Mssitant Engineers of the Environmen, ,hin,he PIU, UiPPWD. .. ,_ 0 * Review the Contractors' Environmental Implementation Plans to ensure compliance with the Environmental Management Plan (EMP) and ESMP. * . Organise periodic environmental training programmes and workshops for the staff of the Contractors, Construction Supervision Consultants and the Project Implementation Units * .¢{P!U r - s - ' N(PIU). . Develop good practices construction guidelines to assist the contractors in implementing * . the-EMP and ESMP. . MonKdr tree plantation programmes and the periodic environmental monitoring (air, noise, * water, etc.) programmes to ensure compliance with the State requirements and the EMP and ESMP. * Prepare and submit regular environmental monitoring and implementation progress reports. By contrast evaluation is essentially a summing up, the end of the projects assessment of * whether those activities actually achieved their intended ends. The reporting system will operate linearly with the contractor who is at the lowest rung of the implementation system reporting to the Supervision Consultant, who in turn shall report to the PWD. All reporting by the contractor and Supervision Consultant shall be on a quarterly basis. The PWD shall be responsible for preparing targets for each of the identified EMP activities. All subsequent reporting by the contractor shall be monitored as per these targets set by the 0 PWD before the contractors move on to the site. 0 The compliance monitoring and the progress reports on environmental components may be clubbed together and submitted to the UPPWD on monthly and quarterly basis during * construction phase. This is being followed presently for Phase I. The operation stage monitoring reports may be annual or and monthly biennial, provided the Project * Environmental Completion Report shows that the implementation was satisfactory. Otherwise, Government of Uttar Pradesh. Public Works Department, Lucknow, India 10-5 0 0 *. 0 Environment Impact Assessment Operations Research Group the operation stage monitoring reports will have to be prepared as specified in the said * Project Environmental Completion Report. During the implementation phase the format of progress report (Quarterly t monthly) as being followed presently for phase I will be used. It will clearly highlight which items of EMP could not be complied with and why? The intention of the compliance report is not to suppress 0 these issues but to bring out the circumstances and reasons for which compliance was not possible (such as jurisdictional issues). This would help in rationalizing the implementation of * the EMP during the remaining duration of implementation. Solutions for further effective implementation should also come out as a result of the compliance monitoring reports. Responsibilities for overseeing will rest with the Supervision Consultant's staff reporting to the * PWD. Capacity to quantitatively monitor relevant ecological parameters would be an advantage but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures as per the EMP. Photographic records will also be established to provide useful environmental monitoring tools. A full record will be kept as part of normal contract monitoring. Reporting and * Monitoring Systems for various stages of construction and related activities have been proposed to ensure timely and effective implementation of the EMP. * The reporting system has been prepared for each of the stage of road construction namely: * * Pre construction stage * * Construction Stage * Operation Stage * This reporting shall be done through: * Reporting by the Contractor to the Supervision Consultants * * Reporting by Supervision Consultants to PWD The stage-wise reporting system is detailed out in the following Table 10.1. _0oeneto ta rds,Pbi WrsDprmn,Lcnw ni 0 - 0 Environment Impact Assessment - Operations Research Group * Table 10.1: Stage-wise Reporting system of Technical Auditor * ! | ] Supervision Project World ; i Contractors Consultant Implementation | Bank * o i -t-~~~~~~~~~~~~~~~~~------,------! ----'--- '---- * j zE E i; g ~~~~1mI. (SC~ ~~iS Team in PW ° (WB), _ CONSTRUCTION PHASE _ _ _ Ew a00 0. Ei 0 0 0 > *~~~~~~~~~~* U. .ofMoiorn E - TE .-- 3: 0 = T I ------* - . - - - - _ _ I ~ ~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~-.------CONSTRUCTION PHASE * ~~~~~~~~Monitoring f- of construction Before start Quarterly Quarterly Half yearly * ~~~~~~~~~~Clsiteandandfye of work QursiteQarery construction * __ camp _____ Target sheet After After C2 for Pollution As required tonng Monitor Half yearly _ _ _ _ _ TargetMonitoring sheetI I ______*C3 |for roadside Monthly Quarterly Quarterly Half yearly Yearly plantation ___. . __ ___. -. * l Target sheet :for I * C4 monitoring Monthly Monthly Quarterly Half yearly ! Yearly of cleaning * ___ ~water bodies _ OPERATION PHASE 'A ~~~~~~~~~~Thrice Target sheet Asper Atr drn 01 for Pollution I monitoring monitonng I operation * i Monitoring ! plan peato .___._ ._._j_.____.__...... _ ... ___..__ ,_.___ ph as _Target sheet |Onceafter3 survival Ifor years of end 02 reportingreotn offAfter Quarterly monitoring Of I lconstruction Quarterly After *03 ', monitoring i Aftermoniarterly opeduring 1of cleaning phase * S~~~~~~~~water bodiesll The formats for the reporting of the various environmental issues through the various stages * of the project implementation are annexed to the individual EMPs. * 10.7 Procurement of NGOS and Other Agencies * UPPWD is already finalising the NGO's to implement the RAP provisions. UPPWD will procure the services of any other agency, such as educational institutions for surprise monitoring, if found necessary, during the implementation stage. One of the NGOs appointed will also look into implementation of RAP of bridges. * * * Environment Impact Assessment Operations Research Group 10.8 Training The training under UPSRP-11 has been devised with the objective of mainstreaming the * environmental concems into the day-to-day functioning of the organisation. Though there will be more intensive training for member of the staff directly involved in the project, the training intends that the environmental awareness will percolate through to other sections of thePWD too. Basic training on aspects such as environmental monitoring and sampling techniques, existing legislations, etc have already been covered as part of training programmes in Phase 1. Trainan_go'PWD officials associated with project is on going in Phase I. They Tow tave basic understanding of environmental issues in road construction. The phase 11training would be on advanced topics of environmental aspects. In this training some aspects pertaining to environmental issues associated with construction of bridge projects would be included. Keeping the above thing in mind training modules have been suggested in Table 10.2. * The supervision consultant of bridges will organise hands on training on emergency aspects for contractor work force and PWD. The contents have been elaborated in previous chapter. Table 10.2: Training Programme for UPSRP-II (Phase II) * S i TraInIng [ Mode of Environmental and Soclal No. of Tralning No. RecIpientsNo.iTrInIng RecipletB Trainingtraining , Aspects to be module covered Tlne;Tralnes ConductingAgency *1 * Environmental * Lecture * Environmental overview 80 Specialist staff of System * Environmental Regulations Trainers; 'Environmental * Workshops and Acts Supervision Cell * Group * Environmental management Consultants' Associated Discussion Plan Environmental * NGOs of * Short term * Environmental pollution Specialist/ Phase II in training associated with road projects Technical implementation course * Road Projects and Auditors and PIU staff Environmental issues associated . Environmentally sound with construction management construction * Bridge Construction and _ supervision of Environmental Issues Phase II routes * 2 . Phase II * Seminar * Environmental overview 20 Specialist supervision, . Workshop * Environmental Impact Trainers; consultant, * Lecturers Assessment Supervision contractors . Environmental Management Consultants' and technical Plan Implementation Environmental auditors * Environmental Regulations Specialist and Acts * *.Environmental pollution associated with road projects * * Environmentally sound construction management * Construction schedules vis-a- vis Environmental Issues in Bridge construction. . . 0 * ~~~~Government of Uttar Pradesh, Public Works Department. Luck~now. India 10-8 . . Environment Impact Assessment Operations Research Group N Training Mode of Environmental and Social No. of Training No. Recpients raining Aspects to be covered Tns Conducting * No. Recipients Training ~~~~~~~~~~~trainingmodule Tries Agency 3 * All PIU staff * Short term * Environmental Assessment 30 Specialist * and Executive training Report Preparation Trainers; Engineers and courses * Base line data analysis Supervision above PWD * Seminar * Impact Assessment through Consultants' officials various qualitative and Environmental associated quantitative technique Specialist/ with the projent a Environmental Management Technical Auditor and technical Plan Preparation auditors * Division of monitoring plans etc. * *eRiverEngineering and Environmental Issues. 4 * Collaborating * Multimedia * Environmental Overview 60 Environmental Govemment presentation * Environmental Regulations Cell of PIU, Agencies such * Information and Acts Supervision as Pollution Training * Environmental Pollution Consultants' Control Board, Environmental * Traffic and Specialistl Transport Technical Auditor Departments, State Forest Department * etc. and all staff of PWD * 5 * All staff of PIU * Short term * GIS usage in data acquisition 30 Specialist entrusted with training and EIA preparation Trainers environmental course * Advances Mathematical for related matters air and noise level predictions * Construction waste classification, segregation and safe disposal _ 6 * All staff of PIU * Short term * Solid waste (non hazardous) 30 Specialist entrusted with training disposal site design and Trainers 0 Environmental course selection criteria Related * Hazardous waste disposal . Matters site selection criteria and site design _ * Computerisation techniques ______for monitoring data. 7 . All staff of * Short term * Overview of 'Manufacture, 30 Specialist * entrusted training Storage and Impact of Trainers Environmental course Hazardous Chemicals Rules, * Matters 1989' and their applicability to road users (tankers) * * Risk Analysis and Disaster Management Plan (DMP) report preparation for tanker accident. *Vulnerability zone estimation * and mitigatory plans for *______tanker accidents * 0 Government of Uttar Pradesh, Public Works Department, Lucknow, India 10-9 0 . *0 . Environment Impact Assessment Operations Research Group S Trai'ning Mod Environmental and Social No f Training No. Recipients | Trining tobecovered Trainees Conducting * tt~~~~~~~~~~~~~~~~~~~n*1ifigmodule _____ Agency 8 * All PWD staff * Short term * Refresher training course on 60 Environmental cell associated course monitoring and compliances of PIU and with of mitigation measures. Supervision supervision of * Environmental management Consultants construction plan for major bridges Environmental *for Phase II ^ * Earthwork, material handling Specialist / routes-and in Brdge construction and Techmca; supervision Safe Storage of construction Auditors consultant materials. Environmental Phase II and Specialist Technical Auditor ______ * The total estimated costs for the training programme in Phase II is INR 6.00 lacs this has been * included in EMP of Phase II corridors. *0 . 0 * Goeneto0nrPaeh ulcWok eatet uko,Ida11 . 0 0 ''*t'", ts; *'4.. *-';s U'Ht'9 sr. °'w ; >. !; °'' - _ , . a 'V r' *07* V; 0 ix", A .*' H . A ,, * ! ; } f * ;, AS XVVVIJ , A t., t *) J; ^1HVl ) !V)) t?4r'Ifj+;; ; '''/ X ' - I' 4 4c'iji V.. 4 j% t t" s3 . .V . a . , I *'' an5.vr ' i A * ~ ~,1* ~ ~~~,, AVW' , V AN NQyEXUJV~.VS _ * I rE .i X~ P . 1 .4 0 a I.i'.V~ j A* V p~ .) 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 S S 0 0 S 0 S * ANNEX 1 GAZETTE NOTIFICATION OF MINISTRY OF ENVIRONMENT AND FOREST The ®aasette of,)Tdici EXTRAORD1INARY PLARTIL-flo S-46Oftctium0 *~~ b~~~~~~~~~~ ouu* %a~~~_1 ...... ~ _.~ U...... J %%UA...... L 3" IIA;.A...... _. .0 _I.. * _ q;~~~w* . t. _c.A .*v .. . . . *~q~r.%~1. u r. - .U , . 1 £ Wu1 W . w ? U-. s . 4 Jt t¶4 Jt 1 b t9.4) :? t l. : 2iz , U,v V *~~~~~~~~~a ! art wi W% W ulhvI i~ z 4 W%to l w~rsu'a v4fl,¶ aV~414 .A-t~ 'aqV~IWI~ I~ ~~~.~*V shVU.q -w NI -K -t i,mt, 4 IdS. I(WU A.* VT 3 ~I#4!419n) (1I4 WRti I * 'wt WW, d1 * A-i-i*ws:u8*j S~~~~~ iwiV--( , _* t)._ *;;eqrP%,^:5vI.)tiXit 1 whwv l -s; ,14A" *v iiTX)| v:; T'Niv". H1liztr*-? .- .-?@1t,9 *l 2*St OCJlt 1*.. ) ., Ct? . 0 0~~~~*tt' $ m ,a Cf4t ,'.,,2i;t J~i t .tS41tw '7~~A.4,-1A4t 1 . fr i.. ; rpT??>:;¢USt, t IG ', n, TN. r * 2 THE GAZMEEOF rNDIA EXTRAORDDIARY IPAAI U-SL-C 04,) IfO *'R tt 4 M v ,&,MA * .'ti. (IVeflR)41*U, ri t'bi, -41 w mtw:s,g n5w3v }a- ,2Olt34 F9-3. I ] * 1 1 1 L ' aW4 I VL41 60(at), nr(T? 27 '0,. 1"94 CM 7W`1 'tA di o7i.- .. it. 3S6(t^), rt 4 itt 1994, wtt. hla(M) lOft igat~, 1m, qrt.t 73(#), urOd 27 "wl7. * ~L~L III`I:t ).U 13 * AJdWher~ at dhasube Icuad that Small Scale liduaiaS UnitS. Mansng Pn tti kite bsoctnd widenn h cupat to tmrntitve and strengiinlg of Mlghways, and nioderniuation of existing Irrigation Prtojcts causc miiufil,l * 1 ,hupKti.bh on te cnvironen and people Imti' iAthd icauut. [lwIa the £OUaC Ipacts of such peec cam be asseaad on timeb~aiis nf(the nformajora provunci: t'7 * 11de pjojoc proposue to this M istry c>n nitled a public hcartiag Now. thc*r, the MbUowt, otingiction wiitthboI Central GrieinntTt _aiamd by St*-secaon propoacs to is mitxCzt;7c (Ap6n,cl (l) read cuhd (us<(j,ot n.)njst oni of the EftnOrnQ`ft I (?rOit:tta ALL.t I, (29 of I9M6) is bret,y siubhSh.d as ,rLurci under mli-tle (t) cf rin ot thicLnvvronr.mneni (Piutcwotr) Ruh,. I 'i(:f la (tJo inbrrtatio,nioall pVious liAcly tu liiTculett thereby. and umoucr is tavicty giwve tUwt tWc L.td &Af :iuiifijLijiluga w. be laken iaaocosidcritd n after the cxpir) ota peat of shxyv das from thcKdtc on a?jrhc .v6c oft!hc j-ctcuc of iI:JaI c_;az4 this vaificauon are nLAc avaiLable to thic . Any pers desirous or naking any objcctu'n or su&restioc in rcsPc%t Of the Aid ds;Inl ituliczjuon inay fonkurd the ''nitt in wvtnhn fc enn,., cra - :' *'. Cenint ; 'r cZLiL2iczd wittun th: pcnod suospecified io *t 5cc tl lMr, in n r irsut and tgiests, Pw2)avuran B,nsak. C G 0 Cnmpkx. It.i Road. Ncw D Ith-110 OOi L'IIAYr FROI'OSAJ. In tke said tat'ifitcton. in parWph 2. in sub-p£aVaph! an iticin t,) tI.c following shll x msrcfw.d at thi cn . ikweva, pLbitc himrinx u otorequirel ti tpeapct of Snali .kalte Industrial Uuits (ah dcfincd an thc flicustrtill Policy rtom tinc to tim), wsidtaiaig ard ftsiagihbohgof hip1mays, sinning projUcts (nWr rnincratsj %it it lase atea usp t to*art,five hL%=res Vnd ntoftr J offCast arum pr*)%s- (No Z-12u11/499-IA 13 DR V. RAJAGOPAIAH4 It. Soey Fet NOW-Th- Pncipal Not3ficaton was puMlostod vidc nunber S 0 60(E) drscd _ the 27th January, 1994 wajd etJqiient.yarriendcdide nuitier SO 3S6(E)datedl Ic4th May, 1994, SO. 311(h) dLted the 1997. S0 73(E) td ed the lth Ailril. 27tl Janwary. WOan S0. 1 1!'E) daacd the IIth D%kcern. 2(A 0 * ~~ ~~ ~ ~~~~~~~~~t bi, 11P' * * A-1-2 - 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 I. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ * (LA. I)I\'ISIO,1; Octobe 15, 1999. * t\iAs pCIII prov i'ioiIS uf dtic LIA N0Ii,,ic:i,, joi o257h' .'uwary. 9-.1 atid * Jii ;,,sidl.l t;1v 1(3'1,\1,,il, l ;)79tJ eii ViWuililicis III 1,igtiC;:;C.I ,;I II. cqui I,,,i projece:* t1x .t,.,opc,ct rcarelmiag to iuiiprov1.1 ciciU o.irl. nlIJii{Jii' \VI(I\i1In., -UId s(rcauthnimiU of ro;ids with miinargi I.i)d.Ia d aCqiitiuIl Iona. tal1 eIi;I'i * 'Jihlmllni'1ctls pivvided thq.y dotuot piaS Elht)ow'h :,c'.ilvtnsI1urC .jUC'1i ais natic.3l paics. sa:nIctuarics, ui,>t 1 i '&-r\ Z'i1 LcA'>:. 1' 1* * x~~~~~~1alov|]chll-led't UtIlm ml.111il:11 ;land k (ItSi': I-.l,"11 e;'.: . a,"}l;1' * cXCc.cdii,:i'. 'kt I31 widthl)i oO ,ia,c<& Q11o c :r, ikk. I) .,: CX,.;\ i. J)UL t u!ctclr. 1|i-1, *1 it is% !sc claificed t!; l"np.i' . '. iJ hc Irc'.tc . * ,I.~~~~~nll d ,On I I Isti''kt; ;110 xtWO I I C Ldi tI - '\IC \ III I v I:;l C"t; QII! I ;' ' I V1:' 111'II 0 * Ct)5.t ('111u' ts1"tIflivpikil:Cl C Is (('IfcrtS Cicln *1 .viuzlt S'c'1 c'1:i, \ ttj [i~i' (.u\ CJ i[iii ';i I r Ifh i, S~~~~~~~~~~~~~~~~~~~~ *0_ . _ _ . 'n-A .* . * ~~~~~~~~~~~~~~~~~~~~~~~A-1-3 . . *. 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ( 0 0 0 0 * ANNEXURE -2 * 0 0 0 0 0 0 0 0 * ANNEXURE -2 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE Questionnaire and Guidelines for Public Consultation * 01 Do you have any problem due to the existing road? * Q2 Have you heard of the project? If yes, what do you know about it? Q3 If, road has to be expanded, which side should the expansion take place and why? Q4 Whether bypass, via duct roads-, which is better alternative. Why? (Explain the meaning of each _ to the group) _ Q5 Why not the other two choices? Give reasons. Q6 Which option likely to cause minimum risk of accidents to the human beings? 07 If bypass, which side? Q8 If the widening of the road necessitates dislocation, where would you like to be relocated (Area)? *Q9 What form of compensation would you prefer? (Order of priority) if it is cash how much approximately? QIO What kinds of problems do you foresee in the process of relocation? 1. * 2. 3. * Q11 What are the possible solutions? Solution 1. * Solution 2. Solution 3. * Q12 What would be the suitable location for the construction of lay-bye? What kind of services should be provided at these lay-byes? (Explain the concept of lay-bye) Q13 What are the possibilities of shifting the temple(s)? And where to relocate? Q14 Any other issue you would like to discuss? _ Q15 What are the accidental black spots? Q16 Do you know that traffic will increase in future years and pollution levels also? What measures in your views should be taken to reduce pollution? Q17 Do you know that tree cutting will take place in COI? Q18 To compensate tree plantation which species you recommend? Q19 Do you know environmental enhancement measures are part of the project? These environmental enhancement measures include pond beautification, barriers for noise * protection at educational institutes/health facilities, construction of bus-bays, etc. Q20 Which are water-logged areas in your surroundings along the road? * Q21 Do you feel excessive noise at night time due to traffic? 022 What measures do you suggest for reduction of noise pollution? * Q23 Which portion of routes are prone to flooding and soil erosion? Q24 Do you know that by-pass will provide a big relief from pollution? * Q25 Do you feel congestion on road, if yes, at which locations? . 0 . * A-? 1 . *0 * Guidelines followed for conducting local level consultation * (After you reach the targeted village, try and meet village leaders or opinion leaders. Inform them about your purpose of visit and in short explain them the project. Request them to give some time to * the team from their busy schedule. Do not promise any thing to the potential PAPs even if you are provoked. If persisted, just inform them that you are here to assess the impact and discussion with * them will guide your minimise the impacts. Given below are certain guidelines, which will help you in discussion. Do not try to stick to this alone. In case something new comes up while discussing with the * PAPs, discuss at length. This is a mere guideline and not a questionnaire.) * (A) General Information 1. Name of the Route and Link 2. Name of the Village/Block/District 3. Landmark for identification of village _ 4. History of the village 5. Total population of the village, caste and religion wise distribution 6. Population of the village within ROW, caste wise and religion wise distribution _ 7. Major occupation followed by affected population 8. Major developmental activities carried out in the village since inception * 9. Age of the habitation along the road side 10. How road side habitation developed. [VVhile you collect this information, prepare the groundwork for Social and Resource Map * and with the help of another group request them to help you in preparation of the maps.] (B) Awareness about the project * No.NI' Issues Action Points * 1 Awareness regarding the project If they are not aware, tell them in detail what project is all about. * 2 Views of the PAPs with 1. Try and find out, whether people are in reference to the impacts of the favour of bypass or they are willing to give * roads up their houses. 2. PAPs concern with regard to shrines, burial grounds, trees, etc. 3. Concern regarding the compensation. 4. Concern of PAPs regarding roadside accidents (Safety Issues). 3 Effective planning and 1. Whether PAPs are willing to participate in implementation the process of identifying alternate site for relocation/bypass, etc. 2. Whether PAPs should be consulted before drawings of. the roads are finalised. 3. Process of Replacement of affected community properties. * 4 Migrating Tribal Groups FGD with the groups if encountered on the project route. (C) Tools to be Used Tools of consultation included Social Maps, Resource Maps and Group Discussions. Group 0 Leade, will ensure that during these exercises, consultation team will only facilitate and in no way w.ould interfere or try to influence the views of PAPs. While conducting group discussion. while cne person will ask questions, other person in the group will take notes. Size of the group shouiz be not more than 15. Remember to thank the PAPs after you finish your discussion. A-2-2 0 Note On Consultation With Pollution Control Board And Conservator Of Forests, U.P. 913/2000 * (Held at start of Phase I) * Along with Ms Sonia Kapoor of the World Bank and Mr Yadav (PWD), visits were made to the Department of Pollution Control Board & conservator of forests, U.P. The points discussed are briefly stated as under: * 1. Member secretary, U.P. State Pollution Control Board mentioned that in case of the national highways, a number of studies were made mandatory due to wider impact pollution (disturbance to natural drainage, air pollution, noise etc.) and also land acquisition / resettlement. In case of improvements to State Highways, this may not be necessary since the negative impacts will be * considerably less, though he shared the concern with us, they need to be instructed from the above in writing in absence of which they continue to insist upon sampling, data presentation and mitigation measures as per normal procedures. They agreed to present their views at the scoping workshop when the U.P. State Road Project Team would be in a position to present their outline. Time and venue will be intimated to them in due course. 2. The chief conservator of Forests, U.P., and his Dy. On World Projects discussed the forestry * issues threadbare making specific points related to forestry clearances: * Within Right of Way any improvements do not involve acquisition of forest land. Hence forest land issues are not involved; Where acquisition of land in forest areas is involved, a detailed study covering land area, soil * conditions, floral characteristics and the type of bio-diversity including rare / endangered species is required. A detailed questionnaire is to be filled up and measures for replacement planting including suitable land acquisition, plantation scheme, nursery raising, implementation, aftercare, budgeting provision with timetable for actions and undertaking to do so are required to be 3 submitted. A valuation of species lost is also required to be submitted; Actual clearance of forest is done only by the forestry department through their own procedures laid down for the purpose; i Roadside plantations are now declared forestry areas and their clearance requires approval from 3 the department; 40 % canopy cover, 5 hectare in hilly area and 20 hectare in plain areas comes under forestry purview. A booklet in Hindi giving the forestry conservation Act, 1980 (revised till October 1992) was given to the project road team. The Conservator of forests, also, mentioned that they would be pleased to attend the Scoping workshop and present their views/offer their comments, advice on matters relating to forestry clearance. The Project Team members mentioned that prior study of 3 guidelines and rules can influence the study and help to identify stretches/routes with minimum forestry problems. _ _ * A-2-3 3 X0