E499 Volume 2 ENVIRON MENTAL Public Disclosure Authorized AS SES SMENT Of the INLAND WATER TRANSPORT PILOT PROJECT Public Disclosure Authorized Public Disclosure Authorized

Prepared on behalf of October2001 Public Works Department Government of

Louis Berger International, Inc. in associationwith: SheIndia Associates, Inc. Consulting Engineering Services (I) Ltd. Public Disclosure Authorized Intercontinental Consultanits& Technocrats Pvt. Ltd.

FILECOPY ENVIRONMENTAL ASSESSMENT OF THE INLAND WATER TRANSPORT PILOT PROJECT October- 2001 Table of Contents List Of Abbreviations And Technical Terms Used * ExecutiveSummarv

v Exective SuSmmary

CHAPTER Page * No

1. INTRODUCTION 1.1 History Of Inland Water Trasport In Kerala I. 1 1.2 National Waterways 1.1 1.2.1 The National Waterways -HII. 1.3 State Watcrways 1.2 L.3.1 Development Constraints Of \Vatcnx-as In Kurala 1.2 1.4 Project Back Ground 1.6 1.5 Purpose Of Environimental Assessment Document 1.6

2. PROJECT DESCRIPTION

I2.1 Project Location 2.1 2.2 Project Influence Area 2.2 2.3 Project Objectives And Benefits 2.2 2.4 Scope Of The Work 2.3 2.4.1 Phase I (Project Preparation) 2.3 X 2.4.2 Phase It (Project Implementation) 2.4 2.5 The Proposed Improvement Works 2.4 2.5.1 Channel Design 2.4 2.5.2 Improvement Of The Navigation Channel (Dredging) 2.4 2.5.3 Bank Protection Rehabilitation Design 2.6 2 .5.4 Navination Aides 2.6 2.5.5 Jetties, Passenger And Cargo Terminals 2.6 2.5.6 Foot Bridges And Bridges 2.7 2.6 Detailed Studies, Surveys And Mapping Works 2.7 I 2.6.1 HydrographicSurveys, Mapping Works And Monitoring 2.7 2.6.2 Traffic Analysis For Identifying ''he Improvement Requirements 2.7 2.6.3 Passenger Vessels And Cargo Transport 2.7 * 2.6.4 Regional TransportConnectivity 2.7 2.7 Project Cost Estimates 2.9

1 3. PROJECTPOLICY, LEGAL AND REGULATORYFRAME WORK

3.3 1 World Bank Policies And Requirements 3.1 3.1.1 Environmental 3.1 3.2 Indian National And Kerala State Policies, Legal And Administrative 3.2 Framework l l I ENVIRONMENTALASSESSMENT OF THE INLAND WATER TRANSPORT PILOT PROJECT October- 2001 3.2.1 Indian National Framework 3.2 3.2.2 Social 3.4 3 3.2.3 Indian National Requirements For Environmental Impact Review 3.4 3.3 Institutional Framework Of Inland Water Transport 3.5 3.4 Legislation 3.6 I 3.5 Required State Level Clearances 3.6 3.5.1 State Level Coastal Zone Management Committee Clearance 3.6 3.6 Institutional Arrangements for the Implementation of Environmental 3.7 I ManagementAction Plan 3.7 Gaps in the Regulations 3. 7 4. APPROACH AND METHODOLOGY

4.1 Basic Approach 4.1 4.2 MalinConcerns 4. 1 *.3' Steps In The Process ' !

|5. BASELINE ENVIRONMIENTAL CONDIlIfIONS 5.1

5.1 General Setting 5 5.2 The Physical Environment S.1 e 5 ' 1 Topography.Soils And Geology 5.1 5.2.3 Ciiilnate 5.3 35-3 Water Resources 5.3 5.3.1 General Characteristics 5.4 5.3.2 Kayal 5.4 5.3.3 Water Quality 5.9 5.4 Flora, Fauna And Ecosystenms 5.17 5.4.1 Terrestrial Ecology 5.17 5.4.2 Aquatic Ecology 5.18 5 5 Air Quality s.2°

57 General Human Environment >__ 5 7..1 Population, inlcluding Tribal Peopil Ucnsideration 5.7.2 Socio Economic Conditions 5_26 3 5.7.3Land Use 5.26 5.7.4 Agriculture 5.27 5.7.5 Industry 5.28 3 5.7.6 Fisheries 5.32 5.7.7 Tourism 5.32 5.7.8 Public Services 5.34 I 5.7.9 Education 5.34 5.7.10 Health 5.34 5.7.11 Archaeological And Cultural Sites 5.35 I 5.8 Inland Water Transport In The Project Area 5.35 5.9 Existing Infrastructure And Facilities 5.37 5.9.1 KottayamVaikom (K V) Feeder Canal 5.37 l ENVIRONMENTAL ASSESSMENT OF THE INLANDWATER TRANSPORT PILOTPROJECT

5.9.2 -Changanaserry (Ac) Feeder Canal 5.37 5.9.3 Alappuzha- (Ak) Feeder Canal 5.38 3 5.10 Existing Navigational Aids And Communication Facilities. 5.38 5.11 Present Traffic 5.39 5.12 Present Passenger Traffic 5.40 5.13 Cargo Traffic 5.41 5.14 Present Nationalwaterways Scenario In The State 5.42

6. SIGNIFICANT,ISSUES, IMPACTrS AND POTENTIALMITIGATfION 6.1 MEASURES

6.2 General Setting 6.2 6.3 Impact on Physical Environment 6.3 6.3.1 Topography soils and gcology 6.3 v 6.3.2 Climate 6.4 Water Resources 6.4' 6.4.1 General Charactcristics 6.4 6.4.2 Vembanad Kayal, Link cnanals and cross canals 6.4 6.5 Sediment Test Results 6.5 6.6 Dredge Disposal Plan and Various Availabile Options 6.5 I 6.6.1 Impact On Water Quality 6.8 6.7 Flora, Fauna And Ecosystems 6.7 6.7.1 Terrestrial Ecology 6.9 6.7.2 Aquatic Ecology 6.10 6.8 Air Quality 6.11 6.9 Noise 6.11 6.10 General Human Environlment 6.11 6.10.1 Social Impacts 6.11 6.10.2 Population 6.12 6.10.3 Socio Economic Conditions 6.12 A.1 I 1-41WT..T Icl 6 ,1 CJ.t LamA o3,s - 6.10.5 ALriculture 6. 13 6.10.6 IldLIStr 6.13 6.10.7 Fisheries 6.13 6.10.8 Tourism 6.14 6.10.9 Public Services 6.14 6.10.10 Education 6.14 6.10.11 Health 6.14 6.11 Inland Water Trasport In The Project Area 6.15 6.12 Existing Infrastructure Facilities 6.16 6.12.1 Kottayam - (Kv) Feeder Canal 6.16 6.12.2 Alapuzha -Changanessery (Ac) Feeder Canal 6.16 6.12.3 Alapuzlha -Kottayam (Ak) Feeder Canal 6.16 I 6.13 ExistinigNavigational Aids Ansd Communication Facilities 6.17 6.14 Present Traffic 6.17 6.15 Present Passe-ier Traffic 6.17 l l ENVIRONMENTAL,ASSESSMENT OF TIIE INLAND WATFR TRANSPORT PILOT PROJECT * }October-2001 6.16 Cargo Traffic 6.17 6.17 National Water-ways 6.17

7. ANAI,YSIS OF ALTERiNATIVES 7.1

7.1 Waterways Prioritisation 7.1 7.2 Routes or Alignment Alternatives 7.1 7.3 No Action Alternative 7.2 I 7.4 Action Alternative 7. 2 7.4. 1 Other Design Actioni Alternatives 7.2 7.4.2 Analysis of Various Alternatives 7.3 7. 5 Filnal Selection of Ali2nment Alternative 7.3 S. C ONSUlJTATION ,il

x ! tj~~lroccdrc4!s Iz!oc 8. 1. 1 Consultations in General 8. 1 8.2 Oftficial Level Consultationts 8.1

* . 8.3 481 Reg8.ial Scop4i. Workshops 8.4 Project Specific Consultations 8. 3 384.1Consultations At Panchayat 8.4 1 8.4.2 Consultation At Aimanam Panchayat 8.5 8.4.3 Consultation Atarpookara Panchayat 8.6 8.4.4 C onsultation Al: Panchayat 8.7 8.4.5 Consultation At Kavalami Panchayat 8.8 8.4.6 Consultation At Ifhiruvarpp7u Panchayat 8. 10

*8 O Integration of Consultationi Process with the Impact tMitigation and Design .10 8.5.1 UJnacceptable Recommendations 8. 1 0 3 8 5.2 Acceptable Recommendations 8. 11 8.6 Public Disclosure of Environmiental and Social Documents 11I8

9. T'NVIRONAMENTAL ENHANCEMENTS 9 1

9.1 General Approach For Environmen-tal Enhancements 9. 1 | 9.2 Improvcd Sanitation Network 9.1 9.3 Water Quality Control 9.1 9A4 Introduction Of Privacy For Bathiiig Especially For Rural Wom-ianl 9.2 I 9.5 Facilities At Jetties 9.2 9.6 Terminal Facilities For Safe Disposal of Wastes 9.2 9.7 Soild Waste Collection and Disposal Facilities At Jetties 9.3 I 9.8 Sanitation Facilities For Selected House holds Along the Waterways 9.3 9.9 Banning of Polyirlene Bags 9.4 9.10 Waiting shed For Jetties Along Waterways 9.4 9. 1 I Environmllenital ANvareness Program 9.4 9.12 Introduction of Rest Houses and Eating Places 9.5 I ENVIRONMENTAL ASSESSMENT OF THE INLANDWATER TRANSPORTPILOT PROJECT October-2001 REFERENCES LIST OF PREPARERS

APPENDICES I LIST OF EXHIBITS

SL EXHIBIT TITLE NO NUNIBER

CHAPTER I INTRODUCTION

*1 1.1 Project Waterways in Relation to Waterways Of Kerala 1.2 Sections Of West Coast Canal

CI-t. PTER 2 PROJECT DESCRIPTION

1 2.1 Location Map Of Project Canals witlh iespect to lndia &- Kerala State 2 2.2 Project Waterways 3 2.3 K-uttanad (PIA) Showing Thanlnerlmlukkanand I Thottapally barriers 4 2.4 Sumrnnaryof Proposed Rehabilitationi Works 5 2.5 A typical cross section of Canal _ 6 2.6 Cross Section of a Typical Bund in the Region 7 2.7 Typical Canal Section With Marker Application And Navigational Aides. I Q, 2.8 Locationof Jetties Along Thc Proposed Waterways.

9 2.9 Location of Proposed New Landing Along Project Canals. 10 2.10 Lay Out Of Standard Terminal.

I12 .11 Road and Rail Connectivity of Pilot WVaterw%ays CHAPTER 3 PROJECT POLICY, LEGAL AND REGULATORY' 1-,RAEWOR

1. 3.1 Application Of Various Environmental Safe Guard Policies To IWT Pilot Project 2. 3.2 Environniental Clearances Required CHlAPTER 5 BASELINE ENVIRONMENTAI CONDITIlONS

1. 5.2 Erosion Plrone Areas Along Project Canals C 2. 5.5 Average Rainfall By District In The Project Influenlce Area (In' V1m) 3. 5.6 Rivers Draining To Kuttanad * 4. 5.7 KuttanadArea 5. 5.9 Sediment Sampling T-esting And Analysis For P-TeavyMletals And P'esticides l l l

ENVIRONMENTAL ASSESSMENT OF TIIE INLAND WATER TRANSPORT PILOT PROJECT *______October- 2001 6. 5.10 Concentration Of1Heavy Metals In Sedimenit Samples 87 5.11 ConcentrationOf Chlorinated Pesticides In Sediment | ~~~~~~~~~Samples 8. 5.12 Sanitation Practices AloDg The Waterwvays a ~~ ~~9. 5.13 Water Quality Sampling, Testing And Analysis | ~~~ ~~10.5.14 Analytical Report Of The Water Samples II 5-15 The Indian Tolerance l.imit Values For Different Water - | O~~~~~~~~~~ualityParametersAnd Different U se Patten7s 3 ~~~~12, 5.16 Mangiove Ecosystem In The Area 13. 5.17 Plants Of Economic Importance 14. 5.18 Kerala Ainbient Air Quality Standards | I ~~~~5. 5.1 9 Air QLualityIn Kottayam 16, 5.20 Ambicitt Air QualiLyAt ]17 locations n l ,@' >.27 ~~~~~NationialAnd Kerala Ambienit Noise Levtel St.undards

] } CAs0 <'.'i Comparativ e L-1And L !-Noise Starr arrds I J 5.24 AnawlysisOt' Moniitored ;Noise Daita | D(~~~~2 5.20Di Population Statistics Of Kerala Cornrared To In-dii | 9 l B~~~~~~.27 Pia Distticts: Area, Population. Tribal P'opulatioii Arld lDensity Per Scl KinlBy lEistrict- 1991 | 9'7~~~22 5. 30 Landlt.sc Characteristics 1InlAcl;tionl -10 WNater PollutioniIn The Area 23. 5.31 DistributioniOf Medium And Large Scale Inidustries In a ~~~~~~~~~~~KeralaOil 31.03.98 24. 5.32 Effluent Standards For Ruibber Industries 25. 5.33 fEffluentStandards For Pulp And Paper | ~~~~~~~~~(Large- Capacity Above 24,000 Tonnle/Year) 2 ~ ~~26 ~ ~5.34L Effluent Stanidards For Pulp And Payper l (Sniall - Up To 24,000 Tonine/Year) |~ ~~~~~7. 5335 EmissioniStandards For Pulp & Paper (L ar-c) l~~| ~~1 7~~~~8. 515.36 Emissionh ninTlrneLmtVle Standitids For Pulp And Piptfro ifrn ae 2' *37 Emission Standards For Cement In1dustry | {:)~~~~ 5.38 Tourist Arrivals In Anid Kerala COW)()) f z i ) ~ ~~Trenids In Literacy- india A^iidKerai.l 32. 4A Birtbh Death Anid Inifant MvortalityR.l ,s lInKrerala | ~~~ ~~335.41 Inland Water T rainsport In The IProject Area w ~~~ ~~34.5.42 EstirmatedTransport Capacity Of Thc Existling'Inland Fleet Z ~~~~35. > s1 Estimated Inland Water 1'ransport Passenger Anld Cargo * ~~~~~~~~~~~FlowsIn Alappizu:ha,Kottayanm And- Frniakulain- Districts, 36. 5.44 PassencgersRecor-ded In District StatielIls | ~~~ ~~37.1).5 Monltilly Passeinger Traffic On The Project Routes Frorn * ~~~~~~~~~~July1997 To June 1998 (In Thousaiids) 35.6 Total Passenoei- Tlffic Oni The Pioject Routes z l~~~~~~~~~~n1996-1998 (In Thousands) | 39 *57 l~~~~~~~~~~EstimuatedBJase Year Tr-affic OfnTht'- fPt-oje List lts Roads, Ac, And A! Feeder Canals 10. ;- EstimlatedCom1l70do(ity Flows Oni 'lic Wcc fiZIn 1A 96 ENVIRONMENTAL ASSESSMENT OF THE INLANDWATER TRANSPORT PILOT PROJECT October- 2001 CHAPTER 6 SIGNIFICANT, ISSUES, IMPACTS AND | POTENTIAL MITIGATION MEASURES 1. 6.A Estimated Heavy Metal Concentration For Dredgin, Perations | 2. 6.2 IWT Dredge MaterialQuantity Analysis CHAPTER7 ANALYSISOF ALTERNATIVES

I . 7.1 ChannelDimension Options * 2. 7.2 VolumesOf MaterialsTo Be DredgedFor The Selected Design Alternatives 3. 7.3 Relative Merits Of Various Cross Section Alternatives CHAPTER8 CONSULTATION

| 1. 8.1 Environmental And Social Scoping Workshops I 2. 8.2 ProjectSpecific Consuitation x Y Conllulraion At ,\'elivamndP.av;hn- ii For AC Canil ConmmentsAnd Suggestions I 4. 8.4 ConsultaionAt AimanamPanchavath For K" Canal Comments And Susggestions D. 8.5 Consultaion At Arpookara Panchavath For KV Canal Comments And Suggestions 6. S.6 Consultaion At Kainakary Panchayath For AC .AndA. Canals-Comments And Su.ggestions 7. 8.7 Consultaion At Panchavath For AC Canal I CommentsAnd Suggestions S. 3.8 Consultaion At Thinivarpu Panchavath For AK Cana ConmmentsAnd Suggestions CIIAPTER 9 ENVIROiNMi\ENTAL ENHANCEMENTS

1. 9.1 Enhancement Costs

I_ l l l I I ENVIRONMENTAL ASSESSMENT OF THE INLANDWATER TRANSPORTPILOT PROJECT October-2001

LIST OF APPENDICES

APPENDIX TITLE I NUMBER Chapter 1 Introduction 3 1 1.1 Existing IWT PotentialIn The country 2 1.2 List Of Tmportant Cross Canals And Link Canals. 3 123 Navigable Length Of Westward Flowing Rivers. | 4 1.4 Route Details Of State Water Transport Department.

Chapter 4 Approach and Methodology

4.1 Glimpses of Waterways Through Photographs

Chapter 5 Baseline Environmental Conditiolns

1 5.1 Indian Tolerance Limit For Various Water Qualitv Parameters. X 2 5.? Water Hyacinth-Control and Removal

Chapter 6 Environmental Impacts and Mlitigation

6.1 Typical Estimate For Waterways Maintenance Work 1 6.2 Environmental aspects of dredging

Chapter 8 Consultation

1 8.1 Official Contacts macie 2 8.2 Minutes Of All Three Scoping Work shops I .,...p, l l l Kerala State Inland Water Transport Pilot Project Environmental Assessment September 2001

EXECUTIVE SUMMARY The (GOK) through the Irrigation Department of Kerala (ID) has included much needed pilot waterways program to revive the neglected waterways sector of the State. The Inland Waterwvaysnetwork in Kerala under the Kerala State Highways Project * with inland water transport pilot project (referred to as the project). The World Bank and the Government of Kerala (GOK) are supporting the project if the loan application is approved; construction is scheduled to commence in late 2001. The project requires World Bank environmental clearance and approval before implementation can proceed. The project does not require Government of India Environmtental Clearance, as it is primarily on a reclaimed agriculture area and not included in the sensitive CRZ region of Kerala.

The Project The main developments envisaged are improvemients to the feeder canals iti the Alappuzha - * Kottayam Districts connecting with the National Waterway system. 'T'he feeder canals selected for improvement by dredging, provision of navigational aids, bank protection works, safety measures and encouragement of public and private sectors to use the waterways for I navigation are shown in Exhibit-S.1 and S-2 in relation to Kerala and India. 'I'he three waterway components have been selected taking into account their traffic potential, present hardship faced by fanners and poor agricultural workers due to lack of adequate roads and waterways, expected impact on poverty alleviation, inter modal linking of terninals, continuity with the National waterway being developed from Kottapuram to and potential to attract international tourists to the heartland of Kerala's backwaters. The proposed project improvements include but are not limited to dredging and removing obstructions, improvement of side protection on both banks, rebuilding of bridges that have inadequate vertical clearances for vessels to pass, removal of old bridges/remnants of other structures, rehabilitation of old jetties and if required, construction of new jetties. A summary of the proposed rehabilitation works is shown in Exhibit S-3.

I EXIIIBIT -S.1 PROJECT WATERWAYS

lrSL= _NAME' OF _ LENGTH OF SL WATERWAYS FEEDER LNTI ATA NlO CANAI, (KM) CONSTRUCTION CANAL I ~WORK(KM) ~= ______.___ _I I 1 Alappuzha - Kottayam AK canal 23 23 2 Alappuzha - AC canal 28 28

-h___ Changanaserry _ _ _ _ 3 _Kottayam - Vaikom KV canal 42 24.5 1 Total 93 75.5

The western portions of all three pilot watenvays run through Lake Vemnbarnad.The eastern portions of the Alappuzha to Kottayam an(d Alappizlta to waterways r-UIl a through areas that are extensively poldered and below the level of the surrounding waters. Man has extensively altered the environment of the backwaters by the construction of barrages and poldering. These areas are Kuttahrad, an environmentally unique landform as it d appears today and is markedly different from other comparable areas of Kerala. This is a low- lying land near the coast of Kerala in the southwest of India. These areas extend into three different districts Viz, Alappuzha, Kottayam and . T-he project waterways are located within the districts of Alappuzha and Klottayam. The division of Kuttanad into thrt.e di fferent districts is: Alappuzha-35,000 ha, Kotvayam- i 6,000 ha anid PatlilnUaar-thitta-3,000 Ila.

I~~ _ _.,._,. _ ...._ .__. ._ _. _ _..._ __.. _-_ U~~~~~~'7---t1tt/Stlctadi i(LS'.-.St 'IIS.I fI ~ OM~~~~~<(~~~V)~~~Q~ ~ N I KERA~~~~~~ICFSTATE ~~~~.~~~~~~~~~~-12- ~~~~~~~~~~~~~HA 1I*~~~~~~~~~~~~~~~~~~~~' 12-

I .. I- / 1 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~35-KM

INDIA

_~~~~~~~~~~V-lo

~~CHANGANASSAEAS.RY

t ~EXHIBIT:-S-2 LOCATION MAP OF PROJECT CANALS WITH RESPECT TO INDIA & KERAL STATE Kerala State Inland Water Transport Pilot Project Environmnental Assessment - September 2001

EXHIBIT S.3 I SUMMARYOF PROPOSED REHABILITATION WORKS PROPOSED SPECIFICATION REMARKS I IMPROVEMENT Design Channel Wide Channel Design Width: 17.5 m Narrow channel width is available in all Width Narrow Channel Design Width 15.5 m sections. No channel widening is necessary Design Channel 2.2 m Based on the computed Low Water Reference, I Depth the navigation channel will be maintained at 2.0 m below MSL Dredging Works Construction of the design channel will Estimated dredging volumlies for the three require excavation of areas where waterways are summarized below in cu m: insufficient depth is present over AK 85,000, AC 37,000, KV required width. 34,000 'l'otal I 56.000cum. Bend Considerations Right angle corners, as occur in Appropriate allowances have been provided in * And Channel turnoffs into different canal sections, river bends. No realignments are necessary or Alignments will be negotiated by captains at lower proposed. speeds and associated navigation ______warni signs will be provided. Bank Protection In sections where the bank protection Where possible, existing banks will he nmust be replaced, where a straight, rehabilitated using traditional materials and vertical wall is required for navigation designs to maintain the rustic appearance of * l width, or where water turbulence is the waterways. Traditional designs have been expccted to bc a potential problcm, new updated to strengthen bat/ks and improve sheet pile walls will be consti-tucted, resistance to wave erosion. I | Aids to Navigation For safety and econonmic use, various This marking of the channel, based on the aids to navigation are proposed, SIGNI system includes communication facilities, infornation maps and bulletins for users, as well as detailed regulations on lighting and t-affic rules Operation and Regular maintenance of the Maintenance dredging requirements will be Maintenance rehabilitated channels will be required approximately 50/Oof the initial dredging work to provide adequate depth for IW'I' annually. AnInual inspections of all canal users. Surveys will be carried out once banks will be required. per year after the monsoon flood season to verify channel depth1s. _ __ * | Bridges Design clearance under bridges of 5.5 Nine road bricdges cross the project meters during high water periods waterways, and seven are too low and must be requires clearance of 6.5 m above MSL raised or replaced. Designs havc been U l for high flow periods. prepared for the reconstruction of bridges that cannaot be raised. StructLtral criteria have been developed for the bridges that can be raised. New footbridges will be provided at locations where locally made drawbridges are operating at present. ______l______Jetties and Terminals Jetties on AK and AC waterways AK:3 jetties replaced 22 jetties r epaired. I require repair and / or rcplacement. AC:9 jelties replaced, 51 jetties repaired. New jetties are required ott the KV KV: 16 new jetties, 10 jetties repaired. canal which has not had through transport for a number of years. IWAI has proposed termiinals for National waterway Illi at Vaikom,Thannirmukkom and Terminals are required for Alappusha within the Project area. IWT Pilot consolidation of cargo and loading of Project will construct facilities at Kottayam vessels at waterway collection and and C'haniganaserry distribUtiun aimS. l l,Bll/Sllcl.l('ijC.i'S,'If l IzS 2 Kerala State Inland Water TransportPilot Project EnvironmientalAssessment- September2001

Existing Environment Physical Conditions: Physiographically the major portion of the area, which forms a basin, remains water logged for most of the year. The Vembanad Kayal the biggest water body in the west coast of India extends from Alappuzha to Azhikode. Achenkovil, Pamba, and rivers discharge their water and sediments into the basin lake. The soils are generally sandy although black soils with the appearance of clay were noted adjacent to waterways being studied. Much of the land is poldered and under the level of the surrounding water with two barrages across Lake Vembanad at Thannirmukkom and at Thottapally. The faecal bacteria content is very high in the groundwater as well as the Surface water in the area. The amnual average rainfall in the region varies from 3000 to 4600 miim and results in flooding of the rivers and canals dul-ing the south - west monsoon period from June to September. About 60 % of the annual rainfall occurs during that period, the nurnbcr of rainy days being 130-145 per year. The ternperature in the ranges from 20-37 0 C Sediment Analysis -Actual Findings: The project will require considerable dredging of sediments and sediment samples werc therefore collected, tested and analysed for Heavy C metals and Pcsticides to evolve a safe dredge disposal plan. Contrary to the cxpcetation, the dredged material is free from very poisonous substances that would create disposal of material difficult. Of six heavy metals for which the analysis has been carried out, only J CCopper and Lead presence has been detected in the sediment in almost all samaples. The presence of Chromium was reported only in Alappuzha. Arsenic, Cadmium and mercury were not detected in any of the samples. Among pesticides tested BHC was detected in all stations. DDT was not detected in any of the samples. DDE a derivative o UDDT was detected only at Changanassery 3 Water Analysis - Actual Findings; since all the previous studies in the area reported high levels of pollution in the water, a number of water sam-lples were selected at predetermined stations and taken for testing and analysis for various important parameters. Faecal coliforn 31 was detectedl in almost all saimiples. Except at Marthandain Oust 43) all stations recorded very hiigh concenitrations. The maximum value was observed at Changanassery station (4.3 X 103 1MPN/100 ml). The maximum concentration of Oil and Grease was detected at Alapuzha Boat Ljitty (of the order of 10 mg/l). According to the BLtreau of Indian standards this is the maximum permissible limit. In all other stations it is less than I() mg /1. The water samples s ~~colilectedat Changanassery recordeti lite highest concentrations of Total Suspencled Solids 3 ( 1.5 mg/l). The pH value is acidic in C'hanganassery (5.32) where as in all other stations it is iiormal. The dissolved Oxygen values ranged from 5.0 to 6.33 itg/l in five stations except at Changanassery, which recorded a very low value of 1.27 mg/l. No water samples collected U from any of the Stations have a BOD value exceeding 3 mng/land it can therefore be assumed that the sampling stations are reasonably free fi-om organic wastes. (A BOD value of 2mg/l or less indicates that the water is almost pure). * The presence of Pesticides does not persist in dle environment under tropical coneditions and no long-term effect on aquatic life and hunmans that consuml,e fish, or Clams is 3 expected. Thliepresence of the heavy metal, lead will not harm aquatic life and human beings, as the contcentration is less than 1 mg/l in all samples.

The presence of Copper in high concentrations was detected in all the sampling locatior-,s. This may be due to the high riioff from the nearby urban areas

I lanchayat level Statistics Kottayam distrik I 1996

I 'lt!51he]aclia.y t Sirr l< T.I3S- Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

General Social conditions: The Pilot Project aims at the rehabilitation of the canal routes between the towns of Alappuzha, Changannasery, Kottayam and Vaikom. The objectives are to improve the facilities for passenger transport, as well as distribution and collection of cargo and produce throughout the project area. Furthermore it must attract the interest of the I private sector to participate in the transport of cargo between the towns, and possibly onward to port. These areas are densely populated with 70-80 % of the People living below the Poverty line (with Aimanam a project-affected Panchayat as basis). The majority of the people are agricultural labourers and the remiiainder depend on fishing. Only 20-30 % of the people residing in these areas have access to safe drinking water and 30-40 % of the people have access to safe sewage disposal systems (Septic tanks). A large number of people use the canal ponds and wells for their various water needs. Many are dependent on groundwater with its quality no better than the canal waters. Many contagious diseases like Jaundice, Cholera, Typhoid and Skin diseases are very prevalent in the area. The presence of mosquitoes in the area with water hyacinth as a breeding ground aggravates these conditions. The people around the canal are h-tighlydependeni on the canal for all activitics related to water such as bathing, washing cloths and utensils and cleaning household items, and after for drinking, swimming, fishing and irrigating their fields. Almost every house has a boat to move across the canal to reach the nearest market, hospitals, schools, church, temples, mosques etc, Biological Conditions The grounct is moist marshy or evenf inundated during most of the Year. In the area can be seen the submerged species2 of Chara, Nitella, Ceratophyllam, Utrichlaria, Hydrilla and Potamojcton. In Shallow waters gr-ow Aponogeton, Ludwigia, I Limno phyla, Marsilia, Myriophyllaum, Hygrorhyxa, Jussciaea, Neptunia, Nymphyea and Limnathamum. Other grasses present in these areas are Karuka, Perum karuka and Kavada. The presence of Water Hyacinth on of the water surface causes hindrance to motorised vessels and country boats along the canals of Kuttanaci area. Water Hyacinth breeds mosquitoes and threatens the health of the people unlcss action is taken to eradicate it. Apart from being a nuisance to fishing operations, the propellers of motorized vessels are often fouled with this weed resulting in their frequent stoppage to clear propellers with consequent loss of time. The Plants of Economic importances are shown in Exhibit S.4. Exhibit S.5 shows the mangrove ecosystemn in the area, noting that there are none adjacent to the 1 proposed work areas. The Ktumarakom mangrove ecosystem attracts a large number of birds especially migratory species 3 It is a small bird sanctuary not managed by Government and is not listed by the State Government as a bird sanctuary of Importance. The small bird sanctuary at is home to about 63 species of birds. At Kumarakom a mangrove eco restoration program is being carried out with involvement of official agencies. Many tourists combine their backwater tourism with a visit to this sanctuary. The mangroves were also surveyed as a part of the project. The mangroves at Pathiramanal and Kumarakom are highly degraded in appearance. Salinity control represents a threat to these ecological systems. A project for establishing a tourist hotel complex at Plathiramanal Island is being undertaken by the Kerala Tourism Department and survey work is being undertaken there. The chief

2 Kerala District Gazetteers, Kotlayam 1975

3 Forcz!ty inforn.aionbureaut of Kerala forest and Wildlifc department

l, lI /5hcE4isQEI(h('S(' Is -. 4 Kerala State Inland Water Transport Pilot Project EnvironMental Assessment - September 2001

representatives of the mangrove vegetation4 are Rhizophora species, Brugiriera conjugata, | Ceroips, Candoleana,Sonneratia and Pandanus etc

EXHIBIT S.4 | PLANTS OF ECONOMIC IMIPORTANCE SL NO SCIENTIFICNAME LOCALNAME IMPORTANCEIF ANY NO___ Indigenous g rasses supplying food gr ins 1 Oryza sativa Paddy Staple food of Kerala 2 Elceusine coracana Ragi or Kel or Varagu Food grain *3 1 I'anicum miliarc Chama Food grain 4 Setaria italica 'Thena Food grain *5 .Zeamays Makkacholam Food grain 6 Penniselumtyphoideum Kambu Food grain Other grass es of Economic i nporta ce I Sacharum Officinarum l' arimbu Sugar * 2 Andropogon Ramacham Excellentsand binder. Scented roots, Used for making ______Thatties fans and mats. Cymbopogen citratus Lemon grass Excellent sand binder. For

=_ lemongrass Oil (Source: District GUz7eticrs Kottavam DisLrit) Environmental Clearance To meet the Government of Kerala (GOK), and World Bank requirements, the Irrigation Department of the Government of Kerala, Project Implementation Unit (PIU) with the assistance of the Project Co-ordinating Consultants (PCC) have completed this Environmental Assessment (EA) study for the three pilot waterways selected for improvement. Since the project waterways are not influenced by the tidal effects of the Sea the project waterways do not fall within the Sensitive Coastal zone defined by the Ministry of Environment and Forest (MOEF) in 19915, Government of India (GOI) according to the Coastal Zone Environmental Management Plan prepared by the State Government. Hence the project waterways improvement does not require Environmental clearance from the Ministry of Environment and Forests, Governmnentof India. Vembanad Lake is one of the 15 Indian mangrove areas that have been identified by the MOEF National Committee or- wetlands, maangroves and coral reefs for intensive conservation and managencent. A Management Action Plan is being prepared but only in regard to mangrove conservation. This will not trigger the preparation of an EIA and subsequent clearances from the Government of India. EXHIBIT S-5 MANGROVE ECOSYSTEM IN THF, AREA I ~~~~~SL NAME OF THIE NO DISTRICT AREA IN HA ECOSYTEM I1 Alappuzha 90 Pathirarnanal(Munro Island) 2 Kottayam so80 _ Kumarakam bird sanctuary l 3 Pathanamthitta None _

4 Kerala District Gazetteers, Kottayam 1975

5 Coastal Regulation Zone Notification 1991, Ministry of Environiment and Forests

I tn11,5] dm11 JIUi. J( !tLT F S.5 Kerala State Inland Water Transport Pilot Project Environmental AssessmTent- September 2001

POTENTIAL IMPACTS AND MITIGATION | The Physical Environment Potential Impacts. The absence of significant environmental impacts attributable to the upgrading and rehabilitation of the project waterways is in part due to the relatively small area of new disturbance. Practically all work will take place within the available canal space as the ROW. The project requires approxinmately155,000 Cubic Meters of sediments to be dredged, mainly from the canal bottom. The turbidity associated with the dredging action will disturb the aquatic environment temporarily. Testing of sediments for heavy metals and pesticides has been carried out as a part of the Environmental Assessment. The quality of 3 dredged material is found to be satisfactory for safe disposal. It is also proposcd to carry out further testing by the contractor to avoid any serious problem in dredge disposal. This is necessary mainly because of the sediments that were collected and I tested are fromi the top of the 'bottom sediments: The presenice of potential hazardous constituents like heavy metals and pesticides underneath would create the need to review any method for the safe disposal. However the Environmental Assessment study considers two scenarios. Mitigation. A dredge disposal plan has been proposed with various alternatives. There should not be any dredging action at more than one location at a tinmeto avoid large-scale turbidity formation with any consequent disturbance to the aquatic environment and fishing operations. Altlhough dredging and safe disposal is an important environmental issue, the cost | of dredging and disposal will be an engineering requirement rather than an environmental one. The project cannot proceed without fulfilling these requirements. If hazardous substances are later found in the sediments a further decision needs to be taken U regarding the disposal site, and the approval of Government is obtained. Dredge material could not be used for filling paddy field areas for non-paddy cultivation without the approval of the State Goverrnment or the District Collector, as this is a sensitive land use issue within the State. Thc Social Environment 1 Impacts: There would not be any project-displaced people due to the construction and operation of the proposed project. At Kodimatha at Kottayam sufficient government land is available for the construction of the terminal. There may be a few Project-Affected People withl minor improvemenit works in their property boundary etc. Thcre would not be any adverse impact due to the construiction and operation of the project uponi the social environment. The predicted minor adverse impacts include the free disposal of sewage into the waters of already polluted waterways. The various consultations carried out in the area indicated that this is one of the con-cerns of the people also. Another impact is the loss of privacy especially for women while taking baths in the canal waters. The presence of large-scale aquatic weeds mainly the water hyacinth is a menace for efficient navigation. The water hyacinth also increases the mosquito breeding in the area. The entire inhabitants of 3 the area wanted to eradicatethem completely. As a positive impact the potential improvement in the tourism sector of the waterways will increase the employment opportunities in the are--. T his will also enable the local population to enjoy better access to markets, schools, hospitals and other social amenities. Mitigaition: There will be provision in the vessel design toaccept the human waste. The safe disposal cost has been included in the cnvironmenital impact mnitigationbtudget. There is also provision for the conistruction of septic tanks and associated facilities for accepting or

LaIIi'Slrladi*aIs/ICTSl" ; Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

disposing of the on board sewage and other solid wastes. For solid wastes alone it is proposed I to install portable solid waste collection bins at all jetties and large pits or for incineration for safe disposal at or near the terminals. As a mitigation measure for the privacy of women, a structure has been proposed with fibreglass sheets covering the bathing ghats and GI Pipes I with a nut and bolt arrangement on the land side. The entire system will be hanging on the surface of the water. The cost for this has been included as an environmental cost. This would be available free to the low-income groups and at actual cost to other people. As I an environmental enhancement measure a budgetary provision for low cost sanitation has also been included as an environmental cost. There would be provision for the removal of water hyacinth on a regular basis at least twice a year for the efficient use of waterways. Biological Environment Impacts: There would not be any serious impacts upon the biological enviromnent. lThe I Mangroves and the bird sanctuary in the region are located approximately five krm away from the project waterways. There would not be any impact other than a slight increase in the number of tourists; it is not likely that all new tourists would visit the mangroves and bird sanctuary. The action of the removal of water hyacinth would not result in any negative impacts to the * aquatic environment. Mitigation No mitigation measures are warranted against the removal of water hyacinth from the aquatic ecosystems and its removal is essential for the efFicient use of waterways. fi Various consultations held in the area indicate the strong wish of the people to eradicate the water hyacinth menace. The Lake Victoria experiment on the biological control of water hyacinth could be considered but all investigations by the Consultants lead to the need to use only mechanical methods for its removal. General Environmental Enhancement Measures J The already deteriorated environment needs some environrmental enhancement measures to build the confidence of the local people that the}e would be benefits to the community if the entire waterway network in Kerala were revived. The benefits could be in the form of new employment opportunities, increased connectivity to schools, hospitals and urban centres, and transportation of agricultural products at very low cost etc. There would be an initial budget for low cost sanitation work in the watervays. Although 60 % of the people need such arrangements, it is not possible to have sLlcha major budgetary provision in this small project. Such arrangements will therefore be available only to low-income groups. Prcefrence is always given to the households close to the project waterways. The community needs to identify eligible households through the participation of NGOs but only along the waterways. Environmental Management and Monitoring Institutional Arrangements The Irrigation Department, Government of Kerala will be working closely with the World I Bank to establish the institutional mechanisms necessary to implement the measures specified in the Environmental Managcment Plan (EMP) and SIMP. As part of its commitrnent to improve and enhance the environment, the Irrigation Department will set Up an I Environmerntal Management Unit (EMU), which will implement and monitor the measures specified in the EMP and SIMP for at least the 5-year pefiod of the project. Linkages with existing government programmes; agencies and Non Governmmeital Organisation (NGOs) I will be established to enable the Irrigation Department to take full advantage of expertise that has been developed and(to mitigate any identified negative impacts.

I ul'Sheladiia/CS/iCr I S.7 Kerala State Inland Water TransportPilot Project EnvironmentalAsscssment - September2001

The EMU together with NGOs and the local community will address the Environmental | awareness campaign in the area; environmental and social impact mitigation measures and training of project personnel and NGOs Issues include the sanitation arrangements for the uiderprivileged. The EMU will also organise the distn'bution and installation of bathing I enclosures for the needy. The total environmental budget identified for mitigation measures is 13.5 Million Indian rupees. This is in addition to the social mitigation costs addressed in the I Social Impact Management Plan (SIMP). PUBLIC CONSULTATIONS The official level consultations started with the project environmental investigations in Apnrl I 1999. T hree regional scoping workshops were held duinng January-February (2000) at , Kochi and . The details of the key participants, venue, subjects discussed and other aspects are tabulated in the EA. A number of project specific consultations were also held along the Pilot project canals. Three regional scoping workshops and a number of official level consultations were held with Government officials and other experts. In addition, Project specific consultations at affected Panchayats were also held. Six project specific consultations have been considered in different parts of the project area with the useful participation of local people. There were numerous comments, suggestions and demands from the local people and most were intergraded into the design and incorporated in the EA/EMP and Social Impact Assessment reports. Budgetary provisions are * provided to ensure the Implementation of the different environmental and social mitigation measures. A summary of public consultation and the responses are shown in Exhibit ES-6. ! £EXHIBITES-6 DESIGN RESPONSE TO STAKEIIOt,I)ER AND COMMUNITY CONCERNS SLNo COMMUNITY PROJECT DESIGNRESPONSE AND OUTCOME SL No CONCERNS ______Sensitivity of Kuttanad Project design is sensitive to Kuttanad environment and water water regime and regime. The EMAP includes appropriate mitigations and support environment capacity building in ID, local governments, and groups to maintain l __ ~~~~~~~andenhance environment. 2 Potenstial for adverse Project design avoids impacts on agricultLural lands and operations impacts on local agriculture and IWT rehabilitation benefits agricultural production atid transport of labour, other inputs and harvested crops. 3 Avoidance of interventions Project design minimises impacts on bunds and embankments, affccting bunds and provides for repair and rehabilitation of damaged bunds and I embankments embankments, and includes major bank protection and sIrengtlheniing. 4 Respect for indigenous bund Project design features indigenous bund construction technologies construction technologies and locally sensitive and appropriate enhancements. 5 Apprehension over potential Extensive local consultation, dissemination of project iniformation, dredging and damage to transparency in project preparation, and socially sensitive design buondsand embankments minimizing dredging and impacts on bunds and embankments have allayed apprehension and enhanced acceptability and support for

6 Urgent need for safe The EMAP contains provisions to mitigate project impacts on water drinking water quality, assist vulnerable groups, and increase public awareness and advocacy for water supply and sanitation improvements. 7 Need for roads, bridges, and Project provides significanst strengthening and improvement of *improved non-IWT access existing bridges and footbridges 8S Need for bund and Projectprovides for ma jor bend and embankment strengthening and l______embankrmentstrengtlhening protection.

A= _ _ _ =______F ElI3I!Shcla,jisjCFS/IC'T FS i Kerala State Inland Water Transport Pilot Project Environment3aAssessment - September2001

*~~___ and protection l ______I 9 Need for improved IWT Project provides for major improvements in IWT facilities including service and facilities terninals, jetties, landings, waiting sheds; and for improvements in navigJation and opcrations that promote improved levels of service.i I10 Need for attention to Project design includes attention to water hyacinth problems. The * deteriorating water quality, EMAP addresses pollution from tourist and provides for pollution, and water enhanced local capacity to address other water quality and pollution i_____ hyacinth problems concerns. D 11 Need to schedule dredging The EMAP and contract specifications provide for LGU and to minim-ize community community participation and inputs during implementation to inconvenience minimize dredging and other construction impacts. t 2 Concem with impacts of As above, the EMAP addresses tourism development concerns and increased tourism inieluding promotes solutions to -generated pollution. pollution from houseboats ._._. I Conclusion The project is an environmental friendly project being implemented in a region of sensitive Social environlrtlent in terms of sanitary arrangements, health hazards due to alanming * presence of mosquitoes and water with an increased presence of Faecal Coli etc. The project will benefit the society in terns of better employment opportunities, promotion of tourism prospects, improved hygienic conditions, increased environrnental awareness, better connectivity to hospitals, schools, commercial areas and towns and to religious places. The low cost latrines for the poor to be supplied free of cost and the others at actual cost, provision for collection and disposal of solid wastes at all jetties are expected to improve the water quality in the waterways and other measures to improve environmental awareness in the community are also considered. The removal of water hyacinth on a regular basis will be a major relief to the nearby households. There will be provisions for bathing enclosures which will help to avoid intrusion upon the privacy of the people especially woman. The Irrigation Department will set up an Environmental Management Unit to work closely with the local community for the effective monitoring of the construction and operational phases of the project. I l l l l I ~ BISll,iX'>Sl' : l Kerala State Inland Water Transport Pilot Project EnvironmientalAssessment - September 2001

ABBREVIATIONS AND TECHNICAL TERMS USED

AC - Alappuzha - Changanassery African Payal - African payal is a freely floating plant and its scientific name is Salvinia molesta AK - Alappuzha - Kottayam Back Water - Part of a rivcr not reached by its current. Barge - A Barge is a flat-bottomed boat for carrying Cargo on rivers, canals, etc. Bund - Land is protected from inundation by embankments called Bunds. Cargo Traffic - Movement of goods along rivers, roads etc cum - Cubic Meter Conoly Canal - First man-made canal. The Malabar Collector., Mr. Conoly, imade this canal. Country craft - A country made boat CSIND - Coastal Shipping and Inland Navigation Department Dead weight - Weight of water displacement of Craft. DGPS - Differential Global Positioning- System Draft - Depth of a Vessel below sea level Dredging - Dredging is a process of excavating under water usually to make it navigable for vessels. EFYP - Eight Five Year Plan (1992-1997) I Feeder Canal - Any canal, which is connected to the main canal GDR - Gross Domestic Product GOI - Govemnment of India |GOK - Government of Kerala FL - High Flood Level High-powered tug - A small powerful boat for towing ships. M Houseboat - Houseboat is a boat fitted up for living accommodation usually for tourists. ID - Irrigation Department [RC - Indian Road Congress IWAI - Iniland Waterways Atithority of India IWT - Inland Water Transport I Jetty - Jetty is a wooden or concrete platform on piles located at the edge of the seashore or a river, where boats can moor for loading and unloading of Cargo and movement of passengers I Jhalkar-s - Jhankars are used for ferrying vehicles and passenger boats. Kayal - Kayal is a large area of fresh water, surrounded by land. Synonym for Lake. * Kole lands - Low land for agriculture, especially found in the Kuttanad area. KSINC - Kerala Shipping & Inland N>JvigationCorporalion KV - Kottayam -- Vaikom * Landing - Landings are used predominantly for cargo loadinig and unloading while Jetties are predonminantly used for passengers. Launches - Launches are passenger-carrying boat on rivers, L 1`3I - ILotuisBerg) er International Inc NISL - Melan Sea ILvcl

IR 11S' e1adai.VCESl C'r Page2i1 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

NATPAC - National Transportation Planning and Research Centre | NYFP - Ninth Five Year Plan (1997-2002) O-D - Origin - Destinationl Padasekharam - Padasekharam literally means groups or blocks of paddy fields. f The land enclosed within the bunds is called Padasekharam. Passenger Traffic - Movement of people and vehicles along roads, streets, rivers etc. PCC - Project Coordination Consultant I PIA - Project Influence Area Polder - Polder means the group or blocks of paddy fields. Also called Padasekharam. I PWD - Public Works Department Retting of coconut - Retting of coconut husk is the basic process in the manufacture husk of coir. I SDP - State Domestic Product Shoal - Shoal is a shallow place in the sea especially where there are sand banks. SIGNI System - Navi-ation aids system based on SIGNI published by the Econioic Commission of Europe Snake Boat - This is a long boat used in the boat race traditionally during * Onamnfestival. SWTD - Statc Water Transport [Department Terminals - Tei-niinating points of each wvaterway. Eg: Alappuzha and * Chan(ganassen-vare the terminals of AC canal. TOR - Terms of Reference Vallom kali - This the local term for boat race using snake boats Vessel - A vessel is a ship or large boat. Waterway - A Waterway is a canal, river or narrow channel where ships or boats can navigate. WB - The World Bank WCC - West Coast Canal 3 l I l l l

lI _ _ t1 3ll.Si!sl:adia'(jFSll(:r .3|X .j2. Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

1 INTRODUCTION

1.1 HISTORY OF INLAND WATER TRASPORT IN KERALA

A feature peculiar to Kerala is the natural cxistence of almost a continious chain of lagoons and backwaters separated from the coastline by a narrow strip of land varying in width from about half a kilometre to twelve kilometres. For generations these water bodies and lagoons, through a network of artificial connecting canals have been used for transportation. The vast network of inland waterways include navigable lengths of westward flowing rivers, backwaters and also cross canals and link canals, the length of which varies from 4 to 30 kms and with depths from 0.5 to 3.0 m. The inland waterway system is located in the coastal plains to the west of the State which makes up approximately 10 percent, about 4,000 sq kin, of its area and supports 26 percent of the population (about 7.5 million people). Records show that trade from the ports of Kochi, Kollam, Kozhikode and , to and from foreign countries flourished from ancient times. Due to the absence of proper road transport for the movement of the cargo to various inland destinations, the natural waterways were improved by connecting them with artificial link canals, with the result that the canal network became the main transport medium in the State. Initially the total length of the navigable waterways in Kerala was nearly 1700 km, approximately 12 % of the total waterway network of India. The Inland Water Transport System (as shiown in Exhibit 1.1) in Kerala was falling into relative disuse duie to poor maintenance, lack of dredging, upkeep of inland water- transport facilities and competition from road transport. Its global share of the State's total traffic has declined to about I % in recent years. At the same time traffic on existing roads has increased to saturation levels with high rates of pollution, congestion and accidents. Even the projected improvement of roads may not reduce the congestion levels significantly. Studies show that the currcnt imbalance in modal share can be corrected to some extent, by rehabilitating the inland water transport system in conjunction with the private sector. This will also provide more economical and environmentally friendly competition for road transport. The inland water transport system can share a large volume of traffic in the coastal belt. In addition it can support the efforts to promote international tourism based on the rich backwater resources of the State.

1.2 NATIONAL WATERWAYS

The responsibilities for inland waterways are divided administratively into the National waterways and State waterways. Tlhe Inland Waterways Authority of India (IWAI) was set up in 1986 as a statutory body incorporated under the Inland Watenvay Authority of India Act, 1986. The Authority is entrusted with the responsibility for development, maintenance and regulation of the national waterwvaysfor shipping and navigation and also to advise the Central and State Governments on matters relating to the development of the Inland Water Transport sector.

1.2.1 The National Waterways -111i The main navigation route in Kerala is the West Coast Canal (WCC) (Exhibit 1.2), consisting mainly of the National Waterway III and having a total length of 558 km, divided into nine sections as follows.

I lIMl.,hladi;v ISSICTF I Kerela State Inland Water Transport Pilot Project Environmental Assessment-September 2001 75-10 76-10 77-10 N

SCALE

KASARGO km2O 10 0 20 40 60 80 100km Bakalhoie

Hosdurg NILESWAR Chitariholercht _ SULTHA 'S CANAL 2' (Operationalin 1999) K A R N A T A K A Z PARASSINIKADAVU 0 Thiruithi Pane KANNUR \>| \Mawthavat _ r'

Thoaiasuean ne ti eTway)

(PoRsdicherrnd4Str

Agalapuzh / B J-hmtt t a z a

WEST COAST CANAL _KOZHIKODE Iv Propose Nt('Zoomed' Dimension)

hShonn,Shomu

Ponnanl\~ BiyyaLm Kr.ya= >AItur7

Other IIIIIIIIIIIHIIChettuvIIWaewy RIS& C

- KodungallurKCuSg/lu > ~~~~Azhikode \t5 Xt ~~~~KOTTAPPURAMY Mun 10, s 10- 1 UdyogS\Zz Munng roe~~~~~~~~~~~~~~~(1

o dS ~~~~~~~~~~KOCHIL t a }

\ } ~~~~~~~~~~~~~~c,0

LEGEND ~~~~~~~~~ALAPPUZHA

Rivers and Streams

Proposed National Waterway °dht-mudk KOLLAMr _ Project Waterways _ S[ Other Waterways lllllllllllllllllliil .? 7

Feeder CanaL ( Idot ,_= Rluinuamkulamb 4 / Source:-1. WATER ATLAS OF KERALA, 1995 sAk l"lr 2. N AT P AC, 19 89 THIRIJVANANTHAPUlqXg b 5^ EXHIBIT:- .1 P F'4 011r WATE R VVAYS %CiN R E' ATI HwrO.T WAT-EMWAzYSCA KERALA 75-1 0 7-,77'10 LBIi/Sheladia/CESIICT l

Kerala State Ihlana Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT-1.2

_____ SECTIONS OF WEST COAST CANAL SL SECTION STARTING LENGTH REMARKS NO FROM (km) I Trivandrum to Kollam 62 2 Kollam to Alappuzha 75 3 Alappuzhato Kochi 71 *4 | Kochi to Ala 35 |5 Ala to 80 | | 6 Ponnani to Kadalundi 61 * t 7 Kadalundito Badagara 72 8 Badagarato Azhikal 47 Includingthe uncut portion 9 Azhikal to Hosdurg 55 Total 558 km (Source: Water Resources Of Kerala, PWD. 1974) The existing potential for Inland Water Transport development in the countr-y is shown in Appendix -1-1. As part of a national revival strategy the national waterway from Kollam to Kottapuram (about 200 Km) is being constructed.

1.3 STATE WATERWAYS The Irrigation Departmnent of the Govemment of Kerala is responsible for the State waterways and water resources. Water resources are vital in order to realize the potential of the State's agriculture and transport system, the interrelation of which, assumes great significance in the development of the State. The National Water Policy, adopted in 1987, stresses that "water is a prime natural resource, a basic human need and a precious national asset" The planning anid development of water resources needs to be governed by national | perspectives". With the advent of the faster surface transport modes, railways and roads, the waterways, which provided transport services by couLntryboats, were neglected and discarded. During the i past few decades, the transport volume has increased to such a level that the road and rail network cannot cope with it adcquately. Considering the most environmental friendly mode of transport and future energy needs and conservation policy it is considered essential to develop the inland navigation facility in the lowland areas of Kerala.

1.3.1 DEVFLOPMENT CONSTRAINTS O1FWATERWAYS IN KERALA

The main problems facing the Kerala Inland Water Transport Sector at present are: -

* Lack of depth caused by silting and lack of maintenance dredging * Lack of maintenance of navigation structures and bank protection * Absence of aids to navigationl | * Accelerated growth of Water HIyacinth * Lack of modern inland craft, terminals and cargo handling systems.

Therc are more than 175 such feeder links and link canals with a total navigable length of 1160 km (Appendix 1.2). The mnost dense artificial canal network of Kerala is in the Alapputzha - Kottayatn districts. Therefore, the selected area for feeder canal improvement | appears to be the most suitable fbr the JIland water tranisportpilot project. The navigable lengths of westward flowing rivers are listed in Appendix --1.3.

LI3tl;1,$1rl;:Jia'tI Sgl I( 1.2 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

At present, the transport role of the feeder canals is limited to scheduled passenger traffic; * tourist services and short haul cargo movements by country boats. The existing cargo traffic depends greatly on the seasonality of different goods; paddy harvested. Appendix 1-4 explains the route details of the State Water Transport Department as on 1.1. 1983. The primary strategy will be to rehabilitate the Inland Water Transport infrastructure by dredging, terminal improvements and navigation aids and safety measures in conjunction | with the private sector, which will provide and operate the vessels (passenger boats, cargo vessels, barges, trucks). The private sector and local communities / Panchayat / municipalities will be a focal point in providing / operating ferries to the extent possible. The Irrigation Department (ID) of Govemment of Kerala prepared a preliminary report in October 1997. The study was to prepare an Inland water Pilot scheme for discussion with World Bank to include this in the World Bank project. The study highlighted the overall importance of the Pilot project. These aspects are also discussed in the different sections of the report.

1.3.1.1 Physical Status of Waterways in Keralast The maritime importance of the various ports like Thiruvanathapuram, Kollam, Kochi, Alappuzha, Kannur and Kozhikode was chiefly due to the availability of waterways extending all along the coast and affording easy transport of its rare and costly spices. The necessary artificial canals were constructed by the then rulers, to inter connect natural lakes and back waters to form a continuous waterway from one end of the State to the other. The State's inland water transport system includes 1895 kilometres of inland waterways consisting of navigable rivers and coastal and cross canals. The canals form about 46 percent | while the navigable rivers make up the remainder. Most of the canals are in the - Cochin region. Of the 44 rivers, 41 are west flowing and three are east flowing. Navigation potential is confined to the west flowing rivers.

Limitations in the present IWT System: The Inland waterways in the State are shallow in certain regions even for the vessels, which are in use at present. These are unsuitable for I carrying heavy vessels, which alone will ultimatcly be more economical. These waterways which were formerly navigable are now rendered unserviceable for want of proper maintenance. Side erosion and silting have reduced the effective depths of water and this has contributed to a reduction in traffic. Side protection works and deepening have not becn done in most sections for decades. The West Coast Canal, which is the main waterway, requires renovation; land erosion during the rainy season prevents free movement of boats on this waterway. More landing places and jetties and better lighting arrangements are necessary. The existing landing places are not N properly maintained; also in the Travancore - Cochin area there is need for constructing additional link canals in order to connect them with the main canals. For eg. Tlhe tuinnel which is offive meters width anzdfive meters in height with a draft of one meter only is U the major bottleneck in the soutthernregion. The artificial canals now have an average width of only six meters and depth of 0.6 meter. In order to make them suitable for commercial use they should have the width of 10 meters and( depth of 1.5 to three meters. Only proper dredging will render the waterways serviceable. Also strong protective works havc to be carried out along the sides of these canals and

DiiscUssiol paper for High level comiimitteeoti IWT, Government of Kerala

1,311!Shetdladic( S ICT Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

additional landing places are required at suitable points. It will then be possible for boats to carry much of the goods, which is at present transported by trucks and other modes. There are other defects, which also need addressing. The country boats plying in the waters of the State are of very poor quality and capacity. If the canals were made fit for larger craft, it would be possible to use modem types of crafts up to 150 or 200 tonnes in these waterways in order to improve both the passenger and goods traffic. Above all, the total mileage of navigable waters can be nearly doubled by the planned development of waterways. In order to derive the maximum advantages of waterways, the system should be developed on an integrated basis. All feeder canals and cross canals should be linked together with I adequate depths of channels and widths for navigation by mechanized craft. The future system of land use pattern could be suitably changed to exploit the full potential of waterways in the State at the same time retaining the environmental quality.

West Coast Canal

During the 18 th century attempts were made to interlink navigable rivers and backwaters through artificial canals. The continuous canal from Thiruvanathapuram to Hosdurg came to be known as the West Coast Canal (Exhibit 1.1). This is the main canal system in the State, I which connects all minor ports with the major port of Cochin. About 168 kms of West Coast Canal linking Kollam and Kottapuram near Kochi is now declared as National Waterway E No III. Section Hosdurg - Azhikkal -55 kms: The section in the northern part of the State is formed by the backwaters and estuaries of five rivers including the Nileswar, Kariangote, Ramapuram and rivers. The last two are connected by the Sultan's canal nearly four kms long. of Cannanore, who was then managing the area on behalf of Haider Ali, built this canal in 1766. Except for the Sultan's Canal, which has now insufficient draft due to silting, the rest of the canal has sufficient depth. The Sultan Canal is now made operational in 1999(Refer Exhibit 1.1). Section Azheekkal - Badagara-47 kms: This is a "missing link" in the west coast canal I system. The survey to link the Mahe, Anjarakandi, and Valapattanani rivers has been completed by the State PWD. When constructed this will allow the linking of Hosdurg Azheekkal section in the north to the canal system in the south. * Section Badagara - Beypore- 74 kms: The first portion is the canal connecting the backwaters of river to Agalapuzha backwater. The next portion, the Elathur - Kallai canal, connects the Elathur, Kallai and Beypore rivers. Its length is about 16 kms and passes through Kozhikode. It is narrow and shallow in many places and improvements may prove a problem on account of highly built-up areas adjoining the canal. This canal connects the waterway to the minor port of Beypore. The Collector of Malabar Mr. Connolly, whose services are remembered to this day, excavated the canal in 1845. Section Beypore - Kottappuram 170 kms: As in other portions, this section is also made up m of rivers and backwaters connected by artificial canals. Mr. Connolly, the well-known British collector of Malabar in the period of 1844 to 1848, constructed most of the artificial canals. * Section Kottappuram - Kollam -168 kms: This is the most important section of the West Coast Canal and carries about 60 percent of the total tonnage of cargo carried by Inland Waterways of the State. 7Thisportion is now declared as National Waterway ATo-III (refer Exhibit 1. 1). At its center, it has the important town of Alappuzha and at the southern end, the town of Kollam. The Vembanad Lake 205 sq.km in area has Kochi at the northerin enld

1 1311She1dli S,'ESC'ICT 1 4 3 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

and Alappuzha near its southern end. It has a length of about 84 kms and width varying from 3 14.5 kms to 3.25 kms. Five rivers viz. (annual yield 3614 mi ), Meenachil 3 3 (annual yield 2349 in ), Manimala (annual Yield 1829 m3) Pamba (annual yield 4641 mi ) and Achencoil (annual yield 2287 m 3 ) drain into this lake. Thesc rivers are navigable for a I length of about 30 kilometres upstream from their points of outfall. The low-lying area of Kuttanad, which is contiguous with the lake, is connected by a system of canals and rivers with the main inland water route. Kottayam town, which is near the southeast corner of the lake, is another important town, which is directly connected to the west route. The Kayal is the important backwater south of the Vembanad Lake. It is 60 3 sq.km in area with a maximum width of 6.4 kms. The lake is shallow and is connected to the sea by a bar, which is opened during the rainy season. Kollam town is on the bank of the of 52 sq.km in area. The Ashtamudi and I Kayamkulam lakes are connected by small backwaters and the canal. Chavara is the most important mining centre for rare earths in India. | Section Kollam - Thiruvananthapuram-62 km: The smaller backwaters to the south of Ashtamudi lake are connected by artificial cuts for the waterway to reach up to in the south. The Kollam canal (7.64), Paravur canal (24 kms), Kozhithottam - Varkala canal (12.6 kms), Anjengo canal (3.62 krns), Channankara canal (11.27 kms.) and Chackai canal (6 knis) are the artificial canals in this section of a total length of 62 kms. These canals are narrow and shallow and will pose many problems for widening and deepening to take mechanized craft. The most difficult bottleneck is the existence of two tunniels of 721 meters and 282 meters in length at Varkala. These tunnels constructed about hundred years ago are of the horseshoe shape with a height of 5.08 meters and maximum width of 5.03 meters. The I depth of water is only of the order of 0.3 meter and hence only small craft can pass through. An alternative alignment with a single longer tunnel with reduction in the overall length was recently investigated. i Feeder Canals: In addition to the West Coast Canal there is a system of feeder canals or cross canals, which connect the midland region of the State to the main West Coast Canal. In the coastal region there are also several link canals. In the Kuttanad areas these canals form the main transport systemn,as roads cannt7otbe easily constructed. The most dense artificial canal network of Kerala is in the Alappuzha- Kottayam districts. The total length of the feeder canals is about 1,000 kilometers. The widtlh of these canals varies fiom 4 to 30 meters and depths from 0.5 meter to 3.0 meters. Important feeder canals are the water routes from Kochi to Ambalamugal where FACT Cochin division has the new fertilizer factory and from | Kochi to Udyogamandal where a number of industries have been established.

1.3.1.2 Future Of Waterways Sector In General | With the ever-increasing population, the optimum utilization of all available resources is part of the required sustainable development. The Carrying Capacity of the State as whole needs to be considered especially with respect to the transport sector to explore the development of * the waterways, for sustainable development of the State. The road sector alone cannot meet the increasing transport demands without major social and environmental consequences. In this context, the futurc of the watcrways sector in Kerala is bright especially witlh regard to * the large-scale cargo movements along the West Coast canal including the feeder canals (Refer Exhibit 1.1). The role of feeder canals such, as the selected pilot project waterways are imperative as they linikthe interior Urban centres to the West Coast Canal.

L1ls1 ,Shu1adia/C,'i/('F-S T 1 5 Kerala State Inland Water Transport Pilot Project Environmeintal Assessment - September 2001

| 1.4 PROJECT BACK GROUND The Government of Kerala has sought the assistance of the World Bank to develop Inland | Water Transport on three selected feeder canals in the Alappuzha - Kottayam districts as a Pilot Project to supplement the National Waterway system. The feeder canals selected for improvement are 1) Alappuzha - Kottayam 2) Alappuzha - Changanaserry and 3) Kottayam | - Vaikom. The proposed pilot project will provide the basis for shaping a strategy for the revival of inland water transport. The project includes a comprehensive review of the past performance of the Inland Water Transport in Kerala, (in particular, the preliminary report on a pilot component of Inland Water Transport prepared by the Irrigation Department of the Government Of Kerala in October 1997); traffic projections for the waterways; hydrographic surveys of the Alappuzha - Kottayam, Alappuzha - Changanasserry and Kottayam - Vaikom- I canals and the feasibility of improving the same for navigation by river conservancy measures including dredging, navigational aids, bank protection works, infrastructure facilities like jetties and terminals and institutional arrangements for the efficient I management of the system. Together with other State canals, the project feeder canals connect the midlands in Kottayam District to the West Coast Canal and coastal areas. These canals link the towns and industrial centres in the project area with the West Coast Canal and the Cochin International Port, which are the main seaport and the major origin and destination of goods transported in Kerala. The three waterway components have been selected taking into account a) Their traffic potential b) Present hardship faced by farmers and poor agricultural workers due to lack of I adequate roads and waterways c) Expected impact on poverty alleviation d) Inter modal linking of terminals e) Continuity with the National Waterway being developed from Kottapuram to Kollam and f) Potential to attract international tourists to the heartland of Kerala's backwaters. The development of the feeder canals under the IWT Pilot project is intended to capitalize on the improvements now underway and to assist in further promoting development of IWT in the State. With the Improvements proposed under the pilot Project the feeder canals are expected to take on a greater role in collection and distribution of bulk cargoes in the project influence area. After completion of proposed improvements larger vessels will have access to the main urban centers of the State.

1.5 PURPOSE OF ENVIRONMENTAL ASSESSMENT DOCUMENT This document, together with its appendices and incorporations by reference, constitutes an EA as defined by the World Bank's OP 4.01 and an Environmental Impact Assessment (FIA) | as defined by the applicable GOI legislation.

The purposes of the EA include:

* * Documentation of the manner in which environmental considerations have been incorporated in the development of the Waterways Project and the manner in which the physical, biological and social aspects of the environment have been incorporated into the design process.

1L 3lI/SI 'h,tliaiCE S,'l(-- 1,6 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

* Provision of a documented assessment of the ambient environment, the potential impacts that could occur and the actions taken to avoid or otherwise mitigate significant adverse impacts so that decision-makers may be fully informned and decisions taken on an 3 informedbasis. * The document prepared separately should enable the Irrigation Department to secure all necessary State, Central and World Bank environmental Clearances.

* Evaluate Potential impacts of the project.

* Establish an engineering design philosophy that integrates environmental and social considerations into the project's detailed engineering design;

Assess alternative project designs and provide input into project design;

* Design appropriate and practical mitigation and environmental management measures to I be implementedduring constructionand operation * Provide practical Environmental and Social Management Plans, including and EMP and U RAP

* Propose and design environmental enhancements to be incorporated in the project implementation plans l l l

I

I~ .AlSealiE'C 75* 77*T NALcAPPLA STAM

INDIA

CHANGANASSERY

EXHIBIT:-25 1 LOCATION MAP OF PROJECT CANALS WITH RESPECT TO INDIA & KERLA STATE 3 Kerala State Inland Water Transport Pilot Project Environmental Assessment- September 2001

2 PROJECT DESCRIPTION 2.1 PROJECT LOCATION The main developments envisaged are improvements to the feeder canals in the Alappuzha - Kottayam Districts connecting with the National Waterway system. Exhibit -2-1 shows the geographic location of these waterways with respect to India and Kerala State. The feeder canals selected for improvement by dredging, provision of navigational aids, bank protection works, safety measures and encouragement of public and private sectors to use the waterways for navigation are shown in Exhibit-2.2. | EXHIBIT-2.2 PROJECTWATERWAYS

SL. WATERWAYS NA OFNE FEEDER LENGTH (KM)

1 Alappuzha -Kanjiram - AK canal 23 Kottayam l 2 Kottayam (Kanjiram)exl - KV canal 42 Vaikom (Actual distance from Waterway Kottayam to Vaikom is 42km i.e. 3.5+24.5+14 Kin) l 3 Alappuzha - Changanaserry AC canal 28

Location of Kottayam Vaikom Canal: The Kottayam -Vaikom canal is proposed to start from Kottayam, Kodimatha new terminal, continue along the A K canal until Kanjiram junction from where it takes a sharp right angle turn towards Vaikom passing Illikal, Prappuzha, Pulikuttucherry, Mania Parambu and enters Vembanad lake at Cheepumkal. It continues on the inner route between the mainland and the reclaimed coconut plantation (Swamikkalle) joining the National Waterways No III in Vembanad Lake before Thannirmukkom barrage. In order to avoid overlapping of Alappuzha - Kottayam and Kottayam Vaikom Canal 'Zero Chainage' of Kottayam - Vaikom watcrway starts at Kanjiram Junction. The total length of Kottayam- Kanjiram stretch is about 3.5 km. The reach from Cheepumkal to Vaikom is 14 km is part of the National Waterway III and the total length of the K V canal from Kodimatha to Vaikom is 42 km. The actutalKV waterways construction work will be confined to 24.5 km onlv betwveenKanji ram and Cheeplulmlkalundoubtedly located with in the Kuttanad area. Inland Waterways Authority of India (IWAI) has proposed terminals for National waterway III at Vaikom and Thannirmukkom within tlle Project area.

Location of Alappuzha - Changanaserry Canal: This route passes from Alappuzha to C Block linking Kavalam to Changanaserry. This route has been recommended by the Consultant for survey and rehabilitation clue to better revenuxe prospects in the transportation of paddy, hay, manure and other agricultural products, cocoinuts and allied prodlucts, cotnstruction materials, limie shell etc. and serving the labour movements. The length of this route is 28 km. The route is shown earlier in Exhibit 2.1. Only 1.3 Kilometre (Chainage 5.9 to 7.2) of the entire length passes through Vembanad Lake. Inland Waterways Authority of India (IWAI) has proposed terninals at National Waterway II at Alappuzha (and also at Vaikom and Thannernukkam along KV Canal)) within the Project area.

ext Section Kottayarn to Kanji ram (3.5 km) is included in Alappuzha-Kottayam Scction

L-B13/Sheladia/CES1ICF 2.1 Kerala State Inland Water Transport Pilot Project Environmental Assessment- September 2001

f Location of Alappuzha- Kottayam Canal: This route proposed to be improved starts from Alappuzha via Munro lighthouse between C and S-Blocks and continues between Q and R- Blocks to Kottayam. The Alappuzha- Kottayam canal also passes a cultivated area reclaimed * from the Vembanad Lake where the paddy fields are located in 'Blocks' surrounded by artificial canals and embankments. Agricultural labour is scarce in the locality and requires the transport of labourers to the reclaimed blocks via the Waterway, which is the only route * available. Only three Kilometres (Chainage three to Six) of the entire length of the A-K passes through the Vembanad Lake. Inland Waterways Authority of India (IWAI) has proposed termninals at National Waterway III at Alappuzha (and also at Vaikom and Thannermukkam along KV Canal) within the Project area.

2.2 PROJECT INFLUENCE AREA 2.2.1 Immediate Project Influence Area The canals in the Inland Water Transport (IWT) pilot project are located in two districts, Alappuzha and Kottayam but since the State canals are directly linked to the National Waterways of West Coast canal (WCC), the project will have a secondary impact area in neighbouring districts, especially in Emakulam. The immediate Project Influence Area (PIA) is more difficult to be detemined since its size depends on the availability of road transport as well as on the location and navigability of other project canals. In this study, the immediate PIA comprises the reclaimed land areas, 'Blocks', adjacent to the canals and land areas behind the canal embankments for an average distance of three kilometres. The People and agriculture in the three Kilometre areas on both sides will enjoy the maximum benefit from 3 the pilot waterways Project. This is because there would be better access to schools, hospitals and market centres. The proposed environmental enhancement measures will also increase the value of their assets (land, building etc). This will further improve once the entire West 3 Coast Canal (Refer Exhibit 1.1) becomes fully operational. The three waterways under study are in an area upstream of a barrage across Lake Vembanad except for a section of the Kottayam to Vaikom between the barrage and Vaikom. With this exception, they are, therefore, not part of the coastal and estuarine environment of Kerala.

2.2.2 Project Influence Area The Kuttanad area (refer Exhibit 1.1) as shown in Exhibit 2.3 is considered as the Project Influence Area for the purpose of Environmental analysis. As shown in the exhibit, the entire Kuttanad area can be considered as an Environmental System or Unit of 1000 sq. Km area. The system is almost completely controlled or isolated from the other parts of the water bodies by the Thannermukkam bund and Thottapally spillway. There are a number of prevailing environmental issues in this area, which need a 'system approach' for mitigation or minimization and improvement of environmental conditions within the area. For example improving the sanitary conditions of the Project waterways alone cannot control the presence I of higher faecal colliform levels in water. This is not because of the water circulation alone but because of a number of complex social and environmental issues prevalent in the Area. This makes it necessary to consider the entire Kuttanad area as the Project Influence Area of I the Project. The Kuttanad area in which the project waterways are located is imique in environmental and social aspects as explained in the baseline environmental conditions. In addition to Kottayam and Alappuzha some portions of Pathanamthitta also form the Kuttanad I region. In the discussion of baseline data that follows, therefore, Kuttanad data is followed by detailed expositions of the present Waterways situation for each environmental criterion.

I.BlliSheladia/CES,ICT 2.2 Kerala State Inland Water Transport Pilot Project Environmental Assessment- September2001

2.3 PROJECT OBJECTIES AND BENIFITS

The main objectives of the Inland Water Transport Pilot Project are to; i) Promote greater use of the natural resources of inland waterways in Kerala, as a more I economical and environmental friendly mode of transport to be developed as an integral part of the State's transport network with private sector and community participation

| ii) To use the experience gained through the pilot project to prepare a master plan for the revival of the inland water transport sector in the State of Kerala. The full Economic Internal Rate of Return (EIRR) has proved difficult to determine with the same accuracy as in the road sector. However, the project has an obvious positive impact on the | Social, communication and transport costs, Protection of agricultural land and other property from flooding, * Enhancing the agricultural production, f . Providing employment opportunities and Overall poverty alleviation in the affected areas.

I 2.4 SCOPE OF THE WORK The State Government through the Irrigation Department (ID) is the organization for the Inland Water Transport Pilot Project. On behalf of the Irrigation Department, the State PWD Project Implementation Unit (PIU) constituted for the implementation of Kerala State Transport Project (KSTP) will be the executing agency for the Project. Unlike the road sector projects, this is a pilot project without preceding experience of comparable feeder canal projects in the country. There are neither previous studies nor Government statistics available for project preparation, and the baseline data collection required much greater input than was initially anticipated. At a meeting between the Client and the Consultant held from January 7 to 12, 1999, it was agreed that the following clarification and items would be incorporated into the Waterways Pilot Project: Method for control of water hyacinths in the canals; | . Raising of the bridges over canals; That provision will be made in the contract for the required hydrographic studies | . Detailed engineering designs would be completed during Phase I and that Nominal provision of man-months in Phase II would be included. The services will be undertaken in two phases.

2.4.1 Phase 1 (Project Preparation) This will provide the information and analysis necessary for the World Bank appraisal of the proposed project together with required surveys, detailed engineering design and cost estimates of the project components including waterway improvemen-ts and terminals, environmental and social assessmcnt as well as the evaluation of the economic impact on the area covered by the pilot scheme of the Irrigation Department of Government of Kerala in 1997. The end product of Phase -I is the technical, environmental and social feasibility | analysis of the Inland Water Transport Pilot project.

LBII/Sheladia/CESICI 2.3 0 5 10 15Km

VAIKOM~~~~~UMRAO

BIRDSANCTUARY

XNA bR+E KiANA

K__ rAYAM KILRIE

- mm - BOUNDARY~KUYTANAD ~ ~~~SER

PROJECTWATR WAYS

EXHIBIT 2.3 KUTTANAD REGION SHOWING THANNEERMUKKAM AND THOTTAPALLY BARRIERS Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

2.4.2 Phase II (ProjectImplementation) This was to provide the transfer of selected areas of knowledge and skills as part of the Inland Water Transport Pilot Project to the Irrigation Department and to local consultants staff through on the job and formal training in the fields of Project preparation and design; * Project organization, implementation and management, and * . Management of project procurement and administration of civil works contracts. 1 Much of this work was transferred to Phase I by agreement in the project negotiating meetings in early 1999. I 2.5 THE PROPOSEDIMPROVEMENT WORKS This Waterways Pilot Project aims at the rehabilitation of the canal routes between the towns of Alappuzha, Changannasery, Kottayam and Vaikom. A summary of the proposed rehabilitation works is shown in Exhibit 2.4. The objectives are to improve the facilities for passenger transport, as well as for the distribution and collection of cargo and produce throughout the project area. Furthermore it must attract the interest of the private sector to participate in the transport of cargo between the towns, and possibly onwards to Kochi port. 3 The proposed project improvementswere to consider * Widening to the minimum required width * Dredging and removing obstructions * * Easing of any sharp curves * Improvement of side protection to both banks * Rebuilding of bridges that have inadequate vertical clearances for vessels to pass and removal of old bridges/remnants of other structures * Rehabilitation of old jetties as required and construction of new jetties

2.5.1 ChannelDesign There were two options: Option I -15 m wide 1.8 m deep Channel Option II-17.5 m wide 2.2 m deep channel 3 The recommended channel design featured a waterway with a width of 15 meter and a depth of 1.80 meter below low water reference. Such a design would reduce social and environmental impact to a minimum. Following this recommendation the Client (Irrigation 1 Department) instructed the Consultant to prepare designs for the second option, a channel width of 17.50 meter, and a depth of 2.20 meter below Low Water. The relative merits of the various options considered and the basis of the selected Optioni is discussed further in the C Chapter on Analysis of Alternatives. A typical cross section of the channel is shown in Exhibit 2.5.

2.5.2 Improvement Of The Navigation Channel (Dredging) For improvement of the navigation channel to the dimensions as instructed by the Client, Channel Option II, cxcavation work is required along most inland sections of the waterways. Using cutter suction dredges in the lake and kayal areas, and mechanical excavators on barges in the narrow inland sections, a total volume of about 155,000 m3 of sand and salty-

LL31/'Shetadia(LS!ICI 2.4 Kerala State IfilaTndWater TranispourPilot Project Enivirotiniental Assessmerit- September2001

clay is to be dredged to deepen and widen the channel for two-way navigation. The channel design width is 17.50 meters in the wide canals and the lake, and a minimum of 15.5 meters in the narrow sections with vertical banks. Such a channel just fits within the present banks of C the existing waterway, and as such will not require widening and consequential land acquisition and social impact.

| EXHIBIT 2.4 SUMMARY OF PROPOSED REHABILITATION WORKS

TIMPROVSEME-NT SPECIFICATION RE MARKS Design Channel Width Channel Design Width: 17.5 m No channel widening is necessary I Design Channel Depth 2.2 m Based on the computedLow Water Reference,the navigationchannel lwill be maintainedat 2.0 m below I l MSL DredgingWorks Constructionof the design Estimated dredgingvolumes for the channelwill require excavation three waterwaysare summarized of areas where insufficientdepth below in cu m: AK 85,000,AC is present over required width. 37,000, KV 34,000. Total ______156,000cum. 3 | Bend Considerations Right angle corners, as occur in Appropriateallowances have been / Channel Alignments turnoffs into different canal provided in river bends. No sections,will be negotiated by realignmentsare necessary or captainsat lower speeds and proposed. associatednavigation warning signs will be provided. Bank Protection In sections where the bank Wherepossible, existing banks will protectionmust be replaced, or be rehabilitatedusing traditional where a straight, vertical wall is bank materialsand designs to required for navigationwidth, or maintain the rustic appearaniceof the I where water turbulence is waterways. Traditionaldesigns have expectedto be a potential beeni uipdatedto stl engthen baniks problem, new sheet pile walls and ibnproveresistanice to wave will he constructed. erosion. Aids to Navigation For safety and economicuse, This markingof the channel, based variousaids to navigationare on SIGNIsystem, communication U proposed, facilities,information maps and bulletins for users, as well as detailed regulationson lighting and traffic rules Operation and Regularmaintenance of the Maintenancedredging requirements Maintenance rchabilitatedchannels will be will be approximately5% of the requiredto provide adequate initial dredging work annually. l depth for IWT users. Surveys Annualinspections of all canal banks will be carried out once per year will be required. after the monsoon flood season to * _ verifychannel depths. Bridges Designclearance under bridges Nine road bridges cross the project of 5.5 meters during high water waterways,and seven are too low periods requires clearanccof 6.5 and must be raised or replaced. L above MSL for high low _ Designshiave been -preparedfor thed

IL31iSirclsdtia, (L S'l'-l Kerala State Inland Water Transport Pilot Project Environmental Assessment -September2001

periods. reconstructionof bridges that cannot be raised. Structuralcriteria have * been developed for the bridges that can be raised. New footbridgeswill be provided at locationswhere I locally made drawbndges are operating at present. Jetties and Terminals Jetties on AK and AC waterways AK:3 jetties replaced 22 jetties I require repair and / or repaired. AC:9 jetties replaced, 51 replacement. New jetties are jetties repaired. KV:16 new jetties, required on the KV canal, which 10 jetties repaired. I has not had through transportfor a number of years. IWAI has proposed terminals for Terminals are required for National waterway III at Vaikom, l consolidationof cargo and Thannirmukkomand Alappuzha loading of vessels at waterway within the Project area. IWT Pilot collection and distribution points. will construct facilities in Kottayam and Changanaserry I The project does not require a Resettlement Action Plan (RAP), as there will not be any land acquisition including the land for the tenninal and jetty facilities. Further, because of the same reason there will not be any Project Displaced People (PDP) or Project Affected Persons (PAP) including indigenous people. As desired by the World Bank, to address other social issues due to the construction and operation, the project has prepared a Social Impact 3 Management Plan (SIMP). I 2.5.3 Bank Protection Rehabilitation Design T'raditionally the dikes of the Kuttanad polder lands are protected from erosion by a pitched stonewall, built on a rubble base, and prevented from settlement toward the canal by a row of coconut tree piles as shown in Exhibit 2.6. The bank protection rehabilitation design aims to maintain the local craflsmanship, not to detract from the picturesque nature of this unique area, and to provide employment for local labour. TThedesigni was mnodifiedfor washout stability with the introduction of geo-textile layers betweenl the stones and the soil, and, where excavationt is necessary below the level of the rubble base, replacement of the palm pile toe with concrete sheet piles. In extreme narrow or vulnerable sections of the canals and at places where no protection is available, a vertical sheet pile wall is designed, anchored into the dike, and provided with a timberfender along the front.

| 2.5.4 Navigation Aides In order to improve navigation on the canals, aids to navigation will be provided, in the forn of chamnel markers, communication facilities and information to mariner's maps and booklets as shown in a typical section in Exhibit 2.7. The channel markers will be painted with retroflex colours, to provide guidance at night. Regular informnation, regarding fairway I conditions and water levels, must be provided to users on a regular basis, preferably at the terminals.

2.5.5 Jetties, Passenger And Cargo Terminals To facilitate passenger transportation, especially in the canal between Kottayam and Vaikom where there is no shipping at present, jetties will be upgraded and repaired throughout the I navigation routes at regular intervals (Exhibit 2.8). This also shows the location of proposed Jetties. The proposed landings are shown in Exhibit 2.9. Efficient combined passenger and

1B1tl,IShelaohlaCES/ICT 2.6 17500

EXHT 25 A CLOWWATER LVL. C+0.200m MSL)S OC

EXHIBIT 2.5 A TYPICAL CROSS SECTION OF CANAL 3 Kerala State Inland Water Transport Pilot PToject Environmental Assessment- September2001

cargo terminals are designed for the main towns of Changannasery and Kottayam as shown in * Exhibit 2.1 0.

2.5.6 Foot Bridges And Bridges Bridges with insufficient clearance during high water conditions will be raised or replaced, while footbridges are provided as replacements for the present drawbridges in the Kottayam | canal.

2.6 DETAILED STUDIES, SURVEYS AND MAPPING WORKS 2.6.1 Hydro graphic Surveys, Mapping Works And Monitoring

To facilitate engineering design, extensive hydrographic surveys and mapping were carried out. With the use of an echo sounder, mounted in a small launch, and positioned through a Differential Global Positioning System (DGPS), computer aided depth soundings were made. In critical areas topographic surveys were executed. Soil samples were also conducted, and Km chainage distance markers established on the canal banks for accurate location. For navigation purposes channel depths must be created to allow fully laden passage over an economic part of the year. After analysis of long tern data from three water level gauges in the area, it was concluded that a level of 0.20 m -+ MSL is available over more then 95 % of the time. This level was adopted as the low water reference level for the channel design.

2.6.2 Trafric Analysis For Identifying The Improvement Requirements Traffic analysis has shown that long distance cargo volumes, foreseen to be transported over I the project waterways, are relatively small. The largest need consists of passenger traffic and local distribution and collection of goods. This gives rise to a sensitive economic justification 3 of the project, and does not warrant the use of large vessels. An evaluation of the work and the costs was carried out, using the small-scale rehabilitation of the present system as a base line, and using larger design channels to establish the curve relation of size versus cost. This evaluation shows that enlargement of the channels beyond their natural original dimensions, requires exponentially increasing work and cost.

| 2.6.3 PASSENGER VESSELS AND CARGO TRANSPORT Vessels using the waterways at present are passenger launches, country boats carrying goods, anid various types of tourist vessels, including a large number of houseboats. I The recommended vessel for cargo transport on the project area, is a multi purpose shallow draft self propelled barge, with a capacity of around 110 tonnes.

I 2.6.4 REGIONAL TRANSPORT CONNECTIVITY

2.6.4.1 WATERWAYS CONNECTIVITY

The proposed pilot project will comnect Kochi the biggest commercial city of Kerala connected by Air, Water and Road. Kochi is the location of newly constructed biggest * planned airport () of International Standards. Kochi is one of the most important safe seaports in India popularly known as the 'Queen of the Arabian Sea'. Further the city is well connected by a number of National and State road network. With regard to Railways also the city is best connected and many trains are operating directly to New Delhi and many other important Indian cities. Recently a new proposal was also mooted to connect

13__S __lad_ _ _CES_I_ _CT 27_ g I.~~BII/SlieladijCES/ICT 2.7 PROJECTpi~.oj~cCANAL I |~C:ROSS SECIION OFBUNDOF BELOWPADDYM. FIELDl S .L

RUBBLEMASON 0.35M 0.8m

0.55 0.54

COCONUTPALMIRIIB

0.6I .6T2O 1.5M 4.OM 0

EXHIBIT 2-6 CROSS SECTION OF A TYPICAL BUND IN THE KUTTANAD REGION. A~~~~A

-. i

(The channel markers of the SIGNI svstem)

EXHIBIT2.7 A TYPICALCANAL SECTION WN'ITH iMIARKER APPLICATION AND NAVIGATIONAIDES 0 2 4

PROPOSEDNEW JETTIES

1 AM[BALAIKADAUJETrY

2 PATHNARIAUL)CHIAJLTY

KIDANG 3 PULINAKKALJETTY

4 KANJIRAMJETTY

5 MARTBEMARIUMXqE-rY

6 IHIKMALJEITIY

7 THAZ-ATHANGADI JElRTY

8 THKOUVATTAJETTY

9EKALLUMADA JEOTY 10 PRAPLJZHAJETTY

I11PULLIKUTISSERY JETTY

12 PUTHANTHODUPALLY JE'TrY

13 PARENCHALIJETFY

14 CHOOPORATHARAJEITrY

15 CHEEPANKALPALLY JETrY

16 CBEEPANKALTERMIfNAL JE'TrY

ARAB IAN SEA a ALAPPUZHA-KOTTAYAM *ALAPPUZHA-CHANGANASSERY *KOTTAYAM4-VAIKOM

EXHIBIT:-2.8 LOCATION OF PROPOSEDNEW JETTIES ALONG THE PROJECT CANALS. VAIKOM

A R A B I A N S E A ALAPPUZHA e ALAPPUZHA-KOTTAYAM * ALAPPUZHA-CHANGANASSERY * KOTTAYAM-VAIKOM EXHIBIT 2.9 LOCATION OF PROPOSED NEW LANDING ALONG PROJECT CANALS. KER A7AT

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EXHIBIT 2.10 LAYOUT OF A STANDARD TERMINAL Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001 the new international airport directly through waterways. A pre feasibility study was undertaken recently. The pilot project will bring Kochi much closer connection to the Kottayam, Changanaserry and Alappuzha all very important urban centres connected with backwater tourism. The project also brings an easy access to the Kumarakom and Pathiramanal tourist areas near Kottayam. The connectivity to additional stretches of Udhyogamandal canal from Kochi port to Udhyogamandal (23 Km) and Chambakara Canal from Kochi port to Ambalamugal (18 km) connecting the industrial belt to port city is an additional advantages. Further the Chapter gives a detailed account of the future prospects of the pilot project once the entire Waterways in Kerala is revived especially when the West Coast (WC) canal is operational. The Exhibit 1.1 of Chapter 1 shows the project Waterways in relation to the entire waterways of Kerala.

In the case of Alappuzha- Changanaserry route, certain sections were recommended by the Consultants due to better revenue prospects in the transportation of Paddy, hay, manure and other agricultural products, coconut and allied products, construction materials, lime shells etc Although environmental considerations were never a part of the selection of alignments, existing transport routes could be deep enough for transport vessel operations. Dredging requirement could be considerably less along these routes compared to any new option. This could be another reason for the existing alignments locally, although these decisions were not consciously carried out.

2.6.4.2 ROAD AND RAIL CONNECTIVITY OF PILOT WATERWAYS The Connectivity to Project roads under Kerala State Transport Project is shown in the Exhibit 2.11. Alappuzha-The Alappuzha town is well connected by a number of roads including NH 47. This urban centre located in the Coastal belt is also connected by Railways. The waterways in fact connect to the Phase -1 Alappuzha - Changanaserry (Link 73) project road. National and State Highway network to different parts of Kerala further link the Changanaserry town. Changanaserry The Changanaserry town is well connected by a road network including the State Highway -1(MC road). The Alappuzha- Changanaserry (Link 73) is one of the Phase -1 high priority project road and Phase 2 -Changanaserry- Kottayam (Link 4.1) selected for implementation under the Kerala State Transport Project. The entire State Highway-l (divided in to a number of Links) is selected under the Kerala State transport Project connects Thiruvanathapuram the State Capital (South) up to (Middle) in the National Highway. The National Highway in fact connects to the Northem region of Kerala State. Kottayam The Kottayam town is well connected by the State Highway -l(Main Central road). This is a high priority project road. Phase 2 Chengannur -Changanaserry- Kottayam (Link 4.1) and Kottayam-Ettumanur (Link 4.2) is the Phase 2 project road. Vaikom There is no KSTP project road connecting Vaikom. There are many other roads connecting to the city. The Vaikom Jetty is one of the Stations identified in the National Waterway No III. The road connectivity of all the three towns will positively help the waterways since the project road after improvement under the project would be a safe road corridor compared to other roads of the state. This will further ensure the long distance safe travel corridor to the entire Kerala

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EXHIBIT:-2.11ROAD AND RAIL CONNECTMPYOF PILOTWATER WAYS Kerala State Inland Water TranisportPilot Project Environnietal Assessment- September2'(01

Core Road network study in Kerala (March 2001); The Government of Kerala prepared a Core Road net work study report with the objective of identifying the net work of roads connecting State Highways and National Highways, Tourist places, Ports and harbours, Tribal areas ports and harbours, underdeveloped areas and to provide interstate connectivity. 3 The total roads identified under the study are 5606.95 km, which does not include the network of road prioritised under SOS study. The development and improvement of these roads are being considered by various means including private participation. The | rehabilitation of waterways sector will boost the tourism sector for the overall economic development of the State (ref: Identification of core road network in Kerala, March 2001). 2.7 PROJECTCOST ESTIMATES

The development of the proposed feeder canals consists mainly of two parts, namely the navigational canal facilities and the shore-based facilities. Cost estimates have been prepared V for various items including dredging, bank protection, aids to navigation, terminals, storage sheds, offices, mechanical and electrical facilities and Infrastructure facilities. The abstract of cost for the final alternative with a width option of 17.5m is as follows:

I Kottayam - Vaikom feeder canal - Rs. 184,344_247 II Alappuzha-Kottayam feedercanal - Rs. 90.542,788 III Alappuzha - Changanaserry feeder canal - Rs. 94.961,903

Grand Total Rs. 369,578,938 l I l l

I~~ 18;qtAiV tl-- Kerala State Inland Water TransportPilot Project EnvironmentalAssessment- September2001

3 PROJECT POLICY, LEGAL AND REGULATORY FRAMEWORK

3.1 WORLD BANK POLICIES AND REQUIREMENTS 3.1.1 Environmental The World Bank environmental requirements are based on the World Bank Operational 3 Policy OP 4.01. Under the policy projects are classified into Category A, B or C, Category A representing the highest level of concem. The Bank classifies internally and at the time of writing the EA for Kerala State Inland Water Transport Pilot Project, is classified as Category A because of the biodiversity issues and the dimension of Social impacts. The Bank requires an Environmental Assessment (EA) to deal with both the generic and the Project specific issues. Social Impact | The World Bank has set out certain mandatory social impact mitigation requirements for its loan projects. Thc Operational Policy 4.3031 descrnbes Bank policy and procedures for projects that involve involuntary resettlement. This Directive aims to improve, or at a I minimum, restore the welfare of the people who will be displaced because of a development project. This Policy also requires that projects minimize the need for involuntary resettlement. Where displacement is unavoidable, resettlement plans should pay particular attention to the vulnerable groups. Surveys indicate that no one will be displaced as a result of tiis proj'ect. In addition, the World Bank has special guidelines for dealing with impacts on the indigenous communities due to infrastructure projects This document specifically requires the project authorities to include consultation with and informed participation of the tribal population. However, the reconnaissance survey has indicated that there are no tribal habitations along the corrdor and they are much beyond the immediate influence area of the corridor. The applicability of 10 Environmental safeguard policies of the Bank was examined as I follows in Exhibit 3.1. EXHIBIT 3.1 APPLICATION OF VARIOUS ENVIRONMENTAL SAFE GUARD POLICIES TO IWT PILOT PROJECT SL OPERATIONAL PROJECTAPPLICABILITY TRIGGEREDOR NOT NO POLICY 1 OP-4.01 There will be Constructionand Triggered as the umbrella Environmental Operational environmentalImpacts. policy mainly on account Assessment Not located within the sensitive of health and safety Coastal RegulationZone. aspects 2w OP-4.04 Natural No sensitiveNatural Habitat Not triggered Habitat 3 OP- 4.36 Forestry No forest areas involved Not triggered 4 OP-4.09 Pest No Pesticide use during construction Will not be triggered but Management and operational stages of this particular this is a prevailing project environmentalissue of * the region 5 OP-4.30 Involuntary No canal widening and hence no Not Triggered Resettlement impact of this type I 6 OP-4.20 Indigenous No Impact Not Triggered people 7 OP-4.11 Cultural Minor impact Triggered

3 Involuntary Resettlement, The World Bank Operational Directive 4.30,June 1990.

LBI I/Sheladia/CES/ICT 3.1 Kerala State Inland Water Transport Pilot Project Environmental Assessmenit- September2001

Property l(Draft) OP-4.37 Safety of Not Applicable Not triggered Dams 9 OP-7.50 Not Applicable Not triggered Intemational Waterways I10 OP -7.60 Not Applicable Not triggered Projects in Disputed Areas

FFurtherthe World Bank require that the various environmental activities including Public Consultation need to streamline the design process in a positive manner. The other requirements are; 1. An EA and EMP satisfying the banks requirement 2. Institutional arrangements for the Implementation of Environmental Management Action plan during construction and operational phases of the Project And 3. All necessary environmental clearances from the State Government and Ministry of Environment and Forests (MOEF), Government of India

3.2 INDIAN NATIONAL AND KERALA STATE POLICIES, LEGAL AND ADMINISTRATIVE FRAMEWORK 3.2.1 Indian National Framework 3.2.1.1 Environmental

The major elements of the Indian legal framework for environmental management are: The Constitution - provides for protection and improvement of the environment and states that it shall be the duty of every citizen of India to protect and improve the national environment, including forest, lakes, rivers, and wildlife and to have compassion for living creatures. Water (Prevention and Control of Pollution) Act of 1974 and Cess Act of 1977 Air (Preventionand Controlof Pollution)Act of 1981 Environment (Protection) Act of 1986 - enacted in the wake of the Bhopal gas tragedy, the Act is an umbrella legislation that provides a framework for Central and Statc Authorities established under previous laws. It provides a single focus for the protection of the environment and sought to plug several loopholes.

Forest (Conservation) Act as amended in 1988 -18 February 1998 MOEF circular on linear plantations on road sides, Canal and railway lines. This is not relevant for the IWT Project as the canals mentioned are actually irrigation canals aandnot Waterways. Wildlife (Protection) Act of 1972 The National Water Policv, 1987 stresses, "water is a prime natural resource, a basic huiman need and a precious national asset". The planning and development of water resources needs to be govemed by national perspectives". Policy Statement on Abatement of Pollution of 1992 Affirme(dthe Government's intentioni to integrate environmental and economic aspects in development planning with an emphasis

I 1 _11 C__ _1_l_ _d_ _ _ _ _ - _ _ _ Kerala State Inland Water Transport Pilot Project Environmental Assessment-September 2001

on the preventive aspects of pollution abatement and the "polluter pays" principle. | The Environmental Impact Assessment (EIA) of Development Projects Notification of 1994 Until January of 1994, obtaining environmental clearance from the MOEF was only an administrative requirement intended for large projects undertaken by the Govemment or * public sector undertakings. The EIA Notification issued in January 1994 and amended in May 1994 makes EIAs a statutory requirement for 29 Identified activities including transport projects. All development projects, whether under Schedule I or not, are required to have clearance from MOEF if they are in certain notified ecologically sensitive or fragile areas. Coastal Regulation Zone Notification of 1991 * The project waterways do not come under this notification as the Coastal Zone Management Plan prepared by the State Government. The reason for non-inclusion is the lack of tidal 3 effect in this region due to the two barrages, which separate them from the sea.

9 th July 1997 MOEF CRZ gazette notification as amendments to 1991 notification 3 5th August 1999 amendments of MOEF to CRZ notification: These amendments were actually meant to ease restrictions on oil and natural gas exploration and certain other activities in coastal areas. These proposed changes will also permit receipt, storage, and re- gasification of liquefied natural gas and salt harvesting by solar evaporation of seawater in coastal areas under CRZ, The modification further allows the construction of houses by local inhabitants after obtaining permission from the Central or State Governments or a designated 3 authority. A new sub clause has been introduced which allows construction of dispensaries schools, public rain shelters, community toilets, bridges, roads and provisions of facilities for water supply, drainage, sewerage by local inhabitants, especially the fishing community on a I case to case basis. Vembanad Lake Management Action Plan: Vembanad lake is one of the 15 Indian mangrove areas that have been identified by the MOEF National Committee on Wet lands, I Mangroves and Coral reefs for intensive conservation and management. A Management action plan for the Vembanad Lake has also been sanctioned. The enquiries with MOEF indicated that Management action plan is not yet prepared and informed that this has nothing to do with environmental clearance. This Action Plan is only meant for the protection of Mangrove areas in the region. | Hazardous waste management Rules 2000: The rules particularly about hazardous chemicals and does not include any thing related to the project or the contaminants in the dredged materials

The Public Liability Insurance Act of 1991 3 Under the heading of land use, the following are also noted to be of potential relevance to the Project: -The Urban Land (Ceiling and Regulation) Act of 1976. I -The Model Regional and Town Planning and Development Law of 1985. - Provisions in State Acts on Town and Country Planning. - The Industries (Development and Regulation) Act and Amendment of 1951 and 1987. -The Mines & Minerals (Regulation & Development) Act and Amendments of 1957 and 1984. - The Coal Mines (Conservation and Development) Amendment Act of 1985.

LBIUSheladiajCES/ACT 3.3 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

3.2.2 Social The most relevant Indian regulations for social impact mitigation are: The Land Acquisition Act, 1894 (amended 1984) on compensation at market price The Environmental Impact Assessment Notification, 1994, on comprehensive rehabilitation plan This notification does not include Waterways Project in the list of projects covered under the Notification. The waterways project requires no land acquisition. The social impact requirement of the Indian Governmnentrefers to the Relocation section in the GOI Environmental Guidelines for RailRoad/Highway Projects (1989). The Guidelines reconrmend the following mitigation measures for social impacts: (a) Advance notification of enough (say, two years) time must be given to enable the relocatees to find a suitable place. At the same time, the project authorities could arrange for public relations through television, radio, and advertisement on the need for the project and how land acquisition and compensation will be effected. (b) Advance realistic paymnentshould be available in some formnfor the relocatees to secure a new unit (c) The estimation of compensation for land and property should be based on the fair market value. The tern fair market value is defined as being the amount at which the property would exchange between a willing buyer and a willing seller and both parties should have reasonable knowledge of all relevant facts. (d)The choice of replacement of a living unit organized by the project authority may be made available for the relocatees who are not satisfied with the compensation amount or who cannot find a suitable house. (e) Re-establishment cost must be carefully considered to offset the loss in income, increase in expenditure resulting from disconnection of public utility services and moving cost. Special attention must be paid to the possible loss of job or business that cannot be re- established. (f) In case of any squatters, a special program for construction of a low cost housing unit (the labour provided by relocatees) may be set up.

(g)A social work subsection should be established to follow up and monitor the problems faced by the relocaters. This sub-section should also be entrusted with the responsibility to ensure that individual households relocated receive sufficient compensation with enough lead-time to secure a new living unit.

3.2.3 Indian National Requirements for Environmental Impact Review The GOI Environmental Protection Act of 1986 requires the preparation and clearance of Environmental Impact Assessments (EIAs) for projects meeting certain requirements. The Ministry of Environment and Forest (MOEF) and promulgated environmental Guidelines for Rail/Road Highway Projects pursuant in conjunction with the Ministry of Surface Transport (MOST) in 1989 detailed requirements for the preparation of EIAs are also outlined in the GOI's Handbook of Enviromnental Procedures and Guidelines of 1994. However as per the 1994 EIA notification, Waterways are not included in the list of projects requiring

l LBII/Sheladjs,CES/iCTI 3.4 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

environmental clearance. The applicability of various National and State regulations are | depicted in the Exhibit 3.2.

EXHIBIT 3.2 3 ENVIRONMENTAL CLEARANCES REQUIRED CLEARANCE THEREASON FOR STATUSOF AGENCY REQUIREDOR CLEARANCE STARANCE

______NOT LkEQUIR~EMENT CERAC Kerala State Science Not required. Not within the CRZ as per the Not applicable Technology and Managementplan prepared by Environmental the Governmentof Kerala. Department (STEC) Kerala State Pollution Not required Water and Air Act Not applicable 3 ControlBoard Consentto establishand consent to operate MOEF Clearance Not required Location of the project not Not applicable adjacent o any sensitive ecosystems. 10 April 1997,MOEF Not required Projectnot listed in the Not applicable Gazette Notification Schedule I of EIA notification U ~~~~~~~~~~~~~1994 1991,MOEF CRZ Not required Project not located in the Not applicable Gazette notifications SensitiveCoastal Regulation

Forest Clearance Not required No forest involved Not applicable State Level Coastal Not Required The committeewas constituted Not required zone management to look into the CRZ related committeeclearance issues hence not in the purview of the committee 3 | Other approvalsif any None NotApplicable Not applicable 3.3 INSTITUTIONAL FRAMEWORK OF INLAND WATER TRANSPORT I Government Departments engaged in the development and operation of the water transport system in the Kerala State consists of Coastal Shipping and Inland Navigation Department (Coastal Shipping And Inland Navigation Department) and The State Water Transport I Department (SWTD). Kerala Shipping & Inland Navigation Corporation (KSINC), Kochi, is working under the administrative control of the Coastal Shipping And Inland Navigation Department. The Inland Waterways Authority of India (IWAI) under the Central Government 1 -administers the National Waterway III, a part of West Coast Canal (Refer Exhibit 1.1) in Kerala. 3 The Coastal Shipping And Inland Navigation Department undertakes the development of the State inland canal system through the Irrigation Department. The Irrigation Department also has a mechanical engineering wing, workshop and six inland canal dredgers. The operations of the Irrigation Department of Government of Kerala and the Inland Waterways Authority of India are financed by the State and Central Government grants respectively. The share of income collected by the Irrigation Department frorn the inland waterway users is negligible. I The Inland Waterways Authority of India (IWAI) does not collect any direct fees from the users of the national waterways at present. The Irrigation Department is in charge of annual inspection of the inland craft, issuing of the fitness certificates (including safety equipment) as well as conducting the examination of the inland masters and issuing certificates of competency.

LBIISheladialCES/1CT 3.5 KeralaState Inland Water TransportPilot Project EnvironmentalAssessment- September2001

For these services the Irrigation Department collects small fees from the users. 3 The private sector Inland Water Transport operations can be divided into two sectors. The Inland Water Transport companies and the Government Agencies in the organized sector who operate inland vessels, ferries and barges. The companies are normally both ship owners and I freight forwarders carrying contract based cargoes on regular routes between the Cochin Port and industrial terminals in and Udyogamandal and rendering short haul passenger services and backwater cruises for tourists. Another is the country boat sector, which plays a I very substantial role in the movement of passengers and cargo on the numerous canals, and backwaters, which are not easily accessible to other surface, transport modes. An accurate census of country craft and loads carried by them is not available at present.

The Government Inland Shipping Agencies, Industrial establishments or Cochin Port operate * the present inland terminals. There is no institutional capacity within these agencies to implement the Environmental and social Impact mitigation measures, the Environmental Management Plan after construction.

3.4 LEGISLATION Various Legislations have been in force after several committees were constituted by State Il and Central Government. 3.4.1 The main rules regulating the Inland water transport are; 3 . Inland Vessels Act of 1977 - Act VI Of 1096 (Corresponding Year 1921) Travancore Public Canals And Public Ferries Act. This is an Act To Provide For The Establishment Of Public Canals And Public Ferries In Travancore, For The Management Thereof, And For The Regulation Of Traffic Therein. 0 Government Of Kerala, Notification R. Dis No 938/24/PW, Dated Thiruvanathapuram, 28th July 1922. * Revised Rules Under The Travancore Public Canals And Public Ferries Act, * 1921 Some modifications to the above Acts and Rules were made in 1940, 1953 and 1977, but the basic law regulating the Inland Water Transport operations is 77 years old. The Consultant has been informed that the institutional framework of Inland Water Transport 5 is being revised and new rules and regulations are being drafted. 3.5 REQUIRED STATE LEVEL CLEARANCES The Pilot Project is not located within the CRZ areas and hence no MOEF Clearances would be required for the Project. In this regard 'page37, Paragraph 2' of Coastal Zone Management Plan of Kerala prepared by the State Government states that

| " h77eKuttanad area, though lying below mean sea level, is protected from tidal effects (Salt water influx) by the Thannirnmukkom barrage and Thottapally spillway in the north and the south respectively.Hence it is excludedfrom thepurview of the Notification".

3.5.1 State Level Coastal Zone Management Committee Clearance This committee was established to deal with issues related to coastal zone management and I monitoring. According to the GO (MS) No.133/97/STED dated 28 November 1997, Government of Kerala has constituted a committee of seven-members with Committee Chairman as the STEC

I LBII/Sheladia/CES/IC'I 3.6 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

Chairman and the Ex-officio Secretary to Government to examine issues related to CRZ and advise Department of Science, Technology and Environment, Government of Kerala on clearance of routine projects and related issues. The Project pilot Waterways are not located with in the CRZ area and hence no clearances from this committee are required.

As per the GO (MS) No 133/97/STED dated 28 November 1997, the Pilot project does not require State level Clearance.

1 3.6 Institutional Arrangements for the Implementation of Environmental Management Action Plans

I The Project Implementation Unit (PIIJ) constituted for the implementation of the KSTP will be responsible for the construction and management of the Waterways component of the Project. The same institutional setup for the implementation of the highways sector will be responsible for the implementation of the Environmental Management Action Plan. There is a proposal to Irrigation Department for making a suitable tie up with the PIU. As a result it is most likely that there would be induction few engineers from the Irrigation Department. This proposal is further discussed in the Environmental Management Action Plan.

3.7 GAPS IN THE REGULATIONS

TIhe absence of a national legal framework to deal with the waterway related emergencies such as accidental oil spills. As there could be many Waterways projects in the coming decade, the waters project also should be included in the Schedule 1 of MOEF notification. I I l l l l I

I ______.______LBII/Sheladia/CES/IC T 3.7 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

4 APPROACH AND METHODOLOGY

4.1 BASIC APPROACH The methodology followed in the Environmental Assessment (EA) process is continuous. The potential environmental aspects have been examined in detail at different stages in the process. The incorporation of feed-back and assessments of those likely to be directly affected by the proposed project is an essential feature of the methodology and becomes increasingly important as the assessment process develops. Consultations conducted in the process are discussed in detail in chapter 8.0.

Feasibility report A feasibility study was carried out for the three pilot waterways selected with Environmental and social feasibility. The final report was submitted in April 2000. In fact the feasibility study helped to take a proper design decision based on the Economic, Social and environmental considerations. The chapter 6 in the report is Environmental Assessment and Action plan. The Chapter 7 is the Summary of the Social Impact Assessment.

Screening and scooping There was no need of a screening and scooping as the project was decided and taken as a Pilot project The original scope of the study has not changed /modified during the course of EA study to incorporate any findings.

Major milestones in the Environmental Assessment process were as follows.

4.2 MAIN CONCERNS Together with engineering studies and the Environmental Assessment process of the project there were few typical concerns to address. Unlike the road sector projects, this is a pilot project without preceding experience of comparative feeder canal projects in the country. There are neither previous studies nor Government statistics available for project preparation, and the basetine data collection required much greater input than was initially anticipated. | It can be foreseen that the major influence upon traffic projection will be the competitiveness of the Inland Water Transport compared to the other surface transport modes, both in terms of technical performance and transport costs. The Consultants have therefore placed on I emphasis on pragmatic methods for estimating the anticipated traffic flow including divertible and generated movements of cargo and passengers on the feeder canals after the * planned improvements have been completed.

4.3 STEPS IN THE PROCESS * Reconnaissance Survey report. Reconnaissance surveys were undertaken by the environmental team together with the PCC hydrographer commencing with a joint reconnaissance with members of the Irrigation Department and those responsible for the documentation of the environmental investigations and issues in April 1999. In addition to field investigations and observations, consultations were held with local officials, and available-environmental documentation was assembled for review. * Assembly and Analysis of Previously Collected Data. This included both published and un published environmental data. Literature searches were undertaken and relevant agencies (e.g., the Department of Forest, the State Pollution Control Board, Archaeological Survey of India, etc.) were contacted and apprised of the proposed project. Sources of previously collected data included:

LBtl/Sheladia/CES/ICT 4.1 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

- Socio- Economic data from the Census Department - Air, Water (surface and groundwater) and noise quality data from the Central Pollution Control Board - Flora and Fauna from various sources, including the World Wildlife Foundation (WWF) and State Forest Department - Baseline aspects from District Gazetteers - Survey of India (SOI) maps for the potentially affected districts. - District Planning Series Maps from SOI (these maps are prepared by the Department of Science and Technology/DST) - Kuttanad Water Balance Study project office of Irrigation Department - Inland Waterways Authority of India (IWAI) I - Kerala State Pollution Control Board (KSPCB) - Centre for Earth Science Studies (CESS) - Ministry of Environment and Forest (MOEF) Government of India. - State Committee on Science Technology and Environment (STEC) - State Gazetteers - Cambridge World Conservation Monitoring Centre Review of readily available data, combined with the initial reconnaissanlce investigations, determined the need for primary data collection in certain instances,

* Identification of Primary Data Collection Needs. Instances in which the collection of I primary data was considered necessary were identified throughout the process. * Visual Inspections and Photographs During the course of the project besides the Environmental and Social Assessment team, Engineering Economists and World Bank experts also visited the canal areas and made visual inspections of various aspects of the required works. A large number of 3 photographs were taken for reference as shown in Appendix 4.1. * Preparation of feasibility and Environmental Assessment report. | The following aspects were taken into consideration in preparing the feasibility report. - the general population distribution, - concentrations of tribal or cultural groups, I - concentrations of low income communities, - areas of significant canal encroachments, - sensitive and/or critical natural habitats (e.g., national parks, wildlife reserves, v sanctuaries, sacred groves, protected areas, forest, wetlands, etc.), - major rivers and waterways, - recorded cultural heritage sites, I - and any potentially sensitive areas, based on recent GOI census, official data and information from NGOs (non-government organisations)and site visits. 3 The results of this analysis were plotted on maps and tabulated to identify any conflicts and recommendations made on how to resolve them. The analysis of alternatives and/or mitigation was made as a precursor to engineering design and before undertaking the required | social impact and environmcntal assessment studies.

LBII/Sh2ladia/CESiACT 4.2 Kerala State Inland Water rmsport Pilot Project EnvironmentalAssessment - September2001

Determination of the Potential Impact Area (PIA) for EA Purposes. The Ministry of 3 Environment and Forest (MOEF) Schedule I notification does not include Waterways projects. It is recognised that the exact limits of the "potentially affected area" may require X expansion in accordance with the circumstances of the particular characteristic under discussion. It may be argued, for example, that the improvements of Waterways will, to some degree, have a State level impact due to their contribution as a critical element in * transport planning especially with regard to the tourism sector and food security. To ensure a comprehensive approach and an appropriate environmental context for discussion, wherever necessary the statewide data is presented as a context and the two I districts through which the waterways pass have been adopted as the outer limits of the potentially affected area for the purposes of the EA. However the Kuttanad area in which the project waterways are located is unique in environmental and social aspects. In * addition to Kottayam and Alapuzha some portions of Pathanamthitta also form the Kuttanad region. In the discussion of baseline data that follows, therefore, Kuttanad data is followed by detailed expositions of the present Waterways situation for each environmental criterion. * Documentation of Baseline Conditions. Chapter 5.0 presents baseline conditions within i the area thus defined. Data is drawn from all sources as noted earlier. * Assessment of Potential Impacts. Potential may be direct- indirect or cumulative. Identification of potential impacts for Waterway improvements is facilitated by the extensive documentation of similar projects in both India and elsewhere. Screening for significant adverse impacts and identification of environmental enhancement 3 opportunities consisted of: - Analytical Review of Baseline Data. Information in regard to sensitive areas, issues, land uses and sites.

- Review of Land Use and Environmental Factors Within the PIA districts. Sensitive land use and environmental conditions within the Project influenced districts were I surveyed through the use of available data sources and interviews with concerned agencies.

- Analytical Review of the Underlying Socio-Economic Conditions with the Project Influence Area.

| - Assessment of Potential Impacts as Identified by Previous waterway Projects. The review was based on previous experience with the guidelines and recommendations proposed by MOEF and the World Bank as previously cited used as a comprehensive checklist to ensure consideration of all positive and negative impacts.

n*tegration of Environmental Concerns in the Design Process Consideration of * environmental issues was an integral part of waterways project preparation- a process generally referred to by the World Bank as "mainstreaming the environment". The design and decision-making process was undertaken so that environmental and resettlement and rehabilitation issues prompted the identification of appropriate actions. * Assessment of Alternatives. Although alternatives, were considered, continuously throughout the process, a more formal assessment is undertaken as a part of the environmental assessment process as documented in Chapter 7 Examination of the "No

LBl1I!Sheladia'CES!ICT 4.3 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

Action" Alternative is customarily included as a part of the formal assessment methodology to ensure that it has been given proper consideration.

- Final Alignment Determinations. Physical verification of the alignment in terms of the I number of trees along the waterway sides, presence of schools hospitals and shrines was surveyed. * Identification of Mitigation and Environmental Enhancement Measures. "Mainstreaming" of environmental concerns, means that the measures necessary to avoid or otherwise mitigate potential impacts were recognised in the design stage as documented in Chapter 6.0. Others will require appropriate actions in the construction and operational phases. Positive actions, not only avoid adverse impacts, but capitalise on opportunities to correct environmental degradation or improve environmental conditions and were determined as documented in Chapter 9.

* Preparation of the Environmental Management Plan (EMP). Recognition of the necessary mitigation measures is a necessity, but by itself is often insufficient. Steps U necessary to ensure that the necessary measures have been and will be taken were specified in the form of an Environmental Management Plan (EMP) as documented in Chapter 10.0. i * Continuous Public Consultations. Consultations with concerned officials, agencies and potentially affected persons continued throughout the process and will continue as the | project proceeds.

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LBltl,'Sheladia'CE3S/ICT 4.~4 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

5 BASELINE ENVIRONMENTAL CONDITIONS

5.1 GENERAL SETTING The western portion of all three pilot waterways runs through Lake Vembanad. The eastern portions of the Alappuzha to Kottayam and Alappuzha to Changanassery waterways run through areas that are extensively poldered and below the level of the surrounding waters. Man has extensively altered the environment of the backwaters by the construction of barrages and poldering. These areas are known by the name Kuttanad. The Kuttanad is a low- lying area near the coast of the State of Kerala in southwest India. The total area of Kuttanad 3 including the agricultural, water area and other areas are 110,000 ha. This area is situated in three different districts Viz, Alappuzha, Kottayam and Pathanamthitta districts. The project waterways are located within the districts of Alappuzha and Kottayam. The Poldered I agricultural areas of Kuttanad in three different districts are Alappuzha-35,000 ha, Kottayam- 16,000 ha and Pathanamthitta-3,000 ha.

5.2 THE PHYSICAL ENVIRONMENT 5.2.1 Topography, Soils And Geology Topography: Kuttanad is peculiar in its topographical features with a sizable area lying below sea level. The area has a concave relief and slopes down towards the northwest, towards the west the elevation gradually descends below sea level. Then it increases and rises above sea level. Along the coast, physiographically the major portion of the area, which forms a basin, remains waterlogged for most of the year. In Kerala physio-graphically, the Kuttanad region is located within: Sandy Coastal Region: In Kerala, this is a narrow strip of low-lying land, interspersed with extensive backwaters. This strip comprises about 10 percent of the I total area and supports26 percent of the population. Midland Region: In Kerala, this is an undulating region to the east of the coastal | sandy region having clustering hills and numerous valleys watered by many streams. This area covers about 42 percent of the total area and supports 59 percent of the population. It grows an intensive diversity of seasonal, annual and perennial crops I such as rice, sugarcane, tapioca, banana, coconut, areca nut, pepper, cashew, rubber etc. 3 HighlandRegion: No portion of Kuttanadis located within the Highland Three types of landforms characterize the present landscape, which appears to have been evolved by the process of aggradations: Marine forms, lacustrine forms and fluvial forms. I Much of the land is poldered and under the level of the surrounding water which is controlled by two barrages across Lake Vembanad at Thannirmukkom and at Thottapally as shown 3 earlier in Exhibit 2.3. The Exhibit 5.1 is a linear diagram showing the major features along each of the project waterways. This includes agricultural areas, dredging areas, Pumping stations, temples, Schools hospitals, existing Jetties, water and sediment monitoring | locations,Vembanad lake area, waterwaysand narrow sections. Soil: The soils are generally sandy though black soils with the appearance of clay were noted in land areas of the waterways being studied. The soil is mainly coastal and riverine alluvium. I The soil is immature with high sand content, low water holding capacity and a pH value of less than 6.5 in most of the areas. The soil is very deep with surface texture ranging from

LBII/Sheladia/CESICTf 5.1 1 ALAPUZHA- KOTTAYAM WATERWAY Church P'on the left side of Air, Noise, No 2 on the left side of line diagram Indicate Air, Noise, Water Water and line diagram Indicate pumping locations and sediment sediment jetty locations No 2 on Air, Noise, No I on the left side sampling ALA Dredging the left side and vice Watertand Loc ions Locatiinssversa sediment and v verp Louation K sampling HOspi Lo ations

ALAPPUZHA Ds LAKAmplin r_~ 2 3 P'4 A Wae ASHKRMnd|6P7 P 8 ,P P9 VR ARO ETO

1 ~~~~~~~~PP P P P A alLP P P 7 89 PP1O P l .12.g P. .

*-VEMBANAD LAKE AREA PADASHEKARAMS------VERY NARROWVSECTION -

0 km 5km 0km 1km 20km 23 km

sE. .aEDegn fsdmetfodeplninginiae jet i oatinMnlfn ih

LEGEND

Solid line indicate line diagram of waterways P Pump house pumping out water from padasekharams

U U U U National waterway III 2 The numbers on the left and right of the alignment Dredging of sediments for deepening indicates jetti locations on left and right

Terminals FMoscue Three mosques at different locations 0 km 5km ~~~~~ Scale Thannermukkam bund 0 0 Possible dredge disposal area EThannermukkam 5bund M F A P CANAL

EXHIBIT 5.1A MAJOR FEATURESALONG PROJECT CANALS 3 KOTTAYAM-VAIKOMWATERWAY Air, Noise, |Church | 'P' on the left side of Water and |THANNEERMUKKAM KOTTAYAM ] l _ line diagram Rice Mill Rice sediment BUND Air, Noise, MosqE Indicate pumping Mill samplng Water and Mosque Curc locations No 1 an Liraryoain H UK sediment the left side nd rsampiing Church Church Temple vice versa Temple Hoitwal Locatiocat -

(KANJIRAM)~ ~~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ VR ARO ECINW|+PDSHKRM

TO km 5kkm / \

km~~~~Om 5km 1k m2k 6m4k

A PtioblldwaterwaslIre

At Thannermukkambund a*0 s 0 s T numbersote deft ad ri o

EXHIBIT 5.1B MAJOR FEATURES ALONG PROJECT CANALS ) ALAPUZHA-CHANGANASSERYWATERWAY Air, Noise, Water and SLAPUZHA sedinent ' on the left side of line sampling Air, Noise, diagram indicate pumping Air, Noise, Water and Location Water and locations No I on the left Hospital sediment sampling Dred Chur7h sediment side and vice versa Locations CHANGANASSERY Location sampinogICAGN SE

2 3 PP p p 4 5 6 7 P 9 10 11 12

1 2 3 4 5 6 7 8 P P 10 11 12 13 14 15 P 16 P p 231P 24

VEMBANAD LAKE AREA 4 PADASHEKARAMS > 4 VERY NARROW SECTION

0km 5km 10km 15km 20 km 25km 2S kn

LEGEND

Solid line indicate line diagram of waterways P Pump house pumping out water from padasekharams

*" - - National waterway III 2 The numbers on the left and right of the alignment Dredging of sediments for deepening Indicatesjetti locations on left and right

* Terminals EM0sue Three mosques at different locations 0km 5km Scale

A Thannermukkam bund

EXHIBIT 5.1 C - MAJOR FEATURESALONG PROJECT CANALS Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

sandy loam to clay. The coastal alluvium has originated from recent deposits, predominantly | marine, with some fluvial sediment along the coastline. The riverine alluvium has developed along the river valleys and occurs throughout the districts cutting across the extensive laterite soils. It is very fertile having high water holding capacity and plant nutrients, which are | regularly replenished, during floods. Along the canal on both sides, a number of erosion prone areas (Plate 2, Appendix 4.1) have been identified as shown in Exhibit 5.2. Along theses areas the bunds are severely damaged and need urgent reconstruction. EXHIBIT - 5.2 EROSION PRONE AREAS ALONG PROJECT CANALS NAME OF CANAL CHAINAGE LENGTH (M) From To Left Right Kottayam- Vaikom 7.57 10.38 2810 2810 7.70 9.00 1300 9.10 9.55 450 9.66 10.50 840 13.06 13.52 460 13.06 13.85 790 3 13.65 14.50 850 _ 13.65 13.85 200 15.16 15.70 540 15.16 15.60 440 17.10 18.00 900 18.20 18.95 750 L 18.25 18.95 700 19.20 19.64 440 ______19.40 20.90 1500 iA]appuzha - Kotayam 17.30 17.45 150 150 17.89 18.12 230 230 19.38 19.52 140 140 3 ______19.55 19.62 70 70 Alappuzha - Changanasserry 4.80 5.115 315 5.25 5.80 550 5.30 5.70 400 5.80 5.90 100 22.74 22.80 60 3 22.74 22.82 80 TOTAL 7070 11395 GRANDTOTAL 18465 Any improvement to the waterways will necessitate the strengthening of the canal bunds on both sides to protect the agricultural land. The movement of boats especially motorboats create waves capable of eroding the bunds to destructive levels. Any breaking will end up with submergence of vast agricultural areas and loss of standing crops worth many lakits of r,}pees.

Geology: Originally it was part of the shallow coastal area of the Arabian Sea. As a result of Geological uplift, a shallow bay was formed into which the rivers, draining from tlle mountains to the cast, discharge. The silt deposits carried by the rivers have formnedthe coast. I The bay has become an extensive brackish water lagoon and back water system extending from Alappuzha in the south to Kochi in the North and connected to the sea by a Kochi l LBII/Sheladia/CESIIC I 5.2 l Kerala State Inland Water Transport Project Environmental Assessment - September 2001 N

SCALE kr10 5 0 10 20 30 40 50k,

ERNAKULAM KUTTANAD REGION

AL,& \h\ ottumn noor ADH KKI

Sh\ KlonodaY *PA THANAMMTATTA

7 \)J \=S~~~~~~~~~~~~~~toteBorder

X Attingaad Ponmudi

Varkla RUVAANTHAPJRAM\ a KrNedumangad

Koz\ahKettykkd PHHIRANA TIHAPUI Pananchamoodu

Project Roads < JerunkadovPnr BPrssolr

PROJECTWATER WAYS

AGGREGATE *

SAND A

SOIL A

SOURCE:-Consuitrnt's GeoteohnicoIStudy Report ,AprIl 2000. EXHIBITNO. 5.3 LOCATION OF MATERIALSOURCES IN THE KUTTANADREGION

LBIV/SheladiaN/CES/ICT NUMcBEERAOGFWIoNDY D OAYSIN0 10% 20% 30% 40% 5.0% NUMBEROF WINDY DAYS.

WINO SPEEDIN Km/hr c5 5-10 11-15 16-20 >20

| NUMBER OFWCALMSATI8.30 h/ NUMBER OF4CALMSAT 17.30 h |9/9 (IN PERCENTAGEOF THE TOTAL NUMBER OF DAYS)

EXHIBIT 5.4 WIND ROSE DIAGRAM FOR ALAPPUZHA DURING 1979-80 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

channel. In Kottayam District, there are a number of quarries, which can supply the required construction materials. The Chamockites and migmatic gneisses make up the bulk of the exposed rocks in the State. Granite is seen near Chengannur and . The location of material resources in and around Kuttanad region is shown in the Exhibit 5.3 (Consultants I Geotechnical report April 2000). The necessary environmental precautions are included in the Standalone Environmental Management Plan prepared for the Inland Water Transport Pilot I Project in September 2001. 5.2.2 Climate Kerala has a humid tropical climate with relatively little temperature variation. It is neither I too cold in winter nor too hot in summer. Kerala is subject to both the southwest and northeast monsoons. I Wind: Wind direction' and speed recorded at 0830 hrs and 17.30 hrs for all the days during the period 1979-1980 have been processed and depicted by wind Rose diagrams. A wind rose diagram for Alappuzha station is presented in Exhibit 5.4. The number of calms in the I morning and evening is less in Alappuzha. In Kochi and Alappuzha the wind is mainly from the west and northwest. In Kerala, the distribution pattern of calm days indicates that the inland stations experience more calm days due to the sheltering effects of the Western Ghats. I Rainfall: The average annual rainfall in the districts varies from 3000 to 4600 mm and results in flooding of the rivers and canals during the south - west monsoon period from June to September. About 60 % of the annual rainfall occurs during that period, the number of rainy * days being 130-145 per year. The rainfall in the project-influenced area is about 3000 mm/year. Two seasons are apparent. The wet season from May to November and the dry season from December to April. The wet season starts with the southwest monsoon as in other parts of Kerala, which lasts from the end of May until September, and continues, with the North East monsoon until November. Temperature: The temperature in the Kottayam district ranges from 20-320C (70 to 86 F)'. The rainfall data for the Districts of Alappuzha and Kottayam is presented in Exhibit 5.5.

EXHIBIT- 5.5 AVERAGE RAINFALL BY DISTRICT IN THE PROJECT DISTRICT INFLUENCE AREA (in mm) DISTRICT AVERAGE 1988 1989 1990 1991 1995

Alappuzha 2702 3079 2512 2693 2680 2783 *U| Kcttayam 3263 2802 2711 2913 2954 3354 Source: Meteorological Centre, Thiruivananthapuram 5.3 WATERRESOURCES The lakes are normally subjected to salinity intrusion, which, however, in the project districts is prevented by the barrages in Thannermukkam (approximately 10 km south from Vaikom) * and Thottapally in the south. The sluice gates regulate the water level in the backwaters; during the monsoon seasons the gates are kept open to allow the overflow of the rainwater to discharge into the sea. The gates are closed again in the dry seasons to prevent the saline water flowing into the backwaters. To allow navigation, the barrages have locks at both ends

I Resource Atals of Kcrala, 1984 1 Panchayat level Statistics Kottayam district 1996

LBIL'Sheladia/CES/ICT 5.3 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

the measurements of which were an important factor in the planning and designing of the | feeder canal design vessel and structures.

5.3.1 General characteristics I As a result of the relatively high rainfall falling on the Ghats there is a total of 41 west flowing rivers and three east flowing rivers in the State. These rivers form a significant resource of hydro-electric power and many have been developed for this purpose. A series of lagoons were formed by the natural interaction of the ocean and the rivers and are known as backwaters. This provides an extensive resource for irrigation and many of the lagoons have been poldered for the cultivation of rice at below the water level of the lagoons. Some rivers are used for water supplies and are therefore sensitive to contamination.

Groundwater: There are extensive groundwater resources in the coastal alluvial plains but much of this is saline. Rivers: The water levels in the Kuttanad canals vary considerably over the year, mainly as a | result of discharge from the rivers running to the Vembanad lake. The details of various rivers draining to the Kuttanad areas are shown in Exhibit 5.6 and the location of the rivers are shown in Exhibit 2.3 (Chapter 2). A further influence upon the level variations is the I operation of the Thannirmukkom barrage, restricting tidal influence. During the season in which the gates are permanently open, a significant level variation is noticeable in the lake * and as far as the extreme ends of the project canals. During the dry season it is noted that very few currents are present throughout the studied canal network. Therefore it is considered safe to assume the no significant water slopes exist 3 during the extreme low water periods.

5.3.2 Vembanad Kayal 5.3.2.1 Surface area This is the biggest water body along the west coast of India. This lake extends from I Alappuzha to Azhikode. The three canals, which connect to the sea, are Thottapally, Andhakaranazhi and Kochi. The total area of Vembanad Kayal is 36,500 ha. Exhibit 5.7 shows the Land use characteristics of the Kuttanad region. About 64% of the water surface area has been reclaimed for various purposes like paddy cultivation, coconut retting, aquaculture etc. The reclaimed area in general is the Kuttanad. The water in lake Vembanad is brackish with a salinity of three parts per trillion. The eastern portion of the waterways is likely to have similar salinities during the dry season but may have lower salinities during the monsoons. EXHIBIT 5-6 RIVERS DRAINING TO KUTTANAD L O NAME OF RIVER LENGTH CATCHMENT AREA (KM) SQ.KM I. Achen kovil 128 1484 2. Pamba 176 2235 3.j | Manimala, 90 847 l 4. lMeenachil, 78 1272 *l 5._ Muvattupuzha 121 1554 I Source: Water Resources of Kerala PWD

LB[fI/Sheladia/CES/ICT 5.4 l 0 2 4

1 35Km

t ~~~~~~~~~~~~~~~~~~~~~~SERY

VAIKOM

LEGNDRA IEALAPPUZHA-KOTTAYAM LEGEND:- A R A B I A N S E A * ALAPPUZHA-CHANGANASSERY OSAMPLING LOCATIONS FOR AIR,NOISE,WATERAND SEDIMENTS. * KOTTAYAM-VAIKOM

EXHIBIT:-5.8 ENVIRONMENTAL MONITORING LOCATIONS ALONG PROJECT CANALS. Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

EXHIBIT 5.7 KUTTANAD AREA LAND USE (IDENTIFIED ELEVATIONWITH RESPECT TO AREA TOPOGRAPHICAL MEAN SEA LEVEL (IN HA) FEATURES) Dry garden lands 0.5-2.5m a MSL 31,000 Wet lands i) Low lying slightly above mean sea 11,000

level______ii) Areas below mean sea level 55,000 Water spread areas Lakes,rivers and Channels 13,000 Total Area 110,000

5.3.2.2 Sedimentation * General Depth Characteristics: The general depth aspects are very important to the operation of waterways. Sediments from the rivers are being deposited in the Kayal. This is the main factor affecting the depth. Further8 industrial and other wastes also decrease the depth at a slow rate. The present depth is not sufficient in many sections for safe navigation in all seasons. Dredging will be required at many sections to make the canal navigable in all seasons. Manual Dredging is commonly seen in the waterways. Usually the local people wanted to fill land to reclaim it for various purposes. Mining for sand, clay etc along the waterways is not an uncommon sight. The sampling locations for dredge material and water 3 quality are as shown in Exhibit 5.8. It is also estimated that for annual maintenance about 5 % of initial dredging will be required. The Project Specific Sediment Quality Testing And Analysis: This was carried out for the most important parameters namely, Heavy metals and pesticides. The tests were undertaken in the month of May and June 2000 and the detailed analysis is incorporated. Approach And Methodology: The following is a brief discussion of the approach followed to assess the sediment quality. Development of Sampling Plan: This consisted of reviewing existing information such as U design maps, relevant reports of the area, land use of the area, and other relevant inforrmation. Further, the possible dredging plan was reviewed (such as depth for dredging channel area, etc). Based on this information, parameters to be tested were decided together with the 1 locations, frequency of sampling, etc. as shown in Exhibit 5.8 and 5.9. EXHIBIT 5.9 SEDIMENT SAMPLING TESTING AND ANALYSIS FOR HEAVY METALS AND PESTICIDES- SL PARAMETERS NUMBER OF NO SAMPLES HEAVY METALS 1 Mercury 6 2 Chromium 6 3 Cadmium 6 4 __ Copper.. 6 * l 5 Lead 6 6 Arsenic 6 PESTICIDES 1 DDT 6 2 BHC 6 3 DDD 6

LBHlISheladia,CES/ICT 5.5 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

Identification of a laboratory and Field Preparations: Acting on advice from The State Committee on Science Technology and Environment during a consultation, the Consultants contacted Central Water Analysis Laboratory of CWRDM for the required sampling and testing. Subsequently the laboratory was contracted for this work. Parameters for Water and * Sediment to be sampled and analysed were identified and provided to the Laboratory. The Sampling locations were identified based on the design depth and dredging areas. The 3 sampling locations are shown in Exhibit No 5.8. The sampling locations were 1 Changanaserry boat jetty (proposed) 2 Kavalam north (opposite to Lissieu church) 3 Alappuzha Nehru boat jetty. I 4 Marthandam office jetty 5. Kiliroor 6. Near Cheepunkal bridge I Sampling Activities: Prior to the field visit the Project Director was advised of the work programme with a request to depute the Irrigation Department staff to supervise the sampling activities. The scientists from CWRDM, the Consultants and representatives from the Irrigation Department, Alappuzha, and from the Project Implementation Unit (PIU)

Thiruvananthapuram undertook a site visit on 16th and 17 th May 2000. A boat was hired for the activities and after confirming the sampling areas identified earlier, the samples were taken in six locations. The stations sampled were representative of the human and land use conditions in the area surrounding the channels. The sampling was I carried out in comparable locations in all of the sampling stations. Sediment samples were collected and the samples were stored at the appropriate temperatures with ice during transport to the laboratory. Instruments used: The instruments used for the water and sediment sampling and analysis included: I 1. Sediment sampling: Eckman Dredge 2. Pesticide analysis: Gas Chromatograph by Varian (USA) Model No 3700 | 3. Heavy Metal analysis: 3.1 Atomic Absorption Spectrophotometer I .Varian (Australia) Model No AA 20 2. Elico (India) Model No SL 173 AAS

U 3.2 Spectrophotometer Analysis I.E.Merck SQ 118 Photometer 2. Hitachi (Japan) UV-Visible Spectrophotometer, Model No 220 Sediment Quality: The parameters analysed for sediments were pesticides and heavy metals. The analytical data on heavy metals are presented in Exhibit 5.10 and Pesticides in Exhibit 5.11.

Mercury, Chromium, Cadmium, Copper, Lead and Arsenic are the heavy metals that were analysed. The pesticides included DDT, BHC and DDE.

LBII/SheladiaVCESlCT 5.6 Kerala State Iniand Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 5.10 CONCENTRATION OF HEAVY METALS IN SEDIMENT SAMPLES

NO STATION Xa.

I~~~~ hagnae. I-. Proposed Boat Jetty (1) ND ND 5.95 ND ND 0.45

2. Kavalam North Opposite to Govt. Technical School & ND ND 7.35 ND ND 0.55 Church Jetty (2)

3. Alappuzha Nehru Boat ND 6.25 10.95 ND ND 0.95 Jetty (3)

4. Nlarthandam Office Jetty. Betwveen Martisandamii ND ND 7.30 ND ND 0.50 Block & R Block (4)

5. Kanjiram. Vaikom Route ND 1.70 4.0 ND ND 0.15

1 > (5) I 6. Near Cheepunkal Bridge ND ND 3.85 ND ND 0.20 (6)

* Note: ND -Not Detected

EXIBIT 5.11 CONCENTRATION OF CHLORINATED PESTICIDES IN SEDIMENT SAMPLES

DDT DDE BHC lNO STATION mg/kg mg/kg mg/kg

1. Changanassery ND 12.70 20.35 Proposed Boat Jetty(I)

2. Kavalam North Opposite to Govt. Technical School & Church ND ND 6.35 Jetty (2) 3. Alappuzha Nehru Boat Jetty (3) ND ND 22.8 1 4. Marthandam Office Jetty. Between Marthandam Block & R Block (4) ND ND 14.95

5. Kanjiram. Vaikom Route (5) ND ND 6.40

6. Near Chepankul Bridge (6) ND ND 38.35 3 Note: ND- Not Detected Heavy Metals: Significant quantities of heavy metals may be present in domestic wastewatcr and sewage. The use of detergents adds cobalt (Co), chromium (Cr), arsenic (As) etc to the wastewater. Sewage sludge, if discharged into the waters, may be a significant source of copper, cadmium, zinc and lead. Run off from urban areas during the rainy seasons is rich in

LBIL'Slheladia/CES/ICT 5.7 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

certain heavy metals such as copper, chromium, zinc and lead. The relative quantities depend on the factors such as road traffic conditions, land use and city planning. Lead (Pb) from vehicle exhausts is released into the atmosphere, which is later deposited on the surface and is leached into the streams and waterways. Agricultural soils are usually rich in heavy metals as a result of the use of various fungicides, herbicides, phosphate fertilisers, organic manure and the presence of decaying plant and | animal residues. The sediment deposition works as an important sink for heavy metals. Most metals entering the aquatic system will ultimately find their way into the sediments. Pesticides: Pesticides can enter the water in a number of ways such as by run-off, deposition from air and by direct sprays onto water surface to kill mosquito larvae and other vectors of disease. These chemicals in the water can remain in dissolved or suspended form while a significant portion is absorbed into silt and organic particles, settling finally to the bottom with the net result of an increase in their concentration in the sediments and mud-water | interface. * DDT (1,1,1 -trichloro-2.2 bis (p-chlorophenyl) ethane),

. DDE (l,l-dichloro-2, 2-bis (p-chlorophenyl) ethylene) and * BHC (mixture of a stereoisomeric 1,2,3,4,5,6-hexachloro-cyclohexane) I These pesticides were analysed in all six sediment samples.

i SEDIMENT QUALITY- TESTING RESULTS Heavy metals: Of the six heavy metals tested, Arsenic, Cadmium and Mercury' were not detected in any of the samples. Chromium, which was detected at Alappuzha Nehru boat jetty and Kiliroor, was found to be high compared to the standard (0.05 mg/l). This may be due to the excessive use of detergents and by the use of fungicide and phosphate fertilizers in this area. Copper was detected in all thc sampling locations and was found to be relatively high (but not in alarming proportion). This may be due to the high runoff from the nearby urban areas. Lead was also detected in all the sampling locations and comparing with the "acceptable" standards was found to be high. This can be explained by factors such as runoff from the urban areas and vehicle exhausts, which ultimately find their way into sediments. Pesticides: Of the pesticides, DDT was not detected in any of the samples. But DDE, a derivative of DDT was detected in one sample collected from Changanaserry. BHC was detected in all the samples, the concentration range from a maximum of 38.35 mg/kg to a minimum of 6.35 mg/kg.

* DDE: An amount of 12.7 mg/kg was found at the proposed Changanaserry boat jetty. This may be due to the runoff from the neighboring agricultural land-using DDE as a pesticide and from direct sprays for killing mosquitoe larvae. BHC: This was detected in all the sediment samples ranging from 6.35 mg/kg to 38.35 mg/kg. This could also be due to similar reasons.

LBII/Sheladia/CES'ICT 5.8 | Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

I SEDIMENT ANALYSIS -SUMMARY OF RESULTS Contrary to some expectations, the dredged material appears to be free from very poisonous substances that would create difficulties in disposal. I . Of six heavy metals for which the analysis has been carried out, only Copper and Lead have been detected in the sediment in almost all samples. 2. The presence of Chromium was reported only in Alappuzha. 3. Arsenic, Cadmium and mercury were not detected in any of the samples. 4. Among Pesticides tested, BHC was detected in all stations 5. DDT was not detected in any of the samples 6. DDE a derivative of DDT was detected only at Changanassery 3 5.3.2.3 Thannirmukkom Barrage: The Thannirmukkom barrier across the lagoon to create the fresh water lake (Vembanad lake) was commissioned in 1975 (Plate 17 and 18 Appendix 4.1). South of the barrier where the water is fresh is known as Vembanad Lake. Only two I thirds of the originally designed number of gates have been constructed. The barrier was designed to prevent salinity intrusion in the dry season and also to retain the fresh water from the rivers flowing into the lake created by the barrier. The structure has been relatively | successful in keeping the water in the Kuttanad fresh and enabling cropping to be incrcased in the dry season. 5.3.2.4 Thottapally barrage: The Thottapally spill way completed in 1995, was built in the south to divert flood waters of the Pamba, Manimala and Achenkoil Rivers directly to the sea. The intention was to limit flood levels to below the bund levels, which would enable cropping in the wet season in the Pasdasekarams. Although the principle was correct the capacity of the scheme turned out to be insufficient, partly because the channel leading to the spill way was not constructed as planned and consequently the spillways performance falls short of its planned performance. The Operation and maintenance of Thottapally spillway and Thannirmukkom regulator is the 3 responsibility of the Public Works Department (PWD), Irrigation department (ID) and its major irrigation branch at Alappuzha.

Expected and unexpected effects: The unforeseen effects include the elimination of the tidal | flushing on pollution levels. The barrier has had various adverse effects; these were the reduction in fisheries, and an increase in aquatic weed growth. The situation has been aggravated in recent years by the introduction of high yielding paddy varieties, which require I heavy doses of fertilizer and pesticides in the Kuttanad. Another effect was the destruction of estuarine aquatic environment prevailing in the area leading to the disappearance of many species of estuarine aquatic flora and fauna including edible crab, reduction in giant fresh * water . Increased pollution effects of pesticides and fertilisers due to non flushing by tidal action and the situation further worsened due to the introduction of high yield varieties of paddy which require heavy dozers of Fertilisers and Pesticides. 5.3.3 Water Quality SANITATION PRACTICES ALONG THE WATERWAYS: This is provided in the Exhibit 5.12. Extensive monitoring of the water quality between March 1988 and June 1989 revealed a relatively good State of the Aquatic environment considering the Kuttanad is a densely populated area. The Biological Oxygen Demand (BOD) an important indicator of the water quality was found to be generally low and the water is almost saturated with dissolved oxygen. The water is severely polluted only near Alappuzha. This is due to the fact that

lBl3i.Sheladia/CES/ICT 5.9 Kerala State Inland WalterTransport Pilot Project Environmental Assessmenit -September2001

Alappuzha is a highly developed and congested urban area having no sewerage collection and treatment system. All the effluents directly enter the canals through small out lets. The major deficiency found was a high level of faecal bacteria, the levels being in general 10 times the allowable level according to the Indian Standards for production of drinkinlg water by simple disinfect ion. The level is also very high for other domestic purposes (bathing and washing). Sanitation facilities are available to one third of the population. The present population is 10 Lakhs (Over one million). The cost of providing sanitation facilities to over seven lakh people would be approximately 140 Crores (1400 Million rupees). To arrive at this estimate the I family size considered is 5 members per family and the cost per facility is) 0.1 Million rupees. Only 25 % of the total population have access to piped drinking water supply.

EXHIBIT5.12 SANITATIONPRACTICES ALONG THE WATERWAYS USER GROUPS EFFECT OF MITIGATION MITIGATI AND KEY IMPACTS WATER MEASURES ON ACTIVITIES QUALITY REQUIRED COST An estimated i) Lack of Proper Alarmingrate of Introductionof Rs 1400/- * 140,000 Sanitation faecalColiform sanitation facilities Million Houses Facilities45% of bacteria in the to total population. the rural population water And a total ban of I and 35% of the constructionof populationof the houses without town of Alappuzha proper sanitation I have no proper facilities sanitation facilities ii) Sink for solid Deteriorationof Although difficult Rs Three I wastes (both water quality- to stop this habit, Million degradableand Aesthetic an Environmental biodegradable) problems due to awareness such as decaying floatingweeds and campaign stems of banana floatingsolid exposing all trees, plastic and wastesespecially aspects of the tins and small non biodegradable Pollution sources I containersetc wastes and its adverse wastes Detergents effect on the local especiallyalong the inhabitantscan canals. control this to a certainlevel. Farmers As a major activity Large-scaleuse of Shift to bio A pest and (Agriculture) in the area pesticidesand fertilizersand bio Disease employingabout chemical insecticidesfor an warning 40,000 (40 %) of fertilisers effective control system k I I the Population adverselyaffect on pests like stem could reduce the water quality. borer, leaf roller, the use An estimated case wor,l brotwn of pesticides 20,000 tonnes of pla/t hopper, without fertilisersand Thripps,Siberian l Reducing about500 ton n es duck, and rats Yields. * ______of pesticides. ______l__

k I Recommendation of Kuttanad water balance Study

I_ _ _-_h ______I I~~~~~~IsIS,I.

Fishing 20,000 full and part Disappearance of Controlled fishing No cost U community time fisherman large-scale fish and there should involved but operate in the population will be well defined cooperation lagoon (not along adversely affect permanently needed from the project canals) the ecosystem and banned areas (fish all quarters will lead a sanctuary?) for deterioration of keeping the water quality aquatic fish and problem. other species to a certain acceptable level. Manual dredging This is not a large- There would be Should be No cost along the canal scale activity. very little effect controlled to a involved Organised ( to sell) on water quality. minimum by * as well as At the same time a providing licences Individual house small increase in and fees. holds manually w ater storage dredge for land fill space is a positive in their on aspect. I______lproperties Water for Almost 80 % of the Chemicals, Although difficult Cost of Bathing and Population depends detergents oils etc to stop this habit, awareness Washing the lake water for in the form of an Environmental campaign - bating and washing washing and awareness already purposes bathing soaps are campaign included continuously exposing all above pouring in to the aspects of the I lake slowing Pollution sources deteriorating the and its adverse water quality of effect on the local l the canals inhabitants can especially during control this to a summer certain level. I Water supply Only 30 % have This itself have no There should be Very (Drinking access to piped effect on the 100 % piped water expensive Water) water supply. The quality of water supply provision Of the order I rest are largely but the health of in the area. of depending on the the People using Although there are Several 100 groundwater with the surface and a number of Crores- most 5 its quality not groundwater are at proposals from expensive better than the stake. Incidence of different agencies requirements. surface water various diseases in very few schemes the locality is have been actually largely due to this implemented habit. Water Transport Apart from the In all these cases On board facilities Only I Using small occasional tourist various solid and and safe disposal Awareness country boats, boats, the local liquid wastes are of human campaign Motor boats and people are largely being defecation etc. will work. I using the canals to continuously There should be a No special move to schools thrown to the total ban of costs hospitals. religious waters, thus polyethylene bags involved. places, temple deteriorating the in the region. The Awards for nmosque and church water cnvironment boat drivers positive

LI ShIlldl a ( L:S (I 1 IT Kerala State Inland Water Transpon Pilot Project Enviroiiniental Assessment- Septemilber2001

festivals etc. should be trained contribution l to collectand will dispose the solid encourage wastes from the the people boats. Coconutretting About 250 Ha of Husks kept Pollutiondue to No cost water spread area is submergedfor a Coconut retting required. being used for the periodof 4-12 affectsonly a I coconut retting months to obtain small area. No fibre for further mitigation processingin the possible. Not I ______Coir industry mitigation required also. Industrialwaste There are 108 Untreatedand The efficiency of 50 % of the I water industrial units in partially treated the treatment capital cost the entire Kuttanad effluentswill system need to b should be region deterioratethe confirmed. providedas I quality of water. Strengtheninigof loan to the treatmentsystem. industries Strict licensing Aquatic weeds Mosquitobreeding, Weeds are Total removal first Rs 45 Lakhs nuisance to vessel decayedand and then regular estimatedfor operationsalong settled at the removalat least the Project waterways bottom of the once in three Canalsonly canals and months waterways. I

The Project Specific Water Quality Testing And Analysis: This has been carried out for the most important parameters namely, pH, DO, BOD, Faccal Coliform and Oil and grease. The proposed locations for sampling and analysis are shown in Exhibit 5.8. The tests were undertaken in the month of May and June 2000 and the detailed analyses are incorporated. The comprehensive water quality investigations were carried out in the area by the Kutttanad water balance study, which also represent the characteristics of project waterways and canals. The survey period was March 1987 to June 1989. Appendix 5.1 Shows the Indian tolerance limits for complete water quality parameters.

Approach and Methodology: The following is a brief discussion of the approach that was followed to assess the sediment quality. Development of Sampling Plan: This consisted of reviewing existing information such as design maps, relevant reports of the area, land use of the area, and other relevant information. 3 Further, the possible dredging plan was reviewed (such as depth for dredging channel area. etc). Based on this information, parameters to be tested were decided together with the locations, frequency of sampling, etc. as shown in Exhibit 5.8 and 5.13.

Identification of a laboratory and field preparations, the details of sampling locations, preparations for sampling activities, field visit and sampling activities and instruments used were explained in the sedimnenttesting and analysis section in section 5.3.2.2 l

I ______1[Oil SIEcl.adia( ES 1(1 ' 1_ l Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 5.13 WATER QUALITY SAMPLING, TESTING AND ANALYSIS SL PAANEESNUMBER OF NO PARAMETERS SAMPLES 1 Faecal Coliform(MPN) 6 2 PH 3 3 Oil and Grease ( mg/l) 3 4 DissolvedOxygen (DO) (mg/I) 3 5 BiologicalOxygen Demand (mg/l) 3 6 Total suspendedsolids (mg/l) 3

PLATE I

LOWERING OF THE VAN VEEN GRAB FROM THE BOATrTO COLLECT THE 3 ~~~~~~~~~~~~SEDIMENT

PLATE 2

3 ~~~~~~~~~~SEDIMENTCOLLECTED USING VAN WEEN GRAB. ~~~~ SAMIPLEBEING PUT INTO SAMPLING JARS TO TAKE TO' IHE LABORATORY

LB I !Sheladjia.'CESAICT 5.13 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

PLATE 3.0

WATER SAMPLE 3 :_ BEINGCOLLECTED

Sediments samples at six locations were subjected to pesticide and heavy metal analysis.

WATER AND SEDIMENT LABORATORY ANALYSIS Water Quality: The water quality parameters analysed were pH, dissolved oxygen, I ~ ~biochemicaloxygen demand, oil & grease, total suspended solids and faecal Coliform.___ The results of the water analyses are presented in Exhibit 5.14. The Indian tolerance limit for important parameters is shown in Exhibit 5.15. EXHIBIT 5.14 ANALYTICAL REPORT OF THE WATER SAMPLES

DOBOD TSSOIL & FAECAL NO STATION PH DO/ RODL MG/ GREAS COLIFORMS MG/LMG/L MG/L E MG/L MPN/100ML

1. Changanassery 5.23 1.27 1.2 31.5 0.4 4.3 x IO' Proposed Boat Jetty(_) 2. Kavalam North 6.58 6.0 2.33 5.5 7.2 2.1 xlO Opposite to Govt. TechnicalSchool & I ChurchJetty(2) 3. Alappuzha Nehru Boat 6.65 6.33 1.66 2.0 10.0 7.5 x 102 Jetty(3) O H AE APE aINLTCLRPR4. Marthandam Office Jetty. 6.53 5.8 0.73 4.5 5.6 43 Between Marthandam Block & R Block(4) I ~ ~ 5. ~~~Kanjiram. Vaikom 6.30 5.0 2.0 1.0 1.6 l.5 x i0' Route(5) 6. Near Chepankul 6.83 5.87 1.54 2.5 2.0 7.5 xIO

Note: ND - Not Detected

LB I I/Sh e Iad ia/C EES/IBCT 5.14 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

PH: The pH of natural water usually lies in the range of 4.4 to 8.5 (with neutral at 7.0). Its value is governed largely by the carbon dioxide/carbonate/bicarbonate equilibrium. Organic substances may affect it, by change in the carbonate equilibrium due to the bioactivity of plants and in some cases by hydrolysable salts. The "desirable" range of pH prescribed by the Central Pollution Control Board (CPCB) is between 6.5 and 8.5. This is the range, which provides adequate protection to the life of fresh water fish and bottom dwelling invertebrates.

DISSOLVED OXYGEN: The solubility of atmospheric oxygen in fresh water ranges from 14.6 mg/l at 0°C to about 7 mg/l at 350C under I atmosphere of pressure. CPCB recommends a dissolved oxygen value of 6-4 mg/l in all types of water. The minimum dissolved oxygen concentration of 4 mg/l reflects freedom from acute oxygen consuming organic pollution upstream of the water body. The dissolved oxygen values ranged from 5.0 to 6.33 mg/I in five stations; only at Changanaserry, was a very low value of 1.27 mg/l recorded. Biochemical Oxygen Demand (BOD): BOD is the amount of oxygen requirement of microorganisms in decomposing the organic matter. BOD indicates the amount of oxidizable organic matter present in the solution and the pollution " capability" of the matter. In the study area BOD values range from a minimum of 0.73 mg/l to a maximum of 2.33 mg/I. According to CPCB recommendation, the BOD value of 2 mg/l or less of the water ensures that the water is almost pure. The BOD of 3 mg/l or less indicates reasonable freedom from oxygen demanding wastes. Total Suspended Solids (TSS): The concentration of total suspended solids ranges from 1.0 mg/l to 31.5 mg/I. The water sample collected at Chenganasserry recorded the highest value of suspended solids. Oil & Grease; Oil & Grease is any material, which is extracted or recovered as a substance soluble in either petroleum, ether or hexane. If present in excessive amounts, this may interfere with both aerobic and anaerobic biological processes. According to the Bureau of Indian Standards for Industrial and Sewage Effluent Discharge, the maximum permissible concentration of Oil and Grease in effluent to be discharged to inland surface water is 10 ng/l. All the water samples analysed contain oil and grease at a concentration of 10 mg/l or lcss. The maximum concentration of 10 mg/l was found at Alappuzha boat jetty. Faecal Coliforms: Water usually contains millions of microorganisms, most of which are harmless, at times it may also contain pathogenic organisms. Faecal pollution and sewage contamination are some of the common water quality problems. A measure of the degree of microbic pollution is needed to determine the suitability of the water for drinking, swimming or aquaculture. Sanitary conditions are considered satisfactory as long as the faecal Coliform bacterial levels do not exceed a long mean of 200 per 100 ml based on a minimum of five samples taken over an 80 day period as long as at least 10 % of the total samples taken during any 30 day period do not exceed 400 per 100 ml. Very high concentrations of faecal Coliform were detected in all thc locations except at Marthandam. The values ranged from 4300 MPN/100 ml to 7500 MPN/100 ml. with the maximum value observed at Changanaserry station. Water Temperature: Temperatures in the Kuttanad waters vary between 24 and 350 C Water temperature is at a minimum during the monsoon season between July and September. From November onwards the temperature increases steadily, reaching a maximum in April.

LBII/Sheladia/CES/ICT 5.15 KeralaState Inland Water TransportPilot Project EnvironmentalAssessment - September2001

Temperatures are generally lower, upstream of Kuttanad and gradually increase towards the I Vembanad Lake. WATER ANALYSIS - ACTUAL FINDINGS 1. Faecal coliforms were detected in all samples. Except at Marthandam (ust 43) all stations recorded very high concentrations. The maximum value was observed at Changanaserry station (4,300 MPN/100 ml) 2. The maximum concentration of Oil and Grease was detected at Alappuzha Boat jetty (of the order of 10 mg/i). According to the Bureau of Indian standards, this is I the maximum permissible limit. In all other stations it is less than 10 mg /1. 3. The water samples collected at Changanaserry recorded the highest concentrations of Total suspended solids (31.5 mg/i) 4. The pH value is acidic (5.32) in Changanaserry while in all other stations it is "normal". 5. The dissolved Oxygen values ranged from 5.0 to 6.33 mg/l in five stations except at Changanaserry, which recorded a very low value of 1.27 mg/I.

6. No water samples collected from any of the Stations have BOD value more than 3 mg/l it can be assumed that the sampling stations are reasonably free from X organic wastes. A BOD value of 2mg/I or less indicates that the water is almost pure. Pesticides in Water: The details of pesticides are already described in section in 5.3.2.2. Pesticides can enter the water in a number of ways such as by run-off, deposition from air and by direct sprays onto water surface to kill mosquito larvae and other vectors of disease. | These chemicals in the water can remain in dissolved or suspended form while a significant portion is absorbed into silt and organic particles, settling finally to the bottom with the net result of an increase in their concentration in the sediments and mud-water interface.

* DDT (1,1,1-trichloro-2.2 bis (p-chlorophenyl) ethane), * DDE (1,1-dichloro-2, 2-bis (p-chlorophenyl) ethylene) and * BHC (mixture of a stereoisomeric 1,2,3,4,5,6-hexachloro-cyclohexane)

These pesticides were analysed in all the six sediment samples. The World Bank Operational Policy (OP 4.09) of December 1998 on Pest Management states - In assisting borrowers to manage pests that affect either agriculture or public health, the I Bank supports a strategy that promotes the use of biological or environmental control methods and reduces reliance on synthetic chemical pesticides. Where environmental methods are not effective the Bank may finance the use of pesticides for control of disease I vectors. In this regard, the Bank refers to the World Health Organisations recommended classification of Pesticides for Control of Disease vectors. The Bank requires that any pesticides it finances be manufactured, packaged, labelled, handled, stored disposed of, and I applied according to standards acceptable to the Bank. 'The current project does not trigger the banks Pesticides Operational Policy (OP 4.09) as there will not be absolutely no use of pesticides during the construction and operation of the Project.

l LBliSheladia/CES!ICI 5.16 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 5.15 THE INDIAN TOLERANCE LIMIT VALUES FOR DIFFERENT WATER QUALITY PARAMETERS AND DIFFERENT USE PATTERNS DRINKING DRINKING FISH l PARAMETERS WATER ONLY OUTDOOR WATER CULTURE IRRIGATION DISIFECION BATHING COMPLETE WLLF DISINFECTION TREATMENT WLLF PH 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.0-8.5 I BOD <2 <3 <3 - DO >6 >5 >4 >4- Total <50 <500 <5000 - Coliform (N/ 00mi)

Pesticides Absent Absent - I * (Source: Kuttanad Water Balance Study) Kuttanad Water Balance Studies (December 1998) revealed the following test results for the entire Kuttanad region as follows; pH; Generally pH in the Kuttanad varied between 6.5 and 7.5. Low values of 4 to 4.8 occurred when the acid soils are flushed.

Oxygen Balance: The Biological Oxygen Demand (BOD) rarely exceeds 5 mg/l. An oxygen concentration of 7-8 mg/l at 300 C means complete saturation. In the polluted I Alappuzha canals DO values vary between 0 and 5 mg/I. where as BOD values were 10 to 20 mg/l and COD levels attained 80 mg/I. All Stations occasionally had BOD values above 2 mg/I, which is the Indian standard maximum level for drinking water.

Faecal Coliform: Faecal Coliform counts often exceeded the mandatory guideline for swimming water of 2000 per 100 ml of sample (EEC 1975). The Indian standard for outdoor bathing is more stringent; being 500 total coliforms per 100 ml. Total coliforms found were mainly of faecal origin. In most water samples collected in the project area, tolerance limits of coli counts for outdoor bathing and drinking water are exceeded, some times by a factor of 1,000.

Salinity: Salinities in the Kochi backwaters gradually increase towards the north. Salinity intrusion also takes place through the Thottapally Spillway or river. Leakage through locks and shutters allows brackish water to I enter Vembanad lake when the Thannermukkam barrier is closed. Primary Productivity: During the monsoon season primary productivity is generally low. Although nutrient concentrations during the floods are high, light intensity is low due to the high water turbidity. Therefore the nutrients are not effectively used by the phytoplankton before the post monsoon period, resulting in an increase in the primary productivity during that season. In the Vembanad lake including the project waterways behind the salinity barrier productivity is lower than the southern part of the lake. In Kochi backwaters high levels of fish and prawn production is due to the highest primary production.

5.4 FLORA, FAUNA AND ECOSYSTEMS | 5.4.1 Terrestrial Ecology Flora and Fauna In The Kuttanad Area: The area is rich in avifatna. Like other parts of

LBII/Sheiadia/CES/ICT 5.17 Ke|ralaState Inland Water TransportPilot Project Environmental Assessment - September 2001

Kerala many species are seen in this region also. Apart from this no other faunal groups have I been noticed in the area. The area is densely populated with cultivation of Paddy, Coconut and Plantain, pepper and rubber being the most dominant. There are ducks, cattle and sheep as domestic animals and poultry are very common. The various mangrove ecosystems are shown in the exhibit 5.16. The Kumarakom mangrove ecosystem attracts large number of birds especially migrants3. This ecosystem is a bird sanctuary, which is managed privately. The Pathiramanal mangroves were also surveyed as apart of the project. The mangroves at Pathiramanal and Kumarakom are highly degraded in appearance. At Kumarakom a mangrove eco restoration program has been observed. The | effect of salinity control would be the main threat to these ecological systems. A project for establishing a tourist hotel complex at Pathiramanal Island is being undertaken by the Kerala Tourism Department. Survey work has been observed. The Patiramanal Island is about 5 to 7 kilometre from Chipunkal, the nearest location on the project waterways. The chief species of mangrove vegetation7 are Rhizophora species, Brugiriera conjugata, Ceroips, Candoleana, Sonneratia,Pandanus etc. 1 EXHIBIT5-16 MANGROVE ECOSYSTEM IN THE AREA SL NO DISTRICT 1AREA IN HA NAME OF THE ECOSYTEM 1 Alappuzha 90 Pathiramanal(Munro Island) 2 Kottayam 80 Kumarakombird sanctuary

3 -~ Pathanamthitta None

Kumarakom Bird Sanctuary: The bird sanctuary at Kumarakom is 'private' (not listed by government agencies like Forest Department) and is very small. It is spread over 14 acres of lush greenery and blue waters, Kumarakom offers sanctuary to various birds including water Jbul, waterbucks, cuckoos and Siberian storks which nest and spend the summer here. About I 63 species of birds are reported to frequent these jungles. Many tourists combine their backwater tourism with a visit to this sanctuary also. This sanctuary is about 4-6 Km away from the Chipunkal area of Kottayam- Vaikom canal, the nearest location to the Project waterways. 5.4.2 Aquatic Ecology I The water quality studies carried out for the Kuttanad water balance Project between March 1988 and June 1989 revealed a healthy state of the aquatic environment considering the Kuttanad is a densely populated Area. The water is severely polluted only near Alappuzha. WI This is due to the solid and liquid waste from the Alappuzha urban area. There is no sewerage system in the Alappuzha town area that can accept the liquid waste from the urban area. Due to the construction of Thannirmukkom salinity barrier there was a sudden decline in the * quality of water, which adversely affected the prevailing aquatic environment. This is due to the sudden cessation of natural flushing and cleaning of the area. In the case of molluscs, which were found abundantly in Vembanad Lake, there was a large decrease in number. The project has no direct bearing on the specific aquatic set up as the aquatic system is extremely large in volume and the project activity is confined to a very small area including dredging. More over the detailed data on aquatic benthic fauna is not readily available to the Consultants.

3 Forestry information bureau of Kerala forest and Wildlife department 7 Kerala District Gazattiers, Kottayari 1975

LBII/Slieladia/CES/ICT 5.18 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

The entire aquatic ecosystem is dependent on the primary production in the aquatic ecosystem. Although nutrient concentrations during the floods are high, light intensity is low due to the high water turbidity hence during the monsoon season primary productivity is generally low. Therefore the nutrients are not effectively used by the phytoplankton before I the post monsoon period, resulting in an increase in the primary productivity during that season. In the Vembanad lake including the project watervays behind the salinity barrier productivity is lower than the southern part of the lake.

Flora The ground is moist and marshy or even covered with water during the major part of the year. In the area could be seen the submerged species7 of Chara, Nitella, Ceratophyllam, * Utrichlaria, Hydrilla and Potamojcton. In Shallow waters grow Aponogeton,Ludwigia,Limno phyla, Marsilia, Myriophyllaum, Hygrorhyxa, Jussciaea, Neptunia, Nymphyea and | Limnathamum. The exhibit 5.17 shows the plants of economicimportance in the region.

EXHIBIT 5.17 PLANTS OF ECONOMIC IMPORTANCE _SL .10 SCIENTIFIC LOCAL NAME IMPORTANCE IF SL.NONAME OCALNAME ANY 3 _ Indigenousgrasses s plyingfood grains 1 Oryza sativa Paddy Staple food of Kerala 2 Elceusinecoracana Ragi or Kel or Food grain

______V aragu 3 Panicummiliare Chama Food grain 4 Setaria italica Thena Food grain 5 Zea mays Makkacholam Food grain 6 Penniselum Kambu Food grain typhoideum Othergrasses of Economicimportance I Sacharum Karimbu Sugar Officinarum 2 Andropogon Ramacham Excellent sand binder. I | Scented roots, Used for making Thattics fans and mats. 3 Cymbopogencitrates Lemon grass Excellent sand binder. For

______I lem on grass O il | Other grases are Karuka, Perum karuka and Kavada Fauna: The large water bodies attract all types of marine birds and harbors an abundant brackish water fish fauna. U Water Fauna: The common Fish and Mollusc and other aquatic species include Konju, Karimeen, Vala, Katla, Mrigaala, Varal, Cherumeen, Tortoise, and Water snakes. Migrating marine fish and prawns, tolerant of a wide salinity range, and true brackish water species I constitute the main resources for the estuarine fisheries 5.3 Avifauna: Most common are Crows (House Crows as well as jungle crows. Tree pies (Dendrocitta) the Bablers and the seven sisters, mynahs are common in any garden. The Bulbulls, Magpie Robins, the paradise flycatchers, the king crow or drongo (Dicrurus), Tylor bird is also very common.

5.3 Kuttanad Water balance study

LB1I/Sheladia/CES/ICT 5.19 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

The aquatic or marsh birds, permanent dwellers or migrants are abundant along the water bodies. The Kadal Kakka,(Terns and Thalassus) are abundant in one season. The paddy bird (Ardeola grayi) is found in inundated paddy fields. The migratory Teals coming to the shores during winter months represent the ducks. * WEEDS: The major weeds encountered are wild rice, Echnicloa and aquatic weeds, which are swept into the paddy fields. The removal of Wild rice and Echicloa is carried out by hand | and herbicides (Echinicola). The African payal (Salvinia) or water fern is now under control. Water Hyacinth: Water Hyacinth (Eichornia crassipes) is a free-floating plant most commonly seen along the canals and waterways in abundance. This plant has only nodes and 3 small roots. Only one or two roots just touch the mud. It reproduces rapidly by vegetative propagation. The detailed description of Water hyacinth in the project area has been provided in the Appendix 5.2. The appendix is also part of the stand alone Environmental Management I Plan prepared for the Inland water Transport Pilot Project. This causes hindrance to the movement of vessels and country boats along the canals of the Kuttanad area. Water Hyacinths provide a breeding ground for mosquitoes and seriously I affect the health of the people unless prompt and vigorous action is taken to eradicate it. Apart from being a nuisance_to fishing operations the propellers of motorized vessels often become fouled with this weed resulting in their frequent stopping to clear propellers with the | consequent loss of time. Therefore, control and removal of Water hyacinth should be an important part of the present project. Manual removal of Water Hyacinths is the most satisfactory method. If the Hyacinth is I removed twice in a year the uncontrolled growth can be largely stopped. Clcaring by manual method, though quite suitable for removal from small and shallow water areas, is not suited for medium and larger water spreads. The project specific consultation indicates that the local people prefer to remove these weeds firstly by machines and after that they will do it manually. Only mechanical and manual methods of removal will be permitted under the * contract works. 5.5 AIR QUALITY The air quality in the vicinity of the waterways is good as there is little industry and only a * few roads in the vicinity. Cooking and other fires in the area cause some pollution. The National and State air quality standards are shown on Exhibit 5.18 Air quality testing has been undertaken in Kottayam and the results are shown in on Exhibit 5.19. EXHIBIT-5.18 KERALA AMBIENT AIR QUALITY STANDARDS 3 PERMISSIBLE POLLUTANT LEVELS FOR INDUST RESIDENTIAL, SENSITIVE PARAMETERS FREQUENCY RIAL RURAL AND AREAS I OTHER AREAS Sulphur Dioxide Annual 80 60 15 * A-uprn,f* in10 Rn 'n I Nitrogen Oxide Annual 80 60 15 A xzor p* __m19 Rn an Suspended Annual 360 140 70 Pprtiriihtfp Mnttfr A pvfrq * )50n MCI 10 Respirable Annual 120 60 50 Pnrtifl-dtP lX4vtt- A-rqrPra* s io n '7S1 Lead Annual 1.0 0.75 0.50

______A Nl,Prnrp* 1 5 1 nn n 75 Carbon Monoxide 8-Hour* 5.0 2.0 1.0 | ~ ~ ______1A-Tciiur** 10(nA n70nX

I LBII/SheladialCES/ICT 5

LBll/Sheladia/CES,'ICT 5.20 KeralaState Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

Source: Central PollutionControl Board,New Delhi,Notification dated 11 April 1994. Note: * Indicates annual arithmetic mean of minimum 104 measurements in a year measured twice a week, 24 hourly at uniform intervals. * 24-hourly and 8-hourly values should be met 98% of the time in year; however 2% of the time it may exceed but not on two consecutivedays.

EXHIBIT 5.19 * AIR QUALITY IN KOTTAYAM

______~~~~(g/cu.m I SULPHUR DIOXIDE NITROGEN DIOXIDE SUSPENDED YEAR PARTICULATES

MIN. MEAN MAX. MIN. MEAN MAX. MIN. MEAN MAX.

1991| 0.5 1.2 11.6 3.2 18.8 93.2 70 169 398 19951l 1 0.5 1.5 5.9 5.8 15.7 43.4 91 37 146 (Source: National Ambient Monitoring Series, Central Pollution Control Board) As can be seen by comparison of these tables, sulphur dioxide concentrations do not exceed national standards for sensitive areas. Nitrogen oxide concentrations slightly exceeded the maximum 24-hour standard for residential areas. Particulate levels are high. However, concentrations in Kottayam are not representative of those along the waterways, which are 3 certainly much lower. Kerala State Pollution Board in an agreement with Project Implementation Unit has generated primary data on air quality under an agreement with the Project Implementation Unit of the * PWD. This work was conducted in February 2001 and the results are presented in April 2001. Test locations are the same as that of the water and sediment sampling locations as shown in | the Exhibit 5.20 and graphically in 5.21.

EXHIBIT 5.20 3 AMBIENT AIR QUALITY AT 12 LOCATIONS AIR QUALITY PARAMETERS (qg/m3) TYPE OF l LOCATION SPM RSPM SO, NOx HCT CO Pb LOCATIO Alapuzha-I 89.43 61.33 3.19 23.34 1.05 1.08 0.0025 Urban area Alapuzah-2 111.36 69.84 3.33 19.9 1.45 0.94 0.0033 Urban area Chepunkal-l 131.39 74.35 3.33 22.08 0.68 1.47 0.0012 Rural area Cbepunkal-2 66.46 42.53 2.83 16.50 0.77 1.12 0.0006 Rural area Changanassery-I 64.55 44.91 3.23 17.09 1.87 1.32 0.0016 Urban area Changanassery-2 106.66 60.44 3.58 13.93 1.89 1.44 0.0029 Urban area Kanjiram jetty-I 104.91 66.99 1.29 12.75 1.29 1.43 0.0031 Rural area Kanjiram-2 105.72 77.50 1.43 14.28 1.05 1.25 0.0026 Rural area Kavalam-l 124.31 63.88 1.90 13.33 0.75 1.41 0.0049 Rural area Kavalam-2 101.79 60.45 1.44 11.92 0.74 1.38 0.0033 Rural area Kottayam-1 84.71 59.55 3.05 23.74 3.58 1.18 0.0016 Urban area Kottayam-2 57.44 47.89 1.97 23.19 4.28 l 1.56 0.0033 Urban area l AIR QUALITY ANALAYSISAND INTERPRETATION The locations of all monitoring stations are provided in the Line diagrams (Exhibit 5.1 and al also in Exhibit 5.8 locations of monitoring stations)

1 1992-94 data is not available at KSPCB. This will be furnished at a later date.

U LLBI/Sheladia/CES!ICT 5.21 40 ALAPPUZHA (1) 40 ALAPPUZHA (2) 38- 386

36 36-

34 34.

.,32 32

30 0i. 30.

28 i. 28. (2 =~~~~~~~~~~~~~~~~~~~6 26 - 2

24 ~~~~~~~24 o c to22 22 LU Lu 16-

a. 16- a16-

14- J- 14

a 12 ca 12.

10- 10-

8. 8

6 6.

4 4.

2- 2.~~~~~~~~~~~-S -S

TIME (hr) TIME (hr)

40 65 CHEEPUNKAL (1) CHEEPUNKAL (2) 38 60- 36

34. 56-

32 0

E ,50.

230 A

0~~~~~~~~~~~~~~

0

24-22 a 0

,u 20 L AJ L 218 30~~~~~~~~~~~~~~36 18. 2- 25

-~14

Cy 12 ca 20

A - - A -. S~~~~~~~~~~~~5

0 00 0 0 a 0 0 0 0 0 0 0 0 0 (0 0 0 0 0 0 0 00 C0 0 C 0 0 0 0 0 0 0 0 0 9 0 9 0~~~~~~~~~~~~~~C0 0

TIME (hr) TIME (hr)

NO,( so, HCT co SOURCE: ENVIORNMENTAL MONITORIGB C

EXHIBIT 5.21-A: HOURLY VARIATION OF AIR QUALITY AT VARIOUS MONITORING STATIONS 40 CHANGANACHERRY (l) 26 CHANGANACHERRY (2) 38 24 36.

34. 22

32 E 20 30 0 I. 28 t 16

,~26 0 24 Z16

22 f414 LU20 w 12 18 <1 16 - 0. a- IL

= 14

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53

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w o C U,~~~NO o ORE NIONETLMNIOIGB C I- I-~~~~~m-m-

20 II .1-:HURYVRAINO IRQAIYA AIU MONITORING STATION AIR QUALITY PARAMETERS (SO,,NOx HCT,CO)49lm3 AIR QUALITY PARAMETERS(SOz,NOx,HCT,CO)Igim3

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u t o 20:00/ ~ _ 20:00

O 22:00 ---- ; < 22:00 *

.. , 0:00 ~~~~~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~0:00*

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° ~~~~~~~~~~~AIRQUALITY PARAMETERS (S02 ,N04 ,HCT,CO)1CgIm3 AIR QUALITY PARAMETERS (SO,,NOX,HCT,CO)ssgIm3

0 14:00 . 14:00- 1600 6:00

C > 18:00 8:00

rn 20:00 2 20:00i UC z

v O ~~~22-00-- ~ - 22:00 v ~

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igO 71200 > 0 ~ ~ Sp

O Rl 6:00 N. 6:00 1

() 3 8:00 ------00' :00

O 1000

12:00 12:00_ Kerala State Inland Water Transport Pilot Project Environmental Assessment - Sepicmber 2001

The measurements were made between 2 pm and 12 Noon covering the entire nighttime. 1. In almost all stations during night time, concentration of pollutants has shown allow value, compared to the other timings. This is partly due to the effect of the biomass of Kerala and also partly due to the absence of emission sources in the time. 2. All parameters are with in the limits prescribed by the ambient air quality standards (Exhibit 5.15). 3. Lead concentration is less than 0.01 ptg/m3 in all the stations. This is less than the permissible value for residential/industrial/sensitive areas as shown in Exhibit 5.15. 3 4. Concentrations of Suspended Particulate Matter (SPM) are less than 170 l.g/m at all stations, which are within the permissible limit prescribed for residential/industrial areas. 5. Concentrations of Respirable Particulate Matter (RSPM) are within permissible limits except for four readings, one each at Alappuzha- 1, Kavalam- 1, Kavalam-2 and Kanjiram-2. These readings exceed the limits for residential areas. The high values were recorded between 2 PM and 5 AM. This is contrary to the expectation in all stations except Alappuzha, which is an urban area. This is possibly due to some local effects. 3 6. SO2 concentrations varv between 0 to 19.6 jig/m . The highest value recorded was at Changanasery- 1. These values are well within the permissible limits. 7. Variation of recorded concentrations of NO, is from 5.20 jig/im3 recorded at 1 PM at Kanji ram Jetty- I to 41.10 jIg/M3 recorded at 7 AM at Kottayam-l. These values are within permissible limits for residential/industrial/sensitive areas. 8. Recorded concentrations of Hydro Carbon Trace (HCT) vary from 0 to 11.2 ,ug/m3. The highest value was recorded at 9 PM at Kottayam-2. Permissible limits for HCT are not available. Monitoring station at Kottayam is located very close to an important road (SH1). The heavy traffic in the road may be the reason for the high value of HCT. 9. The range of recorded values of CO is from 0 (at 11 PM at Alappuzha-2) to 2.86 jg/M3 (at 2 AM at Kavalam-2. These values are well within permissible limits of 10 jig/mi (for industrial areas) and 4 jig/M3 (for residential areas). 5.6 NOISE

Noe 'levelq are generally lowvin the vicinity of the waterways as tlhere are few sources of loud noise such as highways and factories. There wvillbe activities such as rice harvesting and loud radios and festivals that will be sources of occasional noise in some locations. Kerala has published ambient noise standards' but their application can be made only through controls on traffic and noise emissions on vehicles rather than in the project design. This is not a factor in the waterway designs. One of the tourist attractions of the waterways is the absence of motor horns. Noise standards in India are prescribed by the Central Pollution Control Board and are shown in Exhibit 5.22. India has no L% standards. For comparison purposes, therefore, Exhibit 5.23 indicates the standards of the U.S. Federal Highway Administration (FHWA) as the noise abatement criteria for motor vehicle noise. A noise impact is considered to have occurred if predicted noise levels approach or exceed the standards presented in the Exhibit or when the predicted traffic noise levels substantially exceed the existing noise levels (usually at least 10 decibels above existing levels). The technical termnsand units of noise measurements employed by these standards are defined as follows:

I Kerala State Pollution Control Board, fnvironmnenl, Efflureit Emission and Noise Standanrds anid Guide lines. Thiruvananthapuram. 1 997

LBII Sheladia( ES CFr 2 KeralaState InlandWater TransportPilot Project EnvironmentalAssessment - September2001

Leq = the sound level equivalent, i.e., an energy-averaged sound level that includes both steady background sounds and transient short-term sounds. The Leq represents the level of steady sound which, when averaged over the sampling period, is equivalent in energy to the fluctuating sound level over the same period. The Leq is commonly used to describe traffic noise levels that tend to experience hourly peaks.

L% = percentile distributions of sound levels, i.e., the sound level exceeded for an indicated percentage of the measurement period. Lgo is the sound level exceeded 90 percent of the measurement period and is commonly used to represent background sound levels. L1 o is the sound level exceeded 10 percent of the measurement period and represents the peak I sound levels.

LMaxand LMin = maximum and minimum sound levels, respectively.

dBA = A weighted measurement of sound. Since the range of sound pressure levels varies considerably, sound levels are expressed on a logarithmic scale, which compresses the * range. The standard measurement unit of sound is the decibel (dB), which represents a ratio of pressure levels referenced to the 0.0002 microbar, which is considered to be the threshold of human hearing. The threshold of pain, which is of the other end of the I audible range, occurs at approximately 140 decibels. Using the decibel scale, an increase of three decibels is barely perceptible and an increase or decrease of ten decibels is perceived as a doubling or halving of the sound level. Humans are capable of hearing o n only a limited frequency range of sound and the human ear is not equally sensitive to all frequencies. The human ear is more tolerant to higher noise levels at lower frequencies and can hear frequencies ranging from 20 hertz (Hz) to 20,000 Hz. In order to take this characteristic into account in noise measurements, a frequency weighting known as A- weighting is commonly applied to the sound pressure levels which approximate the frequency response of the human ear by placing most emphasis on the frequency range of 1,000 to 5,000 hertz. Because the A-weighted scale closely describes the subjective response of the human ear, it is most commonly used in noise measurements. Sound 3 level measurements using A-weighting are expressed as dBA. EXHIBIT 5.22 NATIONAL AND KERALA AMBIENT NOISE LEVEL STANDARDS

CLASSIFICATION CATEGORY LIMITS IN DECIBELS dB (A) CLASSIFICATION ______DAY TIME NIGHT TIME A INDUSTRIAL 75 70 B COMMERCIAL 65 55 C RESIDENTIAL 55 45 D SILENCE 50 40 Notes: Day time is defined as 6 AM to 9 PM; night time is defined as 9 PM to 6 AM. Silence zones are defined as areas up to 100 meters around such premises as hospitals, educational institutions and courts. Silence I zones are to be declared by the competent authority. Use of vehicular horns, loud speakers and bursting of erackers is banned. Mixed category areas are declared as one of the four above-mentioned categories for regulatory purposes by the competent authority and corresponding standards shall apply. Kerala State Pollution Board has generated primary data on noise levels under an agreement with the Project Implementation Unit of the PWD. This work was conducted in February 2001 and the results are presented in Exhibit 5.24 and graphically in 5.25

LBII/Sheladia/CES/ICT 5.23 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 5.23 COMPARATIVE Leq AND L% NOISE STANDARDS ACTIVITY LEQ L o DESCRIPTION OF ACTIVITY CATEGORY * Lands for which serenity and quiet are of extraordinary significance and which serve an important public need, and A 57 60 where preservation of those qualities is essential if the area is to I continue to serve its intended purpose. (Outdoor sound level) Picnic areas, recreational parks, playgrounds, active sport areas, B 67 70 and parks, residences, motels, hotels, schools, churches,

______libraries, and hospitals. (Outdoor sound level) C 75 Developed lands, properties, or activities not included in l______C___ 72 Categories A or B above. (Outdoor sound level) D I Undeveloped lands. I Recommendedindoor sound level for residences,motels, E 52 55 hotels, public meeting rooms, schools, churches, libraries, ______l______hospitals, and auditoriums. I Source: Based on standards of the U.S Federal Highway Administration, 23 CFR 772 (4-1-90 Edition). 'Either L, (I-hour) or L,o (1-hour) may be used. but not both. EXHIBIT 5.24 ANALYSISOF MONITOREDNOISE DATA PERCENTAGEDISTRIBUTION OF NOISE LEVELSIN 12 SL. LOCATION LOCATIONSFALLING ALONGTHE PROJECT CANALS NO. Date LIO L50 L90* REMARKS (Year 2001) (Max) I Alapuzha-1 6-7 Feb 54.00 47.50 37.00 2 Alapuzah-2 215' to22d Feb 47.00 41.00 32.00 3_ Chepunkal-1 19" to2O0 Feb 56.50 44.00 37.50 4 Chepunkal-2 26th to27 "hFeb 46.50 40.50 38.50 5 Chanaganassery-l 12th tol3th Feb 57.50 48.50 36.00 6 Changanassery-2 23d to24 "hFeb 54.50 49.50 43.50 7 Kanjiramjetty- I 16 "hto 7th Feb 48.50 43.00 37.00 * 8 Kanjiram-2 28 lh Feb to 1' Mar 49.00 41.50 38.00 9 Kavalam-l 8"hto9" Feb 49.50 42.50 38.00 10 Kavalam-2 24th to25"' Feb 54.50 49.00 38.50 11 Kottayam-l 14 h tolt5h Feb 51.50 42.50 37.00 12 Kottayam-2 2nd to3'd Mar 51.00 45.50 41.00

NOISE QUALITY INTERPRETATION FOR WATERWAYS

The measurements were made between 2 PM and 12 Noon covering the entire nighttime. 10. All parameters are generally with in the limits prescribed by the ambient noise quality standards (Exhibit 5.22 and 5.23). 11. Hourly values vary in a range of 35.70 dB (A) at Alappuzha-1 (at 3 am) to 62.1 dB (A) at Kanjiram jetty-I (at 6 am). 12. Variation of maximum noise levels is from 37.20 dB (A) at 3 am at Al.appuzha-l to 95.7 dB (A) at 12 noon at Changanassery-1. 13. Minimum noise levels vary from 11.50 dB (A) at 4 am at Kavalam-2 to 51.7 dB (A) at 6 am at Kanjiram-2.

* MiniBackground Noise Level

LB1I/Sheladia/CES/ICT 5.24 100o ALAPPUZHA(1) 1004 ALAPPUZHA(2)

90 90

80 60

-1 70 7 70

z~~~~~~

70 8

o *0,,. . . D . ] . 50

60OnO<,, - >:Orls8 DNem -50 60 . '0 - A . 20 2

70. . 80-~~*0 ~~~~~~40 ~~~~~~~~~~~~~~~~~~4~~~~0

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20 20~

40 C r- N.0wos - m oS O > m,Z * * S r

> 0 Cf f 9 N - C' 0 (l N t

60~~~~~~~~~~~~~~~~~~~~~~~~~~~0i

20 -~~~~~~~~~~~~~~~~~~~~6TIME(hr) TIME(hr)

200

EXHBI 5.5-: CHEEPUNKAlyiHURYARITINTIMEUN 1 |SUCH:ENVONEPNKALLEVEL ATIM VARIOUMOIORN2Y C MONITORING STATION7

01 ...... ~~~~~~0 -. * U

o S~~~OIORN TAIN 120- CHENGANASSERY(1) go. CHENGANASSERY(2)

100, 70 -

2 80 ~~~~~~~~~~~~~~~~~~~~260

toU 4>1< * 0 < uJ

0 30

20

20 10-

, *1" 0 .. 11 -ttk0 4 ,'3

TIME(hr) TIME(hr)

100- 100- KANJIRAM KANJIRAMJETTY(1)

90- 90-

80 80

70 70

60 ~~~~~~~~~~~~~~~~~~~~~60A

> >~~~~~~~~~ MONITORIN S i ~j40 .. *a40 S*

30 ~ ~ -30.

20 20

10 10EXHBI 5.5B5ORYVRAINOFSUDLVLA0AIU

TIME (hr) TIME (hr)

Max ~~~HrIy Min Leq SOURCE: ENVIORNMENTAL MONITORING BY PCC

EXHIBIT 5.25-B: HOURLY VARIATION OF SOUND LEVEL AT VARIOUS MONITORING STATIONS SOUND LEVEL dB (A) (HRLY,MAX, MIN,Leq) SOUND LEVEL dB (A) (HRLY,MAX, MIN,Leq)

0.5830' 0 X

0.667' W 0.667a' > ~~/

0.75' m3 0.75

Z jA 0.8333''. . 0.8333 i

O i , ot- -. 0.917' $ \<0.917

0~~~~~~~~~~~~~~~~~

05'0tv f Z > =3, 0.5 *',~~OM3

r1: 0.17 .6 00 G)z dB (A) (HRLY,MAX, MlN,Leq) -10 SOUND LEVEL dB (A) (HRLY,MAX,MlN,Leq) SOUND LEVEL

0.2583 25 m 0.91 z O 0.833 ,* 0-333 o-,0 (i)ZM 3 0.17 5017

cn > ~~~~~0.5830.5 u 0.583

0 0~~~~~~~02

0 0.373

:5 0.917 090.5

0.4a_ 75., cj.,-< Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

14. Leq values show variations from 35.4 dB (A) at 3 am at Alappuzha- I to 69.0 dB (A) | at 6 pm at Changanassery-1. The value at Changanaserry is higher than the permissible limit for residential areas (55 dB (A) during day time and 45 dB (A) during night time). Some of the recorded values exceed the permissible limits at other I locations also except at Kottayam-2 and Cheepunkal-2. 15. L1 o values vary from 46.5OdB(A) at Cheepunkal-2 to 57.5OdB(A) at Changanassery- 1. No standards are set for Lio values in India. But these values are less than the I permissible levels set by US Federal Highway Administration. 16. L5 0 values vary from 40.5OdB(A) at Cheepunkal-2 to 49.OOdB(A) at Kavalam-2. The limits for L5 0 values are not available. I 17. The range of recorded values of L9 o is from 32.OOdB(A) at Alappuzha-2 to 43.5OdB(A) at Changanassery-2. For this parameter also, permissible limits are not * available.

5.7 GENERAL HUMAN ENVIRONMENT | Given the unique socio economic conditions in Kerala compared to other States, it is necessary to know the general Human environment in Kerala. People are primarily engaged in Agricultural activities. The people on both sides of the Project canals are using the canals for almost all needs. For taking baths many of the houses have bathing ghats a direct access to the water by means of steps. 5.7.1 Population, Including Tribal People Consideration According to the 1991 census, the population of Kerala was 29.098 million with a density of 749 persons per sq. km, and 73.61 percent of the total population living in villages. It must be noted, however, that the dividing line between urban and rural areas in Kerala, as it is understood in anthropological literature, is very thin. What is officially noted as a town in the census is based on whether it has a municipality, which again is determined on the basis of I the census operations. The Exhibit 5.26 presents the population data of Kerala, followed by the population distribution, including tribal populations, across the three PIA districts of the State in Exhibit 5.27. EXHIBIT 5-26 POPULATION STATISTICS OF KERALA COMPARED TO INDIA (Population in millions) * YEA RURAL URBAN TOTAL DECADAL R POPULATION POPULATION POPULATION GROWTH RATE Kerala India Kerala India Kerala India Kerala India 1901 5.942 212.544 0.454 25.852 6.396 238.396 1911 6.623 226.152 0.525 25-942 7.148 252.094 +11.75 +5.75

1921 7.121 223.235 0.681 28.086 7.802 251.321 +9.16 -0.31 1931 8.591 245.521 0.916 33.456 9.537 278.977 +21.85 +11.00 1941 9.836 274.507 1.196 44.153 11.032 318.66 +16.04 +14.22 1951 11.723 298.644 1.826 62.444 13.549 361.088 +22.82 +13.31 1961 14.350 360.298 2.554 78.937 16.904 439.235 +24.76 +21.51 1971 17.881 439.046 3.466 109.114 21.347 548.16 +26.29 +24.80 1981 20.682 523.867 4.771 159.463 25.453 683.33 +19.24 +24.66 1991 21.418 628.692 7.680 217.611 29.098 846.303 +14.32 +23.85

Source: Census Report, 1991

LBII/SheladiaICESAICT 5.25 l Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 5.27. PIA DISTRICTS: AREA, POPULATION, TRIBAL POPULATION AND DENSITY PER SQ KM BY DISTRICT-1991

SLNAME N OF AREA ~~~TRIBAL TOTAL IDENSITY l' SLNAME N OF AREA ,POPULATI POPULATI PER SQ DISTRICT (SQ KM) ONONK

1. Pathanamthitta _ 2,642_ 6,922 1-188,332- 450 2. Alappuzha 1_____1414__, _17,996 _2,001,217 .. 1,415 3. Kottayam __ 2,203 !2,801_ 1,828,271 830 4. Kerala 38,863 320,967 , 29,098,518 . 749

The tribal population is very low in these districts compared to the total Population. The surveys carried out along the project canals indicated that there are no tribal settlements along the sides of the project waterways.

5.7.2 Socio Economic Conditions The per capita net state domestic product in 1994-95 was Rs. 8,007" compared to Rs. 8,403 for India as a whole"'. 31.4 percent of the population are in the main or marginal work force including 47.6 percent of males and 15.8 percent of females. In 1991 there were 5,459,474 occupied residential units in Kerala, 4,076,775 (74.7 percent) in rural areas and 1,382,699 3 (25.3 percent) in urban areas. Of these 56.0 percent are pucca (high construction standard), 19.1 percent semi-pucca (moderate construction standard) and 24.9 percent Kutcha (mud and thatch). 92.4 percent of residences use wood for cooking, 48.4 percent are connected to electricity, 18.9 percent have a safe drinking water supply and 51.3 percent have toilets '1 PtA Districts: The various Panchayats in the project-influenced area are shown in exhibit 5.28. The socio- economic profile of the project-affected panchayats is shown in Exhibit 5.29. This shows that the majority of the people in this area are engaged in agricultural activities. Most are agricultural labourers; this is as high as 62 % in Kavalam Panchayath. According to the 1991 census the number of full time workers involved in agriculture, which is the most relevant factor affecting the demand for passenger transport services in the project area, was in Kottayam; approximately 210,000 and in Alappuzha 195,000 comprising 39% and 33% of the total labour force respectively. 5.7.3 Land Use 3 The land use characteristics of the region is shown in 5.30. The land use in the vicinity of the waterways is very largely agricultural with rice as the main crop. Refer section 5.3.2.1 also. The section of the Vaikom to Kottayam Waterway from where it divides from the Alappuzha to Kottayam has many fine pucca houses with mixed crop gardens of coconut, Bananas, Arecanut, etc. There are a number of villages and small settlements bordering the waterways. It is also a densely populated area. Land use also includes built up areas, residential, schools, temples/churches /mosques, hospitals and commercial establishments (Refer line diagram Exhibit 5.1). Agriculture is the major activity in the area, employing about 40% of the population directly. This is described in the following section.

X IlSource- Jagran's "Kerala at a Glance 1998" IllSource - Ministry of Information & Broadcasting, Government of India, India 1999

LBII/Sheladia/CES!ICT 5.26 zKh

4wT~~~~ARAINYEAMAAPUH-OTAA A ALAPPUZHA-CHANGANASSERY -S KOTTAYAM-VAIKOMA*

EXHIBIT:-5.28 PANCHAYATS IN THE PROJECT INFLUENCED AREA. - - -- - m m - - -- m m - m -

EXHIBIT 5.29 EconomicActivity Profile of affected Panchayatin relationto Kerala State

Economic Activity Profile Kerala State Aimanam Arpoohara Kainakary Kavalam Vellyanad Pulinkunnu Vhoor t KumarakamP Pur Thalayazham Details a%) Pna Panchayat (%) Panchayat(%) Panchayat (%) Panchayat (%) Panchayat (%) anchayat (%) Panchayat (%)

Farmers 12.24 7.25 11.56 6.25 10.17 10.54 9.58 9.78 7.71 9.16 3.77 7.15 7.89 7.71 Male 14.22 8.80 13.67 7.57 15.21 16.05 13.86 12.03 11.57 13.31 4.34 9.98 11.06 11.71 Female 5.56 2.35 4.21 1.45 2.36 30.01 1.28 0.97 23.12 1.84 1.06 0.92 2.37 0.80

Agriculturallabourers 25.54 33.12 35.94 37.14 16.10 62.82 61.76 36.54 58.76 53.82 25.40 38.61 17.26 33.01 Male 22.42 25.57 30.35 28.07 50.17 47.70 48.62 33.20 46.71 42.42 22.42 15.22 21.64 33.92 Female 36.09 57.08 55.35 70.16 90.66 89.42 87.23 49.65 83.25 73.94 39.74 74.70 9.60 31.45

Workersinvolved in Live Stock forestry,fishing, hunting and plantationorchards and allied activities 9.24 5.23 4.18 5.86 4.80 4.65 4.24 1.09 3.64 8.04 2.54 16.61 7.91 7.19 Male 10.13 6.48 6.42 7.18 7.83 7.21 6.43 1.23 5.30 11.92 2.94 23.17 11.61 1.47 Female 6.24 1.26 0.58 1.06 0.09 0.15 0.54 0.28 1.20 0.58 2.23 1.45 1.52

Mining and Quarryingworkers 0.99 0.27 3.39 0.10 1.20 0.54 0.27 0.21 0.49 0.15 0.15 2.47 1.32 0.20 Male 1.07 0.36 0.50 012 1.98 0.84 0.41 0.26 0.74 0.21 0.16 3.56 2.07 0.32 Female 0.72 . 0.05 0.05 0.08 Workersinvolved in manufacturingprocessing servicingand repairsother than household 11.59t 10.37 8.22 8.12 1.94 2.58 2.87 7.45 3.97 3.95 21.54 4.83 17.74 8.38 Male _ _ _ 10.65 12.71 9.37 9.56 3.10 3.97 4.17 8.84 5.71 4.95 24.33 6.54 13.17 6.16 Female 14.78 2.91 4.21 2.90 0.13 0.10 0.36 1.99 0.43 2.81 8.13 1.09 25.72 12.21 Constructionworkers 4.00 3.68 5.68 3.68 0.75 1.96 1.32 3.02 1.40 1.82 4.46 1.76 3.30 1.93 Male 4.91 4.74 7.23 4.58 1.24 3.08 2.01 3.70 2.03 2.82 5.35 2.45 5.16 2.97 Female 0.94 0.30 0.32 0.39 0.32 0.12 0.05 0.21 0.25 0.04 0.13

Trade and commerceworkers 12.64 14.52 11.51 15.60 4.18 _ 5.82 5.79 16.00 8.04 8.86 14.19 11.24 11.43 11.88 Male 1503 17.40 13.31 18.99 6.43 8.14 8.21 19.02 11.08 10.98 15.62 13.89 13.34 15.10 Female 4.59 5.40 5.25 3.35 0.69 1.74 1.09 4.13 1.85 5.11 7.34 5.55 8.10 6.34 Workersinvolved in trasport storage and communications_5.57 4.22 4.73 1.48 1.5 2.67 7.37 2.23 2 8.4 3.66 2.99 3.0 Male 7.32 6.82 5.04 5.85 2.37 2.15 3.79 9.03 3.27 2.95 9.62 5.14 4.57 4.8 Female 1.5 1.61 1.36 0.67 0.09 0.36 0.49 0.86 0.12 0.32 2.53 0.42 0.25 0.13 workers involved in other 15.17 18.77 16.03 1-7.65 8.51 8.64 10.3 16.91 11.86 9.78 18.43 12.56 12.51 11.93 services _-~ _75.I97 40 19 36 32 Male 12.66 15.74 12.7 17.35 10.24 9.53 10.85 10.97 11.22 9.73 14.06 11.96 13.6 13.25 Female 2365 28.39 27.61 18.74 5.82 7.06 9.24 40.2 13.17 13.261 39.42 13.87 10.59 9.64 KeralaState Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

EXHIBIT 5.30 LAND USE CHARACTERISTICS IN RELATION TO WATER POLLUTION IN THE AREA LAND USE ELEVATION (IDENTIFIED WITH NATURE AREA WATER TOPOGRAPHICAL RESPECT OF THE IN HA POLLUTION |FEATURES) TO MEAN LAND FEATURES) SEA LEVEL Dry garden lands 0.5-2.5m a Mixed crops 31,000 Source of Faecal MSL mainly Coliform coconut, mango, banana and other fruit * l bearing trees Wet lands i) Low lying Mixed crops 11,000 Source of slightly above and Pesticides and * mean sea level Paddy chemical cultivation area fertilisers ii) Areas below Paddy 55,000 Source of I mean sea level cultivating Pesticides and reclaimed area chemical from the fertilisers * ______lagoon Water spread areas Lakes, rivers Channels are 13,000 Sink for all and Channels artificial pollution sources manmade Lakes created by the constructionof two bunds, the rivers are draining in to I the lake Total Kuttanadarea 1100 sq.km i.e. 110,000 l ha

5.7.4 Agriculture Kerala: The overall agricultural production has increased in the State but the increase has been confined to a few selected commodities, such as rubber and coconut The section on sanitation practices along the waterways also give some insight to the agricultural activities in | the area. PIA Districts: In Alappuzha and Kottayam districts, the total rice producing area has E declined from 69,000 ha to 56,000 ha during 1995- 98. At the same time the productivity of the rice has been diminishing from 2,490 to 2,155 kg/ha. The total production of rice in Alappuzha and Kottayam districts was 120,000 tonnes in 1998. In Kottayam District, the agricultural and allied industries still play a dominant role and one I of the most important areas for agricultural production is the reclaimed land between and around the artificial canals and rivers in the project area. As such, agriculture, its products and transport of labour make up the primary demand for the Inland Water Transport in the area.

L BIL'Sheladia/CESitCT 5.27 KeralaState InlandWater TransportPilot Project EnvironmentalAssessment - September2001

Paddy is virtually the only one crop grown in the padashekarams of Kuttanad and the poor | drainage conditions makes most of the land unsuitable for other crops. Coconut is grown on the bunds and on higher areas, which do not suffer usually from floods, lack of water or salinity intrusions. The main paddy crop in the Kuttanad is still the punja crop grown in the | early part of the dry season, November to March. The major constraint to agricultural production at present is flooding. If the production can be doubled there will not be any problem in marketing within the State since Kerala presently provides only one third of its rice requirements. The sidewalls are an important structure to the farmers to protect their land from being inundated. Speedboat drivers are not allowed to exceed specific speeds, as this will produce waves of higher magnitude, which will damage their walls and erode,the soil. Such eroded portions are seen in many sections (Exhibit 5.2). Any future construction, anticipates all kinds 3 of boating activity including the use of speedboats. The sidewalls should be designed to protect the land on both the banks. The project provisions and designs are described in i section 2.5.3 Chapter 2. In the absence of an effective industrial base, agriculture forms the main occupation of 50% of the people of the State. Within agriculture, there is a dominance of cash crops, such as, X cashew nuts, tea, coffee, coconut, and rubber. Rice and tapioca are important food crops. 5.7.5 Industry Kerala: Kerala is not industrialized, although it has high potential due to the availability of I hydro-electric power, rich forests and minerals like ilmenite, monazite, rutile, zircon, sillimanite, clay and quartz sand"v The improvement of canals could be regarded as a step towards the infrastructure development in order to attract investments for the economic development of the State. PIA districts: The number of medium and heavy industrial units appears to be higher in Alappuzha while the employment in these sectors is significantly higher in Kottayam indicating the difference in size and nature of industry between the two districts. There is little industrial5",development in the Kuttanad and the Upper basins. Most industries are agro-based, consisting of various types of rubber processing in the east and coconut processing plants in the west. Most large industrieOOOs have some form of wastewater treatment facility and improvement and expansion of such facilities is the best method to I reducepollution from this source. The distribution of large and medium size industries in the project influence area as compared It to Kerala State is illustrated in Exhibit 5.31. EXHIBIT 5.31 DISTRIBUTION OF MEDIUM AND LARGE SCALE INDUSTRIES IN 3 - KERALA ON 31.03.98 DISTRICT CENTRAL STATE JOINT PRIVATE TOT DISTRIT lSECTOR SECTOR SECTOR SECTOR AL Alappuzha 1 6 3 21 31 Kottayam 0 2 2 17 21 Emakulam 8 8 5 124 145 Other Districts 10 45 34 188 277 Kerala Total 19 61 44 350 474

IV India 1999. Govermuentof India, PublicationsDivision. New Delhi, 1999 510 Kuttanad water balance Study 1989

LBII/Sheladia/CES/ICT 5.28 l Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

Alappuzha is traditionally a center of the coir industry in Kerala with 158 production plants of the State total of 550 producing of approximately 15,000 tonnes of various coir products per annum. district is a commercial and industrial center of the State. As a result the International Cochin Port and Emakulam district are the dominating source and destination for the goods transported within the Alappuzha and Kottayam districts. The main industries, which are potential users of the waterways, are -Industries related to agriculture -Coir Industry (mainly Alappuzha) -Rubber (Kottayam) -Paper (Kottayam) -Cement (Kottayam)

Pollution Aspects of these Industries are as follows;

COIR: The Retting of fibrous coconut husk is the basic process in the manufacture of coir. For this coir nets containing coconut husks are submerged in shallow water. The Duration of the process varies from 4 to 12 months depending on the age of the husks and the nature of ambient water to separate the fibre for further processing in the coir industry. Retting is brought about by the pectolytic action of bacteria and fungi. Glucose, formed by the hydrolysis of cellulose provides a major source of energy for the microorganisms involved in the process. Coconut husk retting is a widespread home industry in Kuttanad. About 250 ha water area is used for this activity in the Kuttanad. The retting process is promoted by of flushing with Oxygen rich water; hence most sites are located in areas subject to tidal flushing. The areas used for retting become anoxic for part of the year although. Pollution due to coconut retting affects only a small area.

The phanotic substances inhibit the proliferation of micro organisms and delay their activity. Microbial activity is enhanced when the ambient water is re-oxygenated and the polyphcnols are leached out by tidal action.

The prerequisites for production of good quality fibre are, (i) removal of substances inhibiting the retting process and (ii) provision of oxygen essential for microbial activity.

During part of the year the retting zones are almost anoxic and there is a significant production of hydrogen sulphide, detrimental to aquatic life. Primary production in the retting zones is inhibited because of the high water turbidity, preventing light penetration. Brackish water areas used for retting are lostas nursery grounds for marine life; prawn and fish. Conditions in the retting zone favour mosquito breeding and the incidence of Filariasis is high among the labourers. During the monsoon months, part of the accumulated by products of the retting process are flushed out and more oxygen becomes available. As a result water quality improves in the retting areas. Fish from neighbouring waters then colonise the retting zones.

The 10 coir factories in Alappuzha generate about 530 m3/day of wastewater with a waste load of 90 kg/day of BOD, 215 kg/day of COD and 200 kg/day of suspended solids.

RUBBER: Scrap rubber, a solid form of latex is soaked in water for about eight hours and milled in rollers. Effluent from the soaking and milling processes contain bits of rubber, bark and mud. The wastewater production from rubber factories amounts to 1500 m3/day with a I LBII/Sheladia/CES/ICT 5.29 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

total waste load of 50 kg / day BOD, 190 kg / day COD and 350 kg / day suspended solids. Effluent standards specified for rubber industries are shown in Exhibit 5.32

EXHIBIT 5.32 EFFLUENT STANDARDS FOR RUBBER INDUSTRIES LIMIT SL. INLAND ON LAND NO PARAMETER UNIT SURFACE FOR WATER IRRIGATI l ______O N A. Rubber (Natural) Centrifuging and Creaming Units 1 PH 6 to 8 6 to 8 2 BOD (3 days at 270C) mg/l, max. 50 100 3 COD - do - 250 - 4 Oil and Grease - do - 10 20

_5 Total Kjeldhal Nitrogen (as N) - do - 100 - 6 Ammoniacal Nitrogen (as N) - do - 50 7 Sulphides (as S) - do - 2 8 TotalDissolved Solids (TDS) - do - 2100 NP* 9 Suspended Solids (SS) - do - 100 200 Crepe and Crumb Units I PH 6 to 8 6 to 8 2 BOD (3 days at 27°C) mg/I, max. 30 100 3 COD - do - 250 - 4 Oil and Greese - do - 10 20 5 Total Kjeldhal Nitrogen (as N) - do - 100 - 6 Ammoniacal Nitrogen (as N) - do - 50 7 Sulphides (as S) - do - 2 8 Total Dissolved Solids (TDS) - do - 2100 NP* 9 Suspended Solids (SS) - do - 100 200 B. Rubber (Synthetic) 1 PH | 5.5 to 9 2 BOD (3 days at 27°C) mg/l, max. 50 3 6.5.2.2 COD - do - 250 4 Oil and Grease - do - 10 5 Colour - do - Absent (Source:Pollution Control Board)

NP* - Not prescribedwhere efflueiitis used for rubber plantation of their own, it other cases, suitable limit, as may be prescribed by the State Board.

The standard specified for wastewater generation from natural rubber industry is 4 m3/t of rubber max.

PAPER: Major pollutants in the effluent from paper industry are dyes, suspended solids, BOD and COD. Effluent standards specified for this industry are given in Exhibit 5.33 and 5.34.

LBlIlSheladia/CES/ICT 5.30 l Kerala State InlandWater TransportPilot Project EnvironmentalAssessment - September2001

EXHIBIT 5.33 EFFLUENT STANDARDS FOR PULP AND PAPER (LARGE - CAPACITY ABOVE 24,000 TONNE/YEAR) SL.NO. PARAMETER UNIT LIMIT 1 pH 7-8.5 2 Suspended Solids mg/I, max 50 X3 l BOD (3 days at 27 C) - do - 30 4 COD - do - 350 5 TOCI Kg/t of product, max 2 (Source: Pollution Control Board) Wastewater generation standard is 175 m3 /t of product, max for pulp, paper, and 150 m3 /t of product, max. for newsprint and rayon grade pulp.

EXHIBIT 5.34 EFFLUENT STANDARDS FOR PULP AND PAPER (SMALL - UP TO 24,000 TONNE/YEAR) SL.NO. PARAMETER LIMIT UNIT LAND INLAND SURFACE WATER 1 PH 5.5 to 9 5.5to9 2 Suspended Solids mg/I, 100 100 max. 3 BOD (3 days at 270C) -do - 100 30

4 Sodiumabsorption ratio I max 26 1 _ _ _ X (Source: Pollution Control Board) Waste water generation standards for agro residue based is 150 m3/t of paper, maximum and for waste paper based it is 50 m3/t of paper maximum. Emission Standards EXHIBIT 5.35 3 EMISSION STANDARDS FOR PULP & PAPER (LARGE) SL.NO PARAMETER rIMIT 1 Particulate Matter 150 mg/Nm3 3 I 2 H2S 10 mg/Nm (Source: Pollution Control Board)

EXHIBIT 5.36 EMISSION STANDARDS FOR PULP AND PAPER SL.NO. PARAMETER SOURCE LIMIT 1 Particulate Matter Sulphite Liquor Combustion 250 mg/ Nm3 2 Particulate Matter Kraft Pulpmill recovery furnace 250 mg/ Nm3 (Source: Pollution Control Board) CEMENT: Travancore cements, Kottayam generates 153 litres of effluent per day with a pollution load of 6.854 kg/day COD and 2.448 kg/day suspended solids. Emission standards I specified for the cement industry are given in Exhibit 5.37.

LBII/Sheladia/CES/ICT 5.31 KeralaState InlandWater Transport PilotProject EnvironmentalAssessment - September2001

EXHIBIT 5.37 EMISSION STANDARDS FOR CEMENT INDUSTRY PARAMETER PLANTCAPACITY LIMIT (MG/NM3) All Sections Upto 200 t/d 400 Total dust > 200 t/d 250 (Source: Pollution Control Board) 5.7.6 Fisheries Fisheries are not a major activity in the canal area. In the entire Kuttanad area there are some 20,000 full and part time fisherman {Refer section on Sanitary practices along the waterways). The Developments in the Kuttanad effect estuarine fisheries further downstream. The well protected nature of the lagoon and the general shallow depth permnit fisherman to operate in all seasons using conventional techniques. Major fishing activities take place at nightime when the best catches are obtained. Most of the fisherman in the area use stake and dip nets 5.9 There are both subsistence and commercial fisheries in the backwater area. Fisherman's Cooperatives play an important role in marketing black clamshells and sub fossil shell deposits. 5.7.7 Tourism Kerala: The moderate temperature, lack of winter season, and an abundance of greenery, makes the State a tourist's paradise. lt rains heavily twice a year, during May-August and I October-December and the water, after filling the rivers, canals, lagoons, etc. falls into the Arabian Sea. The terrain sloping form the forests of the Western Ghat Hills to the Arabian Sea, the palm lined beaches and the houseboats, (which are converted rice boats) in the I backwaters are major tourist attractions. Tourism, domestic and foreign, represents the only sector in the tertiary industries (services) that has an essential impact on the transport demand. Kerala is renowned in India for its long coastline with numerous sandy beaches and beautiful backwaters and canals. These attract about 5 million tourists annually, out of which foreign tourists constituted 180,000 in 1998. The number of foreign tourists increased rapidly some years ago but the growth appears to have declined in recent years. The number of tourist arrivals in India and in Kerala is shown in Exhibit 5.38.

EXHIBIT 5.38 TOURIST ARRIVALS IN INDIA AND KERALA ('000)

TOUREISTS FOREIGN FOREIGN DOMESTIC %0uiERTHs %OVERoTH . YEAR TOURISTS TOURISTS TOURISTS TOURISTS %OUS PREVIOUS I ALAPPUZHA YEAR YEAR IN KOTTAYAM IN KERALA IN KERALA (DOMESTIC) FOREIGN

1992 11.7 3.4 90.6 994 5 31 1993 12.5 3.7 95.2 1027 3 5 1994 5.0 1.9 104.6 1284 25 10 1995 6.4 2.1 142.9 3916 205 37 1996 12.8 2.6 176.8 4403 12 23 1997 12.9 2.8 182.0 4953 12 3 1998 180.0 0 (Source: Kcrala Economic Review,Tourist Statistic of Kerala 1996) It appears that the real number of international visitors in Kerala is significantly higher than that shown in the statistics. Monthly wise details of both foreign and domestic tourists show

5.9 Kuttanad Water balance study.

LBII/Sheladia/CES/ICT 5.32 l 3 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

that the lowest season is in June-July and the highest tourist arrivals are recorded from December to March. The main international airport in Kerala has been in Thiruvananthapuram until the recent inauguration of the Cochin Airport. Cochin international airport is expected to handle more than 500,000 passengers within a few years of commencing operations. This will obviously revitalize foreign tourism in Ernakulam and will also have a positive impact on the tourism in Alappuzha and Kottayam districts. However, to capitalise on this growth opportunity in tourism the districts need to invest in the facilities, which attract the tourist to the area, and to render the level of services required by the tourists.

* PIA districts: The major tourist attractions in the project area of Kuttanad at present are , Munro Island, backwater cruising, agricultural activities and the Kuttanad.

The number of domestic tourists in the Alappuzha and Kottayam districts was 190,000. The statistics of the tourist flow to Kerala are probably not accurate which is reflected by the large annual variations in the number of arrivals. The development of new tourist destinations and consequent diversion of tourist traffic from the conventional centers and the inadequate data collection that is not able to record the tourist visits to new areas are the likely reasons for the statistical depressed trend of in recent years. The main agencies involved in tourist development in Kerala are the Department of Tourism, I Kerala Tourism Development Corporation Ltd (KTDC), District Tourism Promotion Councils and Tourist Resorts Kerala Ltd (TRK). The main organization for the development of the tourism infrastructure is the Department of Tourism, which has a three pronged development program in Alappuzha-Kottayam districts;

(i) Day cruise facilities to the southem waters from Alappuzha including boat I terminal and accommodation facilities (ii) Alappuzha boat terminal and related infrastructure (iii) Alappuzha - Kumarakom -Thannirmukkom triangle with boating and accommodation facilities. The total investment will amount to an estimated Rs. 50 million. The development of the | tourist facilities in the Alappuzha - Kottayam route is planned to be carried out in the second phase whereas no plans are apparent to develop the tourist industry in Changanassery.

| The local social communication on the project routes constitutes a major part of the passenger traffic. Tourism, however, appears to have positive prospects if the infrastructure is developed to meet the requirements of both local and foreign tourists. Backwaters and the I connecting feeder canals constitute an attraction in themselves; this is not susceptible to competition from the road sector.

| Since both the Irrigation Department of Government of Kerala and the Tourism Department have development plans in the same areas (Alappuzha - Kottayam) it is recommended that the improvement of the waterway infrastructure will be carried out in close collaboration with I the concerned agencies. As an example, based on the foreign tourist arrivals in Cochin, a triangle route Vaikom-Kumarakom (Cheepunga)-Kottayam- Alappuzha with boating and accommodation facilities would prove viable and increase the waterway utilization in the region.

LBII/Sheladia/CESIACT 5.33 l Kerala State Inland WaterTransport Pilot Project EnvironmentalAssessment - September2001

E 5.7.8 Public Services Kerala: The Social development in Kerala has attained a commendable success. Kerala is the land of high literacy and health care where enrolment in primary schools is nearly as high as in Western Europe and infant mortality rates are as low as in New York. Apart from historical factors, the successive Governments of the State have followed a development strategy by consciously investing in the social sectors of education, medical services and public health. Literacy, life expectancy and income are the three indicators used in measuring the human development index. Kerala's pioneering policy measures like land reforms, introduction of housing schemes for economically weaker sections and the comprehensive coverage of a public retail distribution system deserve special mention. The institutional and non-institutional social security measures introduced by successive Governments in Kerala were largely directed at reducing income insecurity and deprivation among weaker segments | in the State. PIA districts: This same trend is applicable to the Kuttanad area also. 5.7.9 Education Kerala: Kerala's achievement in the education sector is unique in that it attained the highest literacy rate in India of 89.01 percent in 1991. The all India level was far below at 52.21 percent. The female literacy rate was as high as 86.17 percent in Kerala, compared to 39.20 percent at the national level. The literacy rate among scheduled castes was 79.66 percent and their female literacy was 74.31 percent in Kerala. The trend in literacy levels of India and Kerala is shown in Exhibit 5.39. The school education infrastructure in the State in 1996-97 consisted of 6726 lower primary I schools, 2968 upper primary schools and 2588 high schools. There are 186-degree colleges catering for a total of 332,043 studentsv. EXHIBIT 5.39 TRENDS IN LITERACY- INDIA AND KERALA

INDIA KERALA YEAR RATE OF LITERACY PERCENT RATE OF LITERACY PERCENT

TOTAL MALE FEMALE TOTAL MALE FEMALE 1901 5.35 9.83 0.60 11.14 19.15 3.15 1911 5.92 10.56 1.05 13.31 22.25 4.43 1921 7.16 12.21 1.81 19.02 27.88 10.26 1931 9.50 15.59 2.93 21.34 30.89 11.00 1941 16.10 -24.90 7.30 - - - 1951 16.67 24.95 7.93 40.47 49.79 31.41 1961 24.02 34.44 12.95 56.85 54.97 38.90 1971 29.45 39.45 18.68 60.42 66.62 54.31 1981 36.03 46.62 27.73 70.42 87.74 75.65 1991 52.21 64.13 39.29 89.91 93.62 86.17 Source:Census of India and Kerala PIA Districts: The literacy rate in the Kuttanad is high. 93%, but only 45% of the population has a school-leaving certificate. 5.7.10 Health Kerala has made notable achievements in health standards as reflected in the attainment of a low infant mortality rate, low maternal mortality rate, low birth rate, low death rate, and high

v Source - Jagran's "Kerala at a Glance 1998"

LBII/Sheladia/CES/ICT 5.34 KeralaState InlandWater Transport Pilot Project EnvironmentalAssessment - September2001

life expectancy at birth. This has been made possible through a wide network of health infrastructure and social factors such as women's higher education levels, and general health awareness. The major development indicators of bir-th rate, death rate, infant mortality rate and expectation of life at birth are presented in Exhibit 5.40.

EXHIBIT 5.40 BIRTH, DEATH AND INFANT MORTALITY RATES IN KERALA

fNFANT EXPECTATION OF BIRTH RATE PER DEATH RATE PER MORTALITY LIFE AT BIRTH OF YEAR 1,000 POPULATION 1,000 POPULATION 1,000 RATE KRL ______POPULATION K R L KERALA ALL KEAA ALL KEAA ALL MAE FMLS KERALA~~IDIA INDIA KEAA INDIA MLS FMLS 1970 32.3 36 .8 9.2 15.7 61 129 56.7 60.0 1980 26.8 33.7 7.0 12.6 42 117 64.7 69.0 1981 25.6 33.0 6.6 12.5 37 110 - - 1985 1 22.9 32.9 6.9 1 1.8 33 1 97 65.7 72.5 1986 22.4 32.6 6.7 1 11.1 27 96 66.9 72.8

1987 21.0 32.2 6.0 10.9 26 95 - 1988 19.9 31.3 6.0 10.0 24 94 - - 1989 20.3 30.5 6.1 10.2 21 93 67.5 72.9 1990 20.3 30.5 6.1 14.2 21 93 69.0 72.0 1991 19.8 30.5 5.8 10.2 17 9 1 69.0 72.5 1992 18.1 29.0 6.0 10.0 16 79 69.0 73.5 1993 17.3 29.3 6.0 9.8 13 - - -

PIA districts: In total 45 % of the rural population and 35 % of the population in the town of Alapuzhahave no proper sanitation facilities. . Therefore a high level of Faecal bacteria in the water is to be expected. Water hyacinth gives a common ground for mosquitoes breeding. 5.7.11 Archaeological and CulturalSites Kerala: Kerala has a rich cultural history with an ancient presence of the main religious groups of India. Many temples, churches and mosques, as well as shrines, cemeteries and other sacred places of all th-reereligions are located in the close vicinity of the canals and care is necessary to protect them (Refer Line diagram Exhibit 5.1).

PTA districts: The surveys carried out in the area did not record any monuments or Archeological sites immediately adjacent to the waterways

5.8 INLANDWATER TRANSPORTIN THE PROJECTAREA The reclaimed land areas in the Kuttanad, 'Blocks' are protected by canal embankments about 60-80 cm above the canal water level and 1.1-1.5 m wide after faced with stone pitching. The side protection is old and severely damaged due to inadequate maintenance. The Irrigation Department in Alappuzha, State Water Transport Department (SWTD), KSINC and Cochin Port Trust maintain records on the inland craft so far as they concern the I ~ ~vesselscalling at Cochin port. However, there is neither any organization responsible for maintaining the data on private sector Inland Water Transport operations, related to the number of boats, passengers or cargo movements. The information on the existing inland I ~ ~vesselscollected from the above organizations is summarized in Exhibit 5.41.

LB [lISheladiaiCES/[CT 5.35 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

EXHIBIT-5.41 | INLAND WATER TRANSPORT IN THE PROJECT AREA APPROX. 3 CARGOVESSELS KSIN SWTD PRIVATE TOTAL (TONNESI

______~~~~~~~~~PASS.) Ferries 2 0 3 5 300 Self propelled barges (liquid) 7 0 4 11 2640 Self Propelled barges (cargo) 4 0 10 14 3100 Small mechanized boats 0 41 41 30 Organized cargo Sector, 13 0 58 71 6070 Total ______Passenger Boats More than 100 passengers 9 50 0 59 6500 capacity: Less than 100 passengers 3 6 133 142 4250 capacity I House boats - - 100 100 650 l | Total 12 56 233 301 11400 The operations of the inland vessels summarized above, registered by the Government Authorities, constitute the organized Inland Water Transport sector. Most of the Inland craft l in operation would be able to ply on the proposed project canals after the proposed improvement works. The estimated transport capacity of the existing Inland fleet based on average transport distances of 30 km, comparable with the length of the project canals, is 3 calculatedas shown in exhibit 5.42. EXHIBIT- 5.42 3 ESTIMATED TRANSPORT CAPACITY OF THE EXISTING INLAND FLEET ESTIMATEDCAPACITY PASSENGERBOATS (Tonnes) CARGO BOATS (Tonnes) H t~~erformace norms BAverage lead km 30 30 Days| in the year 300 300 * Hoursin a day 14 16 Speed ( kn/h) 112 12 Trips per day 4 2 Capacity utilization 75% 75% Capacity utilization, liquid tankers 50% lPassenger Transport Capacity More than 100 passengers 7,800,000 Less than 100 passengers 5,100,000 House boats, I cruise per day 100,000 Total Passengers (Excluding Ferries) 13,000,000 l Cargo Capacity Liquid Bulk 800,000 *_DryCargo 1,400,000

__Total 2,200,000

LBII/Sheladia/CES/ICT 5.36 l Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

5.9 EXISTING INFRASTRUCTURE AND FACILITIES The existing infrastructure facilities are shown as follows

5.9.1 Kottayam Vaikom (K V) Feeder Canal The Kottayam Vaikom canal (plates 13, 14, 16, 17 & 18 appendix 4.1) is an important feeder canal connecting Kottayam town and district to the neighbouring districts of Alappuzha and Ernakulam (Refer Exhibit 2.1). This route is intended to connect the various inland canals to the Vembanad Lake and further, to Vaikom and through National Waterway III to Cochin Port and the industrial centres in Ernakulam. The canal passes both cultivated low land areas | and inhabited natural land areas. The Kottayam-Vaikom canal is proposed to start from Kottayam, Kodimatha new terminal, continue along the A K canal until Kanjiram junction from where it takes a sharp right angle i turn towards Vaikom passing Illikal, Prappuzha, Pulikuttucherry, Mania Parambu and enters Vembanad lake at Cheepumkal. In order to avoid overlap and double counting the Kottayam -Kanji ram (3.5 km) is not included in the Kottayam-Vaikom section. It continues on the * inner route between the mainland and the reclaimed coconut plantation (Swamikkalle) joining the National Waterway No III in Vembanad Lake before Thannirmukkom barrage. The length from Cheepumkal to Vaikom is 14 km and the total length of the K V'canalfrom Kodimatha to Vaikom is 42 km. The actual constructionand improvementwork will be confined to (42-17.5km) 24.5 km onlyfrom Kanjiram up to ChipunkaL Generally, the maintenance of the canal has been neglected (owing to the lack of financial resources), the sides are eroded and side protection has collapsed in many areas. This has resulted in some encroachment and the narrow and curvy sections make navigation difficult | by mechanized boats of economical size. The water depth is mainly between 1.5 and 1.8 meters and only some portions are restricted for navigation due to shallow water. The main impediment to navigation is the number of low clearance overhead bridges. The proposed improvement works include dredging and removing the obstacles, easing of sharp curves, improvement of side protection on both banks, rebuilding of bridges which have inadequate vertical clearance for vessels to pass and removal of five old bridges / I remnants of other structures. This canal section has 12 existing jetties some of which need to be rehabilitated. The Scheme recommends 16 new jetties to be constructed to serve the * increased traffic. It is estimated that approximately 250.000 people live in the immediate influence area of the canal including the urban population of Kottayam and Vaikom. The development of the K V navigational route and related facilities would provide social communication, improve the distribution of the agricultural products and provide the waterway connection to the Port of Cochin and to the heavy industries located in Emakulam district, many of which have their I own Inland Water Transport terminals. Due to constraints on the navigation by the existing inland vessels and barges, canal traffic is presently restricted to short haul movements by country boats.

5.9.2 Alappuzha-Changanaserry (AC) Feeder Canal The Alappuzha-Changanaserry Canal (plate 1,3,4,5,6,7, & 15 appendix 4.1) passes the Kuttanad, an area of 870 sq km traversed by rivers, lakes (kayals), artificial canals and paddy fields situated below the sea level. The area produces approximately 25,000 tonnes of rice per annum. Population is low due to the remoteness of the area. The canal is the main means of communication serving agricultural production and transport of labour in the area. l LBI]/Sheladia CES/ICT 5.37 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

Recently developed roads have improved the access to the southern area and road transport 3 has taken its share of the passenger and cargo traffic. The Irrigation Department of proposed two routes to be improved; 1 Alappuzha- - Pulincunno - Changanaserry and I 2. Alappuzha-C Block-Kovalam - Changanaserry The latter, northern route has been recommended by the Consultant for survey and rehabilitation due to better revenue prospects in the transportation of paddy, hay, manure and coconuts and allied products, construction materials, lime shell etc. and serving the labour movements. The length of this route is 28 km. The route is shown in Exhibit 2. 1.

At the present the A C Canal is the only waterway of the proposed three routes where the entire stretch is navigable. The approach to Changanaserry is relatively narrow, and curved | and is not navigable for larger modern cost efficient vessels. 5.9.3 Alappuzha-Kottayam (AK) Feeder Canal Alappuzha-Kottayam navigation route (plate 7,9,10 11 & 12 Appendix 4.1) provides several alternatives. The most beneficial route that is proposed to be improved starts from Alappuzha via Munro lighthouse between C and S-Blocks and continues between Q and R- Blocks to Kottayam. The Alappuzha - Kottayam canal also passes a cultivated area reclaimed from the Vembanad Lake where the paddy fields are located in 'Blocks' surrounded by artificial canals and embankments. Agricultural labour is scarce in the locality and requires the transport of labourers to the reclaimed blocks via the Waterway, which is the only route available. This link is navigable from Alappuzha until the Kanjiram junction and during the high water until Kodimatha terminal in Kottayam. The portion from Kodimatha to old Kottayam town terminal at Katcheri Kadavu is silted and growing hay and water hyacinth. It is proposed that this portion be rehabilitated. A new terminal should also be established at Kodimatha bridge I where the Government Of Kerala owns a land area of 0.25 ha. The final alignments of the three feeder canals proposed to be improved and accepted by the Irrigation Department are shown earlier in Exhibit 2.1. * Existing Jetties: The jetties used by passenger vessels are basically of two types, C and B type RCC jetties. The C-Type jetty is L-formed; with basic RCC dimensions of 8 x 2.5 m with a lower platform aside 2.5 x 2.5 m The B-type jetty is Y-formnedable to accommodate 2 vessels at any time and furnished with a passenger shelter. Cargo traffic uses both the jetties and the landing place, which have simple landing steps alongside the river with a narrow back up area for cargo storage and handling. The existing jetties have proved practical and economical to build; however, in the narrow sections the jetties built across the canal are reducing the free navigation width. I Compared to the Kottayam - Vaikom canal (which lacks nearly all facilities for transportation of cargo and passengers) the AC and AK canals appear to have a relatively dense jetty network. The need for additional jetties as well as the rehabilitation or improvement of the existing has been evaluated.

5.10 EXISTING NAVIGATIONAL AIDS AND COMMUNICATION FACILITIES The navigational aids are very few on the project routes. For night navigation Alappuzha approach channel has a leading light house but no other fixed or floating equipment is | installed.

LB]I/Sheladia/CESIICT 5.38 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

The national waterway on the Vembanad Lake is marked with unlighted wooden posts. Inland Waterways Authority of India plans to provide facilities for night navigation in the form of lighted buoys and the National Waterway - III is expected to be fully- operational for 24 hours traffic in 2002. The improvementof the feeder canals under the project will meet | the same standards. Currently the navigation on the feeder canals, either by day or night, is based on the experience of the masters, lights of the inhabitants on the canal embankments or on the a vessels' own searchlight. No maps, compasses or other navigation equipment are in use on the inland craft. The inland craft have no equipment for ship to shore or ship-to-ship communication except horns and searchlights.

5.11 PRESENTTRAFFIC According to the review of recent studies and statistics the modal share of Inland Water Transport has gradually declined due to poor maintenance dredging, upkeep of the other Inland Water Transport facilities and improved road network resulting in fierce competition from road transport. Its global share of India's total traffic has gradually declined being at present less than 1% of the total. However, the State of Kerala has a significant inland water network comprising the West Coast Canal and the State's river and canal network, which is denser more densely distributed than the average in India. Some studies indicate that the modal share of Inland Water I Transport in Kerala is higher than the national average, currently at 3% of the total cargo and passenger movement. The base year Inland Water Transport traffic estimation is based on detailed discussions with the Government Agencies, industrial corporations, transport companies, Chambers of Commerce, oil companies, Cochin Port Trust and the officials of the concerned Government Departments. These were held in order to ascertain the level and pattern of the existing and potential Inland Water Transport traffic. The results of the discussions are summarized in Exhibit 5.43. 3 EXHIBIT5-43 ESTIMATED INLAND WATER TRANSPORT PASSENGER AND CARGO FLOWS IN ALAPPUZHA, KOTTAYAM AND ERNAKULAM DISTRICTS ___ ('000 PASSENGERS/TONNES) SL. PARTICULARS SWTD KSINC PRIVATE TOTAL PROJECT l NO (*) (*) (**) AREA

I Short haul 10,100 9,900 n.a. 20,000 n.a. operations 2 Passengertraffic 13,000 - n.a. 13,000 8,400 Total passengers 23,100 9,900 n.a. 33.000 8,400 3 Liquid cargo(***) 180 1,100 1280 0 4 Dry Cargo (***) 310 350 660 80 Total Cargo 490 1450 1940 80 (*) Statistics obtained from the agencies (** ) Records on the private passenger operations are not available (***) Based on interviews with the private operators At present, the Inland Water Transport cargo traffic is concentrated on the waterways 3 between the Port of Cochin and the heavy industry located in the waterfront areas at Udyogamandal and Champakkara canals. Beyond this area, there is only one regular cargo l LBhl/Shc]adia/CE5/ICT -5 39 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

transport service for oil products from Ernakulam to the inland oil terminal in Kollam. The | average lead of the goods transported is relatively short for the waterways in general owing to the specific nature of the major commodity flows. Inland water passenger services are used in several locations in the project area. The number of passengers recorded in the district stations is shown in Exhibit 5.44

3 EXHIBIT 5.44 PASSENGERS RECORDED IN DISTRICT STATIONS ('000 pas engers) SL.NO DISTRICT 1998-99 (ESTIMATES) 1 Kannur 450 2 Ernakulam 19,100

_____3 Alappuzha 9,300 4 Kottayam 4,400 5 Kollam 560 I Total 33,810 Source: Govemment agencies, private operators I 5.12 PRESENT PASSENGER TRAFFIC The passenger transport services in the project area are provided by both the public organization SWTD and private passenger launch and houseboat owners. The State Water I Transport Department provides scheduled services on the A C and A K routes and the non- scheduled services by the private operators. The scheduled services are largely used for social communication of the local people while the private services target the tourist market, I both local and foreign. In view of the number of passengers, the contribution of the social communication is 99 % and the share of tourists is less than 1% of the total organized passenger traffic. The size of the informal sector, cross-canal and intra/inter-village movement of passengers by country boats is unknown and extremely difficult to estimate. This traffic has no significant | impact on the feasibility of the project although the project would improve the quality of life. Being the only scheduled operator on the project canals the transport performance of the SWTD fleet can be regarded as the base year traffic on the AK and AC routes. The number I of passengers carried monthly on these routes is shown in Exhibit 5.45 and 5.46. EXHIBIT 5.45: S MONTHLY PASSENGER TRAFFIC ON THE PROJECT ROUTES FROM JULY 1997 TO JUNE 1998 (IN THOUSANDS) l 300 -_,__ 250 -0 200 - MC.

150- l ~~~~100 -l l.lVl.Vl[ 1AA 0KA * 50

July Aug Sep Oct Nov Dec Jan Feb Mar Apr 1by June

1997 1998

Source: SWTD, Ticket sales

LBIL'Sheladia,CFS/ICT 5,40 I Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

According to this sample data, the period from February to June seems to be the lowest season with the peak period starting again in July. This has been verified also by other sample studies made by the Consultant. EXHIBIT 5.46 U TOTAL PASSENGER TRAFFIC ON THE PROJECT ROUTES IN 1996-1998 (IN THOUSANDS) l ~~~~~3000_

3 2000 U 1996 !500 N 1997 * ~~~~~~~~~~~~~1000 1L~~~~~01998 500-

I AC CA AK KA

AC = Alappuzhato Changanaserry,AK = Alappuzhato Kottayam KA = Kottayamto Alappuzha,CA Changanaserryto Alappuzha These Exhibits represent sample data collected by the Irrigation Department and based on the operational data of SWTD, the only operator maintaining scheduled services on these routes. Their total passenger fleet consists of 56 vessels each with a capacity of 100-150 passengers. The Kottayam - Vaikom stretch has no regular transport service at present. | The volume of the traffic during the three years period shows a declining trend, which can be explained by two obvious reasons. FFirstly, the improved road network has attracted passengers from waterways and I . Secondly, the decreasing need of agricultural workers in the area, which is partly due to the deterioration of the canal embankments, decreasing the crops and cultivated area and crop yields. As shown in the Exhibit 5.46 Alappuzha - Kottayam/Changanaserry lines carried more than eight million passengers. According to the District Tourist promotion Council, Alappuzha, the share of tourists was negligible, 45.000 travelled to Kollam, Kottayam and Changanaserry X and approximately 10.000 used the houseboat services. As per the 1/1/1983 Statistics there are 36 Schedule for SWTD along Alappuzha- Changanaserry canal. Most of theses schedules are not operating from terminal to terminal. The Statistics for the Alappuzha- Kottayam available for the same period is 29 No of Schedules. I 5.13 CARGO TRAFFIC The freight market in the PIA is divided into two distinct sectors;

Intra-district haulage (essentially short haul and cross-river ferrying) The intra-district traffic consists of distribution of various commodities from Alappuzha and Kottayam to the destinations on the canal routes mainly by traditional non-mechanized country boats and short distance haulage between the villages without road access

Inter-district operations The second market sector is the seasonal transport of the | agricultural products, food and non-food items and fertilizers. The distance of this haulage is

LBll,'Sheladia/CESS/ICF 5.41 Kerala State Inland WateT Transport Pilot Project Environmental Assessment - September 2001

normally half of the canal length equal to 15-20 km. These commodities are carried by traditional country boats or by trucks and 3 wheelers if the road connection is available.

The cargo capacity is presently utilized in Emakulam district carrying raw materials from Cochin port to the fertilizer and zinc factories while the majority of the passenger boats are employed in regular traffic on the project routes, tourist services and Mohamma-Kumarakom route. I Based on the interviews and other material collected by the Consultant the estimated base year traffic on the project feeder canals is shown in Exhibit 5.47. I EXHIBIT 5.47 ESTIMATED BASE YEAR TRAFFIC ON THE PROJECT DISTRICTS ROADS, AC, AND AK FEEDER CANALS C (Tonnes)

QUANTITY BY ROAD BY WATERWAY Paddy 60,000 55,000 5,000 Coconuts, coir 20,000 10,000 10,000 Fertilizers 15,000 12,000 3,000 Bricks, cement, 100,000 85,000 15,000 constructionmaterials 15 Rubber 20,000 10,000 10,000 Sand, lime shells 50,000 25,000 25,000 Paper 15,000 15,000 0 POL 300,000 300,000 0 Miscellaneous 2,000 2,000 TOTAL 582,000 512,000 70,000 Sources: Road sector Surveys, Industy, Trnsport companies, Chamber of Commerce I The existing traffic shown in the last column is a summary of the transport data obtained from the industries, Chamber of Commerce, and the Inland Water Transport companies as well as from the road sector volume estimates. The commodity categories include only the major items that may be potentially divertible from the roads to the waterways. The present transport pattern in the larger PIA is relatively ill defined. The bulk items shown in the above Exhibit are transported mainly by road to Alappuzha, Kottayam and Changanaserry where they are delivered directly to the customers or to the wholesaler's warehouses. | The feeder canals are utilized for the distribution of the different commodities to the residents along-the canals carried out by country craft, which traffic has remained largely unorganised. No significant cargo flows were found in the organized sector on the routes between the towns of Alappuzha, Kottayam, Changanaserry and Vaikom.

5.14 PRESENT NATIONAL WATERWAYS SCENARIO IN THE STATE | This pilot project is the first focusing on the development of the State canals and waterways. Several Committees starting from 1950 have been recommending the generation of Inland Water Transport in Kerala and some related studies have been conducted. The earlier studies I on the inland waterways in Kerala were focused on the development and traffic projections of the National Waterway No III (WCC) ignoring the development and traffic need on the feeder canals as well as the role the feeder canals may have in generating Inland Water I Transport traffic by connecting the inland destinations to the State's main waterway system, WCC. The previous studies do not contain much relevant information for assessment of the

LBII/Shcladia/CES/lCT 5.42 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

existing and future traffic on the project feeder canals. Due to lack of initial base year data, the Inland Water Transport traffic projected in the earlier studies merely repeated the forecasts made earlier without updating or revising them on the basis of traffic counts or relevant issues related to the Inland Water Transport development. The recent studies of the Inland Water Transport traffic contain rather general information about the cargo potential but not the necessary baseline data for traffic projections including divertible and generated traffic on the feeder canals. The latest estimate of Inland Water Transport perfonnance on the WCC is shown in Exhibit 5.48. EXHIBIT 5.48 ESTIMATED COMMODITY FLOWS ON THE WCC IN 1996 (in '000 Tonnes) SL. NO. COMMODITY QUANTITY 1. Food grains 63.2 2. Parcel & Piece goods, includingcoconuts 547.7 3. Heavy Goods 12.5 4. Bulk Goods 617.8 5. Chemicals& Fertilizers 621.8 6. POL 223.5 Total 2086.5 Source: Detailed Project Report for Development of Inland Water Transport on West Coast Canals, RITES 1992, FAQ Series, IWAI 1998 Unlike the railways and road, the Inland Water Transport sector do not have any reliable data available for base year traffic to be used for traffic projections for the required time span. Therefore, the existing traffic potential on the project feeder canals has been estimated by interviewing the representatives of major industries in the region as well as the main Inland Water Transport operators in the Alappuzha, Kottayam and Cochin Districts. The existing traffic on the three feeder canals selected for improvement can be divided roughly into three categories; i) Scheduled passenger traffic perforrned by SWTD on the routes from Alappuzha to Kottayam and Changanaserry, ii) Backwater cruises and house boat services rendered by private ship owners to domestic and foreign tourists and iii) Cargo and passenger movement along and across the canals carried out by non- mechanized country boats.

I I

l I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

LBlIl,SlhcladislCES/ICT 5 43 l Kerala StateInland Water Transport Pilot Project EnvironmentalAssessment - September2001

3 6 SIGNIFICANT, ISSUES, IMPACTS AND POTENTIAL MITIGATION MEASURES

The Waterways are thought to be the most environmentallyfriendly mode of transport. Apart from the very small negative impact upon the environment and people, there are a number of positive impacts. The single most positive would be the contribution to the 'Saveffuel campaign of I the Nation'. Compared to the maintenance cost Rs. 5000/- per km per Year for the road and rail transport, it is only Rs. 1000/- per km per year in the case of waterways moreover the accident rate is much less. A typical estimate for the maintenance cost of the waterways per Kilometre per year is enclosed as Appendix-6. 1. The project in general has an obvious positive impact on the social, communication and transport costs, protection of agricultural land and other property from flooding, enhancing the agricultural I production, providing employment opportunities and on overall poverty alleviation in the affected areas. The positive impacts of the projects are listed in Box 6.1. 3 BOX 6.1 IMPORTANT POSITIVE IMPACTS * Better control offloodwaters and irrigation, greatly increasing potentialfor improved agricultural production. . Capacity to transport at a comparatively cheaper cost * Least demand on energy sources * A necessary mode of transport in water logged areas, Islands and areas not served by other modes of transport * * Employment opportunities to a larger section of the Population (in addition to many other direct and indirect benefits) * Reduced atmospheric pollution I * lMoreeffective maintenance of environmental and ecological balances * Reduction in congestion and accident risk on the roads- (indirect benejits) * Savings due to reduction of depletion of non renewable sources of energy * Development offishing, tourism, irrigation etc., The results of the analysis of direct and indirect benefits of the project are described later in this Chapter. The single most serious concem in this project is the dredging and associated disposal of * sedimcnts. Prior to the disposal, further samples will need to be collected for testing and analysis for heavy metals and pesticides. The Contractor also needs to test the disposal site identified for disposal of sediments. The second most important concem is the collection and disposal of Water I hyacinth from the waterways. Environmental And Social Impacts and Issues The preliminary screening of the project's social and environmental impacts indicated that, in addition to improving navigation and transport facilities, the project could be designed to have other significant positive impacts in the direct influence area of the canals. The social and environmental concern due to the proposed improvement options are:

* Dredging and disposal of sediments i Possible realignments to improve navigability * Water hyacinth collection and disposal The environmental issuies related to IWT pilot project have been prioritised as follows,

I LBII/.SheladiaCES/I(1F 6.1 l KeralaState Inland Water TransportPilot Project EnvironmentalAssessment - September2001

| Keys issues Other issues Bank erosion Terrestrial ecology Operation Transportation and Disposal of Air quality I Water hyacinth Water quality Land use Aquatic ecology and Benthos population Fishing I Noise levels Quarry and borrow areas Disposal of solid waste | The issues involved in these engineering actions to rehabilitate the canals were: * The repair of the sides and Bunds of waterways * Dredging and associated disposal of dredged materials | Highly deteriorating water quality * Poor sanitation for large number of people in the PIA * Water hyacinth as a major threat for navigation | Impact on existing ferry services operating in the area * Clearing or pruning of any private trees of economic importance, projecting into waterways channel 3 Oil spillage due to increased traffic during operation * Construction or improvement of approach roads for the reconstructing bridges Repair of the sidewalls: The repair of the sides of waterways will improve the protection of agricultural land from flooding. Dredge spoils are found suitable after the laboratory testing could provide fill for the improvement of the polders walls. This is onie of the most important engineering works to be carried out as described in the Chapter 2 Project description, section2.5.3 and exhibit 2.6. Traditional designs have been updated to strengthen banis and improve resistance to wave erosion. Realignment considerations: Some realignment of the Kottayam to Vaikom waterway was under I consideration to reduce the curvature on bends but was later dropped as not feasible with the expected economic return of the project. Social and environmental baselines: have been established with particular attention to the * ecological status of backwaters, their productivity, and current uses. A further analysis of canal sediments may be necessary by the construction Contractor also to deterrnine potential suitability for use in increasing the embankment height to protect cultivated polders or as platforms for I village roads and housing. Possible contamination of thie bottom sediments: The possible contamination of the bottom sediments in areas to be dredged although unlikely is an issue of some concern. An Environmental Management Plan: has been devised to minimize the construction and operation related impacts. This is provided as an independent stand-alone document for the | purpose of contracting and implementation of mitigation measures. The Environmental Management Activity Table is the central theme of the document. The remaining part of the document describes the impacts and mnitigation mneasuiresin the sanme order and section numbers as the baseline chapterfor ease of cross-referenice.

6.2 GENERAL SETTING a Impact: Due to the location of the project between two barrages in the Kuttanad area, tidal effects are avoided. The project location is not within the coastal sensitive area. This is beneficial for the project in terns of the time required for various clearances during construction and

3 I BllBISheladia'CESICTI 6.2 l Kerala State Inland Water Transport Pilot Project Environmental Assessment- September 2001

operational Phases, as it does not come under the preview of the CRZ Management Plan prepared by the Government of Kerala. The management plan clearly identifies the Kuttanad area for exclusion from the sensitive zone. This is also described in chapter 3 section-3.5. The project is | also not located close to any wildlife sanctuaries or any natural habitat that will trigger a number of impact mitigation measures and approvals. Mitigation: No project induced mitigation measures are warranted due to the project location with in the Kuttanad area.

6.3 IMPACT ON PHYSICAL ENVIRONMENT

6.3.1 Topography soils and Geology Impact: There are no anticipated impacts due to the construction and operation of the proposed waterways on topography and geology of the project-influenced area. Dredging is considered separately in the water resources section. There will not be any significant loss of soils from the region (refer section on water resources) Unlike road projects substantial quantities of rocks and sand will not be required for construction of Jetties and other structures needed. There would not be any measurable depletion of material resources due to the quarrying of rocks required for construction activities. All jetties and I associated structures considered in the project are designed as projections to the waterways without any land acquisition. At Changanasserry and Kottayam boat terminals will also be constructed without any additional land acquisition. The land available at Kottayam terminal I belongs to the Govemment where as the terminal at Changanassery will be constructed above the excess water spread area very close to the existing terminal. There will be slight disturbance to soil in theses areas. This is not expected to contribute any significant soil erosion in the area, as U the area involved will be very small of the order of 200 Sq.m only. Borrow material management: Although the material requirement from borrow areas would not be substantial, there would be a limited requirement for the improvement of Jetties and Terminals at Changanaserry and Kottayam and even during the bund reconstruction. This may not necessitate the opening of new Borrow areas. In case the contractor depends on existing borrow areas it is necessary to conform to all environmental requirements as provided in the I stand alone Environmental Management Plan. If new borrow areas are opened, these pits may cause drainage and visual problems as well as presenting a potential for increased vector activity (Mosquitoes or water contamination). Erosion: The surveys indicated that about 18,465 m of side bunds (left and right side inclusive) are prone to erosion as provided in Chapter 5, Exhibit 5.2. The typical cases of these are further illustrated using plates in Appendix 4.1 -Plate 2 and Plate 9. The cost of reconstruction of the bunds is- included in the engineering cost. These bunds would need to be reconstructed immediately before the operation of waterways along the three IWT Pilot project routes. As explained in section 2.5.3 (Chapter 2) the dikes in the polder lands are traditionally constructed with a stone pitched bank protection wall. At present through a severe lack of maintenance, most of these walls are in a state of decay, and temporary bamboo structures have been erected in various places to reinforce dikes and protect the land from flooding during the growing season. Mitigation: Quarrying of constrmction material shall be from licensed quarries/ only. This is built C into the Environmental Management Plan. The Contractor will have to prepare and execute Quarry and Borrow area Management Plan as per the guidelines in the EMP. The cost for the preparation and execution will be included in the BOQ. The 18,465 m of side bunds will be

LBtI;Sheladia/CES/ItCr 0.3 KeralaState Inland Waler TransportPilot Project EnvironmentalAssessment- September 2001

reconstructed during the construction phase. In fact, this will constitute the single largest share of the total investment for the implementation of project (refer section 2.7 Chapter 2). The contractor should adopt environmental precautions while selecting borrow areas, according to the IRC specifications. Borrow and quarry material shall be transported in trucks covered with tarpaulin sheets to avoid any in convenience to the public. The engineering report prepared for the project in April 2000 describes measures to rehabilitate the traditional bank protection structures (refer Chapter 2), and to provide additional revetments at places where it no longer exists or was never constructed. The costs for these bank protection measures are an integral part of the Project. Wherever water can get in to direct contact with the silty clay material, with which the dikes are constructed, washout will occur, initiating failure of the revetment. The locally available coir filter cloth (Geo-textiles) has been recommended and included against the expensive geo textiles between the armour of the bank protection, and the soil behind it prevents this washout, and guarantees stability. 6.3.2 Climate Impact: Due to the construction and operation of the project there will not be any impact upon micro- climate of the region. Mitigation: No mitigation measures required

6.4 WATER RESOURCES

6.4.1 General Characteristics Impact: The project watervays are used extensively for bathing, swimming, washing of clothes, cleaning of household items and utensils. The anticipated traffic volumes, especially foreign tourists are not very high in the immediate future after commissioning of the project. 6.4.2 Impact on Water quality Impact: The water quality of the area is already known to be poor, especially with regard to the faccal coli counts. The prevailing sanitation practices along the waterways are described in the baseline water quality section 5.3.3 and also tabulated in the Exhibit 5.9 with approximate costing for mitigation measures for the prevailing sanitation practices. The proposed waterway improvements will not produce any serious impacts other than the disposal of human faeces and other solid wastes, polythene bags etc from the vessels operating along the waterways. During the Operational phase there could be some oil and grease spillage. This will be minor and can be neglected (Oil and Grease was tested for the project also). Other than this, there will not be any significant project induced environmental impacts. The Project Specific Water Quality Testiog And Analysis: The two major issues Identified are 1. Faecal coliforms were detected in all samples. Except at Marthandam (just 43) all stations recorded very high concentrations. The maximum value was observed at Changanaserry station (4,300 MPN/l00 ml) 2. The maximum concentration of Oil and Grease was detected at Alappuzha Boat jetty (of the order of 10 mg/I). According to the Bureau of Indian standards, this is the maximum permissible limit. In all other stations it is less than 10 mg /1. Mitigation: The water quality is already seriously deteriorated especially near Alappuzha. A comprehensive approach for the entire Kuttanad area is required for an effective mitigation action. This is not within the scope of this small project, as it requires a more comprehensive effort as described in the baseline water quality section. There should be a State and National

1B51,'Sheladia'CFSISCT (64 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September2001

| government joint effort to clean up the polluted waters. The comprehensive approach should have the following elements also. A major public awareness campaign as a first step, such a major initiative should contain * a major public awareness campaign. An initial budgetary provision for an environmental awareness program has been included as an environmental cost. The modalities of such an awareness program are discussed further in the environmental enhancement Chapter 9. * There shall be a total ban on polythene bags in the entire Kuttanad area followed by the optional declaration of the area as 'environmentally sensitive'. This will alert and tempt the people for safer practices and also help the government to mobilise for resources. * The local Panchayats in the Kuttanad region can form a 'forum' to prepare a do's and don'ts list for the welfare of the Kuttanad population. This can be explained and the printed information distributed through school children's also. * A large scale, low cost sanitation program would reduce faecal coli counts in surface waters of the Kuttanad. This requires regular monitoring. * An Environmental monitoring program is also proposed as a future plan of activities of the State Government. In addition the project has included safe collection and disposal of all solid wastes, plastics and Polythene bags in the vessels operating in the waterways. Other than this no other project related mitigation actions are anticipated. A total ban of polythene bags in the Kuttanad region is strongly I recommended. 6.5 VEMBANAD KAYAL, LINK CANALS AND CROSS CANALS

U 6.5.1 Surface Area Impacts: There would not be any widening/altering to the width of project canals and therefore I other than this no significant impacts to the surface area are anticipated. Mitigation: No mitigation action is warranted. 6.5.2 Sedimentation and the General Depth Characteristics Impact: There will be dredging of approximately 150,000 cu.m of sediment from the watervays to make them navigable. The removal of dredging will increase the storage space of the water system to an equivalent volume of 15,000 cu.m. The locations of dredging are exhibited in the Exhibit 5.1. The impact of dredge spoil disposal6 can be analysed as discussed below. The environmental aspects of dredging are provided in the Appendix 6.2. In addition to this, there would be an expected anntal dredging requirement of 5% of this initial volume (7500 cu.m).

6.6 SEDIMENT TEST RESIJLTS

Estimation of Heavy Metal Concentration For Dredging Operations: According to the findings by-the United State Army Corp of Engineers (Technical Note DOER-E6, April 2000), the maximum concentration of re-suspended sediments in water using any conventional methods I of dredging is 600 mg/L. Based upon the sampling results of heavy metals in the sediment, estimates have been made for the concentrations of heavy metals likely to be introduced into the feeder canals water due to the proposed dredging operations.

Evaluating Environmental Effects of Dredge Material Management Altematives A Technical Frame Work EPA Us Army corps of Engineers, Juily 15, 1997

3 t lltShesd iVCESICT 6.5 Kerala StateInland WaterTransport Pilot Project FnvironmentalAssessment - September2001

The fonnula used for the Estimation of concentration: Contaminant Concentration (mgfL) in water = 600 mg/L * Sampled Sediment Conc. (mg/kg) * 1 kg/106 mg * The results are presented in the Exhibit 6.1. These concentrations have been compared with standards presented in the World Bank's Pollution Prevention and Abatement Handbook, July 1998. EXHIBIT 6.1 ESTIMATED HEAVY METAL CONCENTRATION FOR DREDGING PERATIONS MEASURED ESTIMATED WORLD BANK ISTATION CONTAMINAN CONCENTRATI CONCENTRATI STANDARD STATION T ~~~ON ON IN WATER SADR IN SEDIMENT (MG(L) (MG)L) (MG/KG) Changanaserry Jetty Copper 5.95 0).0036 0.5 Lead 0.45 0.0003 0.1 Kavalam North Copper 7.35 0.0044 0.5

______Lead 0.55 0.0003 0.1 Alappuzha Jetty Chromium 6.25 0.0038 0.1 Copper 10.95 0.0066 0.5 Lead 0.95 0.0006 0.1 Marthandam Jetty Copper 7.30 0.0044 0.5 Lead 0.50 0.0003 0.1 Kanjiram Route Chromium 1.70 0.0010 0.1 Copper 4.0 0.0024 0.5

______Lead 0.15 0.0001 0.1 Near Chepankul Copper 3.85 0.0023 0.5 Bridge Lead 0.20 0.0001 0.1

6.6.1 Dredge Disposal Plan And Various Available Options Since the sediment is generally of acceptable quality chemically for a safe disposal no elaborate arrangements are required to prevent or control adverse impacts upon the environment. A number of available options are listed below. Is The dredge disposal plan is based on the restults obtained from the Central Water Analysis I laboratory of CWRDMDRed. The sampling and test report of CWRDM annexure 3 to appendix 6.3 of EIA document and the detailed analysis and interpretation report prepared based on the sampling report is attached as Annexure 4 to appendix 6.3 of EIA document. I 2 The present laboratory analyses indicate that there would not be any harm to the aquatic ecology if the dredged material were dumped in the Vembanad Lake. 4 An open lake disposal also can be explored, as the sediments will not generate any threat or I disturbance to the aquatic ecosystem other than in the area of the dredging and of deposition. Since these are slow processes, the actual negative impact to the ecosystem would be small. The Govemment of Kerala clearance will be required for this action as this is related to CRZ regulations. 5 The filling of paddy field areas should not be permitted, as it is a sensitive land use of the State and hence an important resource of the State. The Contractor has to ensure that the willing buyer will not fill paddy-cultivating areas for cultivation of other crops without the permission of the District Collector on behalf of the State Government according to the

| DRedCWRDM is adiAutonomous Research OrganiizatioriEstablished by the Gover-lrnenitof Kerala.

LBI1/Shvledia/CES!l(I-1 U KeralaState Inland Water Transport Pilot Project EnvironmentalAsscssment- September 2001

| land Utilization order of 1967. 6 Possible landfill to create new paddy areas from shallow lake areas. 7 Filling of CRZ areas is not allowed as per the CRZ requirements. 8 It is expected that there would a number of willing buyers for the dredged material for filling mixed crop areas, and also as a fill material for all adjoining land areas including padashekrams. The dredge material can be used to protect the Padashekarains by strengthening the bunds (Consultation al Vellinad Panchayat) on both sides of the Canal. The dredge material will not allow the farmers to raise the level substantially as the quantity that will be available close to the padashekrams will be negligibly smallfor that purpose. Acceptable Option: This option was later explored in detail and found to the best 3 method of disposal acceptable to the local people as well as the project authorities. 9 The contractor could refer to the website http :'/www.epa.gov/owow/oceans!fra-nework/index.lhtml this is about evaluation of environmental effects of dredge Material Management Alternatives. A technical Frame Work EPA US Army Corps of Engineers, July 15,1997 10 An additional clause in the Technical Specifications: The Contractor shall allow for sampling and testing of the dredged material at regular intervals to ensure that the sediments removed conform to the quality of those from the test sampling. Any non-conformance should be brought to the attention of the Engineer for consideration of alternative means of disposal. FINDINGS: The presence of Pesticides does not persist in the environment under tropical conditions and no long-term effect on aquatic life or human being that consumes fish, prawns or | clams is expected. The presence of the heavy metal, lead, should not harm aquatic life and human beings, as the concentration is less than 1 mg/l in all samples. The presence of Copper was detected in high I concentrations in all the sampling locations. This may be due to the high runoff from the nearby urban areas. All of the estimated concentrations are below the referenced World Bank standards. Therefore, the impacts from the dredging operations due to heavy metals present in the canal sediments are expected to be minimal. | > The test results indicated that the dredged material is non hazardous The dredged materials are suitable for filling of land it can be anticipated that there would be a number of potential buyers for the material. In such cases it can be profitably sold after I confirming that the proposed end users action in using the material will not create any undesired result upon the environment.

6.6.2 THE ACCEPTED DREDGE DISPOSAL PLAN

The detailed dredge disposal plan prepared for the project is enclosed as Appendix 6.3. The disposal plan contains the monitoring of dredging activities and, special mitigation measures I associated with dredge disposal are also explained. The project has explored the possibility of disposal in the land bordering the Canals and obtained written pennission from some of the people. The entire cross section of people with whom the project team consulted was willing to receive the material to raise their land. These are attached to the Appendix 6.3 as Annexure-l and 2. The plan also provides the details of the consultation carried out in the Kuttanad region. A quantitative analysis is shown in Exhibit 6.2.

LBtt:Sheladia/CES;tC 0.76 I | CKeralaState Inland Water TransportPilot Project EnvironmentalAssessment - September2001

The quantity of dredged material along the three different Canals are

* KV Canal {22500X3.67m}= 82575 Cub.m. I * AC Canal t8000X3.67}= 29360 Cub.m * AK Canal 412000X3.671= 44040 Cub.ni

EXHIBIT 6.2 IWT DREDGE MATERIAL QUANTITY ANALYSIS

SL| DETAILS OF DREDGING APPROXIMATE REMARKS NO QUANTITY 1 Total Dredging length for KV canal 26,000 m Maximum dredging 2 Dredging length for Alappuzha- 8,000 m Least dredge volume Changanaserry Canal 3 Dredging length for Alappuzha- 12,000 m Medium dredge Kottayam Canal volume 4 Total Dredging lengthl 46,000 m Actial dredge length is I onlv 46 km 5 Total dredge volume 1 150,000 Cub.m 6 Dredge volume per kilometre 3,260 Cuh.m | 7 Dredge volume per metre 3.26 Cub.m

The strengthening of bunds on both sides has been an important improvement activity for IWT I pilot project. With this consideration and the dredge material being non-hazardous, it can be deposited on the interior side of the bunds. This will require disposal of 1,630 cub.m per km on either side. I In the case of AC Canal and AK Canal the dredging is for a small length. In this case, there are three types of areas available for disposal.

CASE -1 Dredging near urban area at Alappuzha and Changanaserry In this urban area, adjacent to the towns there are vast areas of agricultural land mainly Coconut gardens. The gardens arc suitable and can be depositcd.

CASE-2 Dredging near Padashekarams The disposal of dredge material to strengthen the bunds surrounding the padashekarams will spread the slurry I material to vast areas through out the paddy cultivating area. Tlhis requires written permission from the landowners. The sand will remain and the water mixed clay (slurry) will spread rapidly away from the area of deposition. I Secondary impacts in this case would be positive in two respects (i) The effects of flooding will be less (ii) The land will become more fertile leading to an increase in production

CASE-3 In the case of Kottayam-Vaikom canal, almost entire dredging operations are near the Coconut garden/plantation areas of the houses on both sides of the waterways. Unlike Padashekarrams, all theses garden areas are located above mean seal level. The disposal of the dredged material to the gardens is a relatively simple task as there would not be any transportation. The dredger will directly pump the slurry. The impact would be a temporary adverse effect of a spoilt land.

Lf3ll/SheladiawC'ES,I I,'C 68 l U CKeralaState Inland WaterTransport Pilot Project EnvironmentalAssessment-September 2001

The nature of impact depended upon the presence of heavy metals and pesticides, which could be leached into the groundwater if dredged materials were to be deposited on land. This will be applicable to the Kottayam -Vaikom canal. This would be of particular concem if any dredged material were used as the base for dwellings using shallow wells under the deposited materials for drinking water. These contaminants could also be re-suspended by the dredging operation and enter into the food chain through fish and as a part of the diet of local people this could affect their health.

None of these impacts are anticipated as the test results does not revealed any undesirable I substances in the sediments that will make serious health hazardous of any kind. Further the test results where also evaluated based on the Hazardous Waste Management Rules 2000 of MOEF also. I The project has included cost provision to protect drinking water sources in the area. As per this facility the contractor will have to construct a ridge of suitably dimension radially around the well * at a suitable radial distance.

6.6.3 Dredge Disposal Special Mitigation Measures

As a special mitigation measure all dredge monitoring activities shall be a coordinated effort of the engineering and environrnental team with regard to dredging, dredge disposal and associated public consultation. The monitoring aspects are as discussed below. 1 All excavation/dredging activities and discharges to the waterways from the disposal areas will I be monitored to ensure compliance with project and national environmental criteria 2 As appropriate Environmental and Social Management Cell (ESMC) of PIU will carry out public consultations during construction period with local people, local NGOS and local bodies in order to avoid impacts and also to mitigate and minimise the impacts if any occurred. 3 The project has carried out adequate consultations and had recently publicised all project plans (EIA and EMP documents) in pre-identified locations. These documents will also be exhibited in the PIC of World Bank office at Washington and New Delhi. 4 At the dredge disposal sites the dewatering periods are as follows . During the first 48-96 hours after cessation of illput of hydraulically dredged material a* During initial consolidation of the disposed material, estimated to require 9-12 months Further consolidation of disposed material, estimated to require 24 to 36 molntlhs 5 Dredging shall not be carried out at more than onielocation at the samietime in a Canal to avoid large-scale tLrbidity and also to avoid large-scale distLrbance to aquatic environment. The slow process will generate lesser turbidity at a given time period. 6 The transport of dredged materials via cutter section dredge lines has the potential to impact large areas if spillage or leakage occurs. The accidental discharge will drastically increase suspended solids near the leaking section. As the spillage could impact water bodies etc | remedial measures will have to be taken by the Contractor. A part from the monitoring activities provided above all associated impacts and issues and the necessary mitigation measures relating to dredging is shown in the Exhibit 6.3. The Exhibit * provides,

I I. I ~~~~~BIl/Shduldi.C'ES'ICT tO l | KeralaState Inland Water Transport Pilot Project EnvironmentalAssessment -September 2001

* EXHIBIT 6.3 DREDGE DISPOSAL SPECIAL MITIGATION MEASURES SL DREDGING- ENVIRONMENTAL MITIGATION MEASURES NO IMPACTS AND ISSUES Dredging Equipments and machineries: Use of any other equipment or methods will only I All dredging equipment must conformnto the be permitted after review and approval of * .t.a. Environmental and Social Management Cell in_ mternationalstandlards ...... (ESMC) and an approval of the Contract. Along KV canal and landward side of the two During constructio,. it is anticipated that other canals noise effect need to mitigate and or " ~~~~~During construction, ts ncpaetht...... _ _ ~~~~~~Therewilllbe increased .-...... noise due to dredging mantruseiiieteefc the effect throughhouhteueofiin the use of efficient andtherewl eased novisgeqduimentodredgi' mufflers for diesel engines of excavators and and other earth moving eqluipment. Thtsis dred projected to generate 60-9OdB of noise the dredging equipment. More over the dredging shall will be most pronouncd inot be carried out at night between 7pm and 7am 2 impact of which wllOperaing machinery must be able to operate with rural areas, with little motor vehicle traffic. The KV canal and the upstream portion of a noise appropnate to the neighbourhood at AK and AC canals are relatively densel distances greater than 200 m from the dredge or populated rural, areas booster pumps. All equipmenlts should be fitted populated rural areas with noise suppression to meet applicable national standards. * Dredge disposal sites. If the padashekara samithy requested the confined 3 If the padashekarasamithis have any specific disposal Facility will have to be provided at the requests with regard to the dredge disposal, padashekatams. Refer: EMP Appendix-04 the Contractor is bound to address the issues Environmental designs to the satisfaction of all concerned. The confined disposal specially developed for the * purposeshall be used. This is verycost effectiveas 4 Dredge disposal at Coconut plantations (If no the embankments, ridges and the ditches between house is located in the plantation area) the coconut trees in the plantation area will be profitably used for the purpose. Refer EMP Appendix-04 Environmental designs Normally in coconut gardens the embankments Dredge disposal at Coconut gardens (If one ridges and ditches are not available. In this case U 5 or more houses are located in the plantation also Confined Disposal Facility (CDF) basins of area) smaller dimensions can be employed. Refer EMP Appendix-04 Environmental designs I Although disposal sites are identified and specific consultations carried out for necessary approval from general public all Further Confined Disposal Facility (CDF) can * 6 necessary environmental mitigation, impact also be adopted in needy cases if necessary. Refer minimisation and adequate safety measures EMP Appendix-04 Environmental-designs at the disposal sites and also to the local * ~~~~~~people. I Drainageoplfrom disposalareSince the material is non hazardous only turbidity 7Drainage from disposal area need to be contained through confined disposal. During dredging and excavation machinery 8 During dredging and excavation placement and maneuvering must be conducted in I a safe and prudent manner and must not necessarily obstruct normal waterway traffic. Based on a determination by ESMC that a local 9mnrl p lcitizenscomplaint or grievance with respect to the project activityis justified,the Contractorwill be l I requiredto financiallycompcnsate the localdistrict

LBlt/SheladiaCElS.ItCI 6 10 l | Kerala StateInland WaterTransport Pilot Project EnvironmentalAssessment - September2001

or citizens for damaged crops, assets or other losses. 1. The spillage should be immediately notified to the ESMC in writhing as a small report describing _Spillageand otheraccidents the spillage and its seriousness and If possible SDuring dredging and excavation, there is iimmediate remedial measures to be followed. 2. |D9 potential for spillage during vessel refuelling The dredging and excavation contractors will be I pential. foraspil inessel , required to maintain suitable equipment, booms and other cleanup supplies to respond to spills or leaks associated with loss of petroleum, I . hydrocarbons from their equipment. 6.7 FLORA, FAUNA AND ECOSYSTEMS

6.7.1 Terrestrial Ecology

Impact On Mangrove Ecosystem: There would not be any negative impact on the mangrove ecosystem, which is about 5 km from the nearest section of the pilot waterways at Chipungal. The positive impact involves the attraction of more tourists for the eco-tourism projects like Pathiramanal and Kumarakom. There would not be any negative impact on the bird sanctuary except some additional tourists due to increased traffic generated by the waterways. The presence of water hyacinth along the waterways will not permit smooth operation of waterways. From the navigational point of view, the objective is to clear the waterways, eliminate fouling of propellers I with water hyacinth, and ensure unobstructed passage of boats. Mitigation: Regular removal of water hyacinth by any suitable method. Chemical methods shall not be adopted, as it will further deteriorate the water quality in the area. Manual methods are therefore included in the project costs. . The African experiment for biological control of water hyacinth could be experimented with. The operation was first successfully carried out in Papua New Guinea. These details of the experiment are attached in the Appendix- 5.2.

. Alternatively another international organisation 'Clean flow- International' may be called for remedial measures. This could be little more expensive but could be a practical approach to sort out the issues in the region. The details can be obtained from their Web site: www.clean-flo.com and the e-mail - cleanflo(L1usinternet.com. A proposal received U recently has been evaluated and found worth for taking up in the project. The practical aspects of the applicability of the clean flow principles in the Kuttanad canals are to be confirmed. This is mainly due to the non-stagnant nature of the Canal water. The I . flowing water in the Canals and the discharge of the canal water to the Vembanad Lake may create problem for the implementation of the work. The EMU of PIU/Irrigation Department should obtain community and Government approvals before any such experiments are conducted. Extensive enquiries by the Consultants conclude that there are no safe biological control alternatives in India, at this time and mechanical or hand 3 removal is recommended. A separate water hyacinth management plan has been prepared and provided as Appendix 5.2.

The Irrigation Department can contact Entomology Department of CSIRO- Australia (Di Mic Julian is the scientist associatedwith the I technology).

3LB1lfShcladia/CES/,ICT 6.11 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

6.7.2 Aquatic Ecology Impact on aquatic ecology: The increased traffic will not create any adverse impact on the aquatic environment except the human defecation from the boats and also small-scale oil spills. * 1 As there would not be any major fishing operation possible in the pilot waterways this will in fact benefit the aquatic environrnent. 2 There will be large-scale removal of water hyacinth from the aquatic environment. The oil spill will be in traces when compared withl the size of the Vembanad Lake and also when compared with thzeCochin refinery terminal. * Mitigation: 1) Suitable measures in the boat design for effective disposal of various human wastes to safe terminal disposal system provided at terminals (Changanasserry and Kottayam). The cost for this has been estimated and included as environmental costs. The Kottayam and Vaikom terminals are part of the National waterways. 2) The large-scale removal of water hyacinth in itself will not create any impact to the aquatic environment, as it is a weed [Refer Appendix 5.2]. This will in fact reduce the mosquito menace prevalent in the area. The removal of water hyacinth is a public issue in tile Kuttanad regionl anid this could be one of the miost popular elempienitsof the project. The Irrigation Department should prepare a contingency spill cleanup plan in case large-scale accidental spills are reported. The suitable professionals or specialists shall be engaged for making such plans, as it requires specialised inputs. I 6.8 AIR QUALITY Impact: The data at Kottayam urban area indicate that Nitrogen Oxide concentration exceeds the standard prescribed for residential areas. Particulate levels are also high. However Kottayam urban area is not representative of the waterways. Passing motorized craft will emit some pollutants. However, the number of additional craft resulting from the improvements to the I waterways is unlikely to a have a noticeable impact on air quality in their vicinity. The consumption of fuel is much less in the case of waterways compared to the road traffic. Road Traffic could be reduced less and it could therefore create a significant improvement in air quality in the area. Mitigation: As the watervays are along the very rural areas no mitigation action would be required

6.9 NOISE

Impact: Passing motorized craft will cause some noise. Outboard motors tend to make more noise. HoweVer, at the restricted speeds at which boats will be required to operate in the waterways (to avoid damage to the canal walls), the noise they generatc would not be great and may be regarded by some riparian residents as not unpleasant. Mitigation: As the waterways arc located in the real rural area. No mitigation actions are required.

6.10 GENERAL HUMAN ENVIRONMENT

The larger dimension of the Social impact mitigation measures are exclusively discussed in the I Social Impact Management Plan (SIMP) prepared for the Inland water transport pilot Project in November 2000 for the Irrigation Department. The environmental related abstracts are discussed below.

_LBlI.Sheladia/CES,'ICT 6.12 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September2001

6.10.1 Social lmpacts: Land Acquisition and Resettlement Action Plan (RAP) No rehabilitation measures or resettlement will be triggered due to the proposed improvement measures. Since there will not be widening of the canals, there will not be land acquisition and hence no Project Affected People (PAP) due to the improvements of the project canals (Refer Social Impact Management Plan SIMP). The impacts on vulnerable groups are dealt with in the Social Impact studies. There would be a general improvement on all livelihoods. This is also dealt with in the Social impact management report. Impact to Bathing ghats This is locally known as Kuli kadavu. However as the bank protection measures are an integral part of the project many bathing ghtas will be affected. All the men, woman and children take baths at these locations openly as very little traffic exists at this stage. The proposed waterways improvements could be very inconvenient for them especially for Woman in using these ghats. The bathing ghats are well built in many cases, where as these are crude in the case of many, depending up on the wealth of the people. Impact Mitigation. In the case of the project-affected ghats, they will be rebuilt. 'Ihis will be necessary as they are very much part of the local life. Replacement cost will be a social cost and is discussed in the Social Impact Management Plan (SIMP). There is an estimated need of 1000 structures to create sufficient privacy for woman bathing in the waters. The project proposes to construct 75 such structures (bathing enclosures), 25 on each pilot project Canal at a total cost of Rs 1.3 Million. Users above the poverty line will be required to share the actual cost. The provision of suitable structures should mitigate any invasion of privacy. The cost of this structure is included in the Social cost. 6.10.2 Population Impacts: The availability of labour force in this area is a concern like many other parts of the State. Agriculture being the main activity also faces a labour shortage. The agricultural labour is brought to the padashekarams through waterways. Contractor may not get sufficient labour force in and around the Canals. If the Contractor wanted to bring labour force from outside, necessary arrangement will have to be made by the contractor to set up an environmental friendly construction camp as described in the Environmental Management Plan. The exact location of the construction camps should be preferably planned outside the Kuttanad area for a good control on the management of the construction camps as described in the Environmental Management Action Plan. Social Impact Mitigation: The Kuttanad region as whole will be able to provide sufficient labour force. The Contractor can make use of the agricultural labour force as well, during certain periods of the Year. The Contractor will have to use waterways to transport the labour force exactly as in the case of the Padashekarams for the cultivation of rice from different parts of the Kuttanad area. The gap in the required labour force can be compensated from the non-Kuttanad areas as well as the Tamil speaking labour force from the neighbouring State.

6.10.3 Socio Economic Conditions Impact: There will be a significant positive impact on the socio economic conditions of the project-affected people of the area. This will be in the forrm of better accessibility to health care centres, schools, urban centres and Padashekarams as there would be an improved frequency of Passenger boats along the waterways. As a result of the implementation of various social and environmental recommendations of the pilot project there would be an increased awarcness among the people. There will be a significant positive impact on the agrictltLural activities of the

LBtII/She1adia/CES/ICT 6.13 | KeralaState InlandWater Transport Pilot Project EnvironmentalAssessment- September 2001

area. Mitigation: Other than the positive impacts, no negative impacts are identified and hence no rmitigationactions are warranted.

6.10.4 Land Use Impact: There will not be any land acquisition/resettlement problems associated with this project. Weeds The water hyacinth should be cleared from the surface of the project canals for greater efficiency in the use of waterways. There would be a major drive for the clearing of canals to I improve their use as waterways. The definite pattern in the distribution of water hyacinth is more or less difficult to establish. Although Annex C of Kuttanad Water Balances report found out certain seasonal patterns throughout the year except the Chipunkal area none of these locations are falling exactly along the Project waterways. The concentration of weeds in the Open kayal area is not a serious problem for vessels compared to the tightly packed weeds situation in the canals. I Mitigation: The control and removal of water hyacinth is an integral part of the Project. The process of the control removal and disposal and the costing is separately described in the Water hyacinth disposal Plan Appendix 5.2. The cost is included as an engineenng cost for the simple I reason that without which the waterways project will not succeed. In addition to the larger investment of Rs 45 Lakhs in the beginning there would be provision for regular removal of at least once on six months during the operational period.

The removal and disposal of the weed is separately dealt with in the Water hyacinth disposal Plan. Other than the weed control for the effective utilization for waterways purposes no other major I mitigation efforts are warranted. 6.10.5 Agriculture Impact: Benefits to the Kuttanad agriculture activities is a significant positive impact expected out of the project. These positive impacts are for

Improved transportation of rice coconut, banana etc, A weed free transportation of labour force and Timely attention for different agricultural and related activities and Maintenance works in the Padashekarams. I . The securing of the canal banks will have a major positive impact in reducing unwarranted flooding and improving production potential. Mitigation: Other than the removal of water hyacinth no other mitigation actions are warranted.

6.10.6 Industry | Impact: There would not be any significant negative impact to the industrial establishments due to project. All industrial units will receive a positive boost due to the opening of these waterways for a better and safe Hyacinth free transport. All industries like Rubber processing, Cement industries, Shell meat processing and Coir industries will benefit positively from the waterways improvements. The transportation of raw material and the final products of the industries can be transported at very law cost.

* Impact Mitigation: No mitigation actions are warranited. However all industrial units existing in the area should be identified. These units should be involved in all pollution prevention and

I 13tIIShcladia'CES/IC r )A4 l | CKeralaState Inland Water Transport Pilot Project Environmental Assessment -September2001

environmental improvement activities. The Environmental officer of EMU should organize this activity. 6.10.7 Fisheries * There would be a negative impact on fishing activities especially if any vessels move in the nighttime along the canals. 'Ihis includes fishing for domestic needs. The small scale fishing in these areas takes place in the nighttime, mostly from 19.00 hrs to 07.00 hrs next day. During this period fishing may not be allowed in the navigation channels.

Mitigation The fishing activities along the canals are a minor issue and need no specific mitigation measures. 6.10.8 Tourism Impact: There would be a positive boost to the tourism sector by the improved operation of the pilot waterways. This will also set an example to the sustainable revival and development of the Inland Waterways Sector in Kerala. The combined impact of the different environmental I components and the tourism project of the region will improve the local environmental awareness as this project involves many components, which are new to the society. The environmental budgetary provision in a development project will definitely give a boost to the local interests to I stop polluting the precious water resources of the region. There are a number of environmental enhancement measures built into the project. This aspect is separately discussed in Chapter 9 Environmental enhancements. The development of the AK, AC and KV canals as proposed in the pilot project, will connect to the National Waterway (NW III). This will help the tourism industry mainly due to the direct link to the Kochi. In fact, linkage of Kottayam, Alappuzha and Changanaserry will positively help the tourists to enjoy the backwater tourism and the Kuttanadan rural set-up.

Tourism Linkages The Alappuzha town is connected by National Highway number 47. I Kottayam and Changanaserry are located in the State Highway -1 (SH-1). All these three towns are also connected by Rail.

Mitigation: None required.

6.10.9 Public Services Impact: There would be a positive Impact on Public services due to greatly improved navigation potential and increased transportation facilities in a Water Hyacinth free environment. Mitigation: None warranted

6.10.10 Education Impact: There would be a positive impact on education due to the improved transportation facilities. There will be an improved access to urban centres where many educational institutions are available. Mitigation: None Warranted 6.10.11 Health Impact: The general water environment is poor due to a high level of faccal coli. The construction and operation of the pilot project will not result in any significant chanige other thani a small increase in the throwing of human defecation directly into the water body. However

LBItIShelmtin/( ES/tCT 6, 15 Kerala StateInland WaterTransport Pilot Project Environ menta Assessrment- September 200 1

clearing of water hyacinth for an effective navigation will reduce the mosquito breeding in the area considerably. This will bring a positive impact to the general environment.

* Noise Levels. Assessments also suggest that projected ambient noise levels with tlle proposed waterways improvements would be slightly higher as the number of new boat services would increase more noise levels. The measured ambient levels are provided in the Baseline Chapter.

* Contamination of Local Water Supplies. Due consideration has been given to the possibility of temporary labour camps and the water supply and wastewater disposal associated with them during the construction period to ensure that the potential for adverse impacts are avoided. Appropriate provisions have been incorporated in all project documents including Environmental Management Plans and also in the BOQ Bill No 1l.

. Pollution During Transportation Of Building Materials. All building material should be covered while transportation to avoid spillage of material, leading to dust pollution due to exposure to wind.

. Concrete mixing plants. The concrete mix plants should be carefully located to avoid any disturbance to the local population. All materials should be collected, transported and used in an environmental friendly manner.

. Sanitation And Solid Waste Generation And Disposal In The Workers Camps. The construction camps should be properly located to avoid Social nuisance to the local community. Mitigation: There will be provision for clearing of water hyacinth for effective navigation. This I is included in the engineering cost. The human waste from vessels operating in the area will be suitably disposed of in a sewerage system away from water bodies. The costs of the development of the septic tanks (sewerage system to accept and dispose of the on-board collected Human a excreta) have been incorporated in the Social Impact mitigation cost. In terninals Kottayam and Changanasserry as there are no existing systems available. The septic tanks of 120 cum will be required at each terminal based on the present passenger traffic. This will be sufficient to meet the 3 rcquirement for the next five years. An estimated budget of Rs 15 Lakhs would be required per terminal with a total of 30 lakhs for two terminals.

6.10.12Archaeological and Cultural sites Impact: There would not be any widening of the existing canals. However any construction activity during the construction or operational phase such as dredging and the disposal of dredged 1 material could uncover somc hidden features. Mitigation: This is already part of all contract documents according to the FIDIC or any similar conditions of the Contract to notify the Archaeological Survey of India immediately upon any encounter-during the construction.

6.11 INLAND WATER TRANSPORT IN THE PROJECT AREA

Impact: During the construction phase no serious impacts are anticipated. During the operational phase an anticipated increase in the traffic and possible speed of the vessels could affect the I interests of the people living on both sides and also on their agricultural lands. The operation of high-speed boats would produce waves which will damage the banks and hence their property and safety. Mitigation: There would be an improved boundary in the form of geo textiles etc., included in the project design. This aspect is already accommodated in the design and the cost included as

LBI I/Sheladia'UFS/ICT 6.16 l Kerala StateInland Water TransportPilot Project EnvironmentalAssessment- September 2001 engineering cost. Unlike other development projects the nature of this project certainly necessitates the development of the side bunds of agricultural areas. Speed restrictions in critical areas are a part of the design program. The Padashekarams are especially dangerous at the time of standing crops. This is mainly because of the vast areas involved in each block (Padashekarams) any possible break in the boundary will destroy substantial crops worth many lakhs of rupees. In the narrow sections there would be speed restrictions with proper signing etc. In fact the project concentrates on improving the condition of the banks and this will have a major positive impact.

6.12 EXISTING INFRASTRUCTURE FACILITIES

6.12.1 Kottayam -Vaikom (KV) Feeder Canal Operational Impact: The sidewalls are an important structure for the farmers to protect their land from being flooded and eroded. The speedboats would generate waves that will damage their walls and erode the soil. Any future construction should foresee all kinds of boating activity including the heavy use of speedboats. Mitigation: Wherever necessary, bunds will be strengthened. The sidewalls are designed to protect the land by the application of geo textiles and speed will be controlled. This aspect is already accommodated in the design and the cost included as engineering cost. The bridges will be reconstructed. The geo-textiles will prevent water entering into the bund and eroding the walls.

6.12.2 Alappuzha -Changanaserry (AC) Feeder Canal Impact: There should be some provision for gateways in Kole lands. The sensitive agricultural areas, fields, which are below sea level, need to be protected with great care. There would not be any impact on duck farming, as there are sufficient water bodies in the area. Houseboats are a common sight in this area. Tourism will benefit considerably due to the revival of effective navigational waterways. As a part of rehabilitation, nine new jetties will be built both for commercial as well as travel purposes. The modernization of 22 old jetties to fit into the objective of the present project and also the construction of new jetties will be part of the project. At present no private ferry services are allowed. This is against the principles of efficient waterways. The sidewalls are an important structure to the farmers to protect their land from being inundated. Such eroded portions are seen in many sections.

Mitigation: Private ferry services should be allowed freely on merit and on a license basis. There would be gates to the Kole Lands. For the protection of sidewalls geo textiles will be used in the construction. This aspect is already accommodated in the design and the cost included as engineering cost. There would be speed restrictions in the critical areas. Private ferry services should also be allowed. Tourism should be promoted with economical tariffs for houseboats, speedboats, country boats etc. During construction period, speedboat drivers would not be allowed to go so fast as to produce big waves that will damage the walls and erode the soil. During operational stage there would be appropriate speed controls. Any future construction should foresee all kinds of boating activity including the use of speedboats. The sidewalls should be maintained to protect the land of people on the banks.

6.12.3 Alappuzha -Kottayam (AK) Feeder Canal

Most of the specific impacts mentioned apply to this canal also. Impact on Sidewalls: refer para 6.9.2

ILtIi/Shchadia/CES/tCT Cs.i1 KeralaState Inlanid Water Transport Pilot Project Environmental Assessmentt- Septeiember2001

Mitigation: There would be gates to the Kole Lands. For the protection of sidewalls geo textiles will be used. This aspect is already accommodated in the design and the cost included as engineering cost. There would be speed restrictions in the critical areas. Private ferry services should also be allowed.

6.13 EXISTING NAVIGATIONALAIDS AND COMMUNICATIONFACILITIES

Impacts: There would a number of navigational aids and navigational instructions as described in the section 2.5.4, Chapter 2.

Mitigation: No additional requirements of navigational aides would be anticipated but there will be an ongoing responsibility to update instructions to users.

6.14 PRESENT TRAFFIC

Impacts: Changes associated with increased traffic volume and character may warrant attention, as may indirect impacts, including the potential increase in the agricultural, industrial, manufacturing, and tourism sectors.

Mitigation:No mitigationmeasures are required as this is a positive objective of the project

6.15 PRESENT PASSENGERTRAFFIC

Impact: There would be an increase in the passenger traffic due to improved and effective hyacinth free navigationalchannels. There would also be an increase in the tourist's usage.

Mitigation:No mitigation actions are required.

6.16 CARGO TRAFFIC

Impact: Thcrc would be increased cargo traffic due to improved and effective hyacinth free navigational channels. Cargo would be mainly the agricultural product from the Kuttanad.

Mitigation:No mitigation action is required.

6.17 NATIONAL WATERWAYS

Impact: There would be a complimentary effect. Tlhe Pilot waterways will benefit the traffic along the National waterways and vice versa.

Mitigation: No mitigationactions are warranted

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Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

7 ANALYSIS OF ALTERNATIVES

7.1 WATERWAYS PRIORITISATION

| Kerala has immense potential for development of Waterways sector. In fact, well-developed waterways were in existence since time immemorial when there were trades with Arabian Countries, China etc. The developments of well-developed roads were the prime reason for its I disuse. It is believed that the revival of waterways sector will boost the tourism sector in addition to the over all development. As a more economical and environmental friendly mode of transport the State waterways is to be developed as an integral part of the States Transport network with * private sector and Community participation. However the revival will remain as a hope unless a pilot project is taken up for study and implementation. A master plan for the revival of waterways sector will be later developed for the current scenario in Kerala based on the pilot project. I 7.2 ROUTES OR ALIGNMENT ALTERNATIVES The three waterways were actually recomrnmendedby the Irrigation Department of Kerala. Linkage to towns and industrial centres and current boat operations versus jetty locations is the 3 prime criteria used in the selection of the existing alignment. Besides the following criteria's were also considered for the selection of three waterways.

| i) Their traffic potential ii) Present hardship faced by fanners and poor agricultural workers due to lack of adequate roads and waterways I iii) Expected impacts on poverty alleviation iv) Inter modal linking of terminals v) Continuity with the National Waterway being developed from Kottapuram to I Kollam and vi) Potential to attract international tourists to the heart land of

| With the improvements proposed under the pilot project, the feeder canals are expected to take on a greater role in collection and distribution of bulk cargoes in the Project Influence Area. After completion of the proposed canal improvements larger vessels will have access to the main 2 urban centres of the State. The selected canals are also located in an area of maximum navigable canal network. 3 KV Canal Some realignment of the Kottayam to Vaikom waterway was under consideration to reduce the curvature on bends but was later dropped as not feasible with the expected economic return of the project.

AC Canal: It was only for this canal, a small alternative was considered by the Consultant. There was a northern and southern route near C Block (refer Exhibit 2.1 Chapter 2). Northern | route has been recommended by the Consultant for survey and rehabilitation due to better revenue prospects in the transportation of paddy, hay, manure and coconuts and allied products, construction materials, lime shell etc. and serving the labour movements. The length of this

3 LII/Sheladia/CES/ICT 7.1 l Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

route is 28 km. At present the A-C Canal is the only waterway of the proposed three routes 3 where the entire stretch is navigable. 7.3 NO ACTION ALTERNATIVE I Currently the Alappuzha-Changanaserry Waterway (AC Canal) is fully navigable and operational where as the Alappuzha to Kottayam Waterway is operational only up to Kanjiram except during high water when the section between Kodimatha and Kanjiram can be used. In both Waterways, there are a mixture of waterbuses and motorized and unmotorized boats, I largely country boats. These are the only means of access to some commnunitiesand many fields along their length. These are two waterways of a network of navigable waterways in the region, all in current use. They are threatened by blockage by water hyacinths and some of them by I silting in the long term. A low bridge currently blocks the Vaikom to Kottayam waterway to all but small boats. Country boats use navigable sections and some sand mining has been noted. The no action alternative would allow the waterways to continue to deteriorate until some of * them become impassible. In addition to this, the water quality of these waterways will further deteriorate due to lack of State administrative attention and lack of awareness among the public. As a result, these waterways may become an environmental threat to the region. The paddy areas would be constantly, under threat of inundation and would eventually may even be flooded entirely resulting in the loss of large areas of food production. 3 7.4 ACTION ALTERNATIVE Traffic on existing roads has increased to saturation levels with high rates of pollution, congestion and accidents. Even the projected improvement of roads may not reduce the congestion levels significantly. Studies show that the current imbalance in modal share can be corrected to some extent, by rehabilitating the inland water transport system in conjunction with the private sector. This will also provide more economical and environmentally friendly competition for road transport. The inland water transport system can share a large volume of traffic in the coastal belt. In addition, it can support the efforts to promote international tourism based on the rich backwater resources of the State.

An action alternative is the consideration of various design alternatives to decide the most cost effective best design that would have the least negative environmental consequences and maximum benefits after considering the various aspects of the project if implemented.

There are more than 175 feeder canals and link canals with a total navigable length of 1160 km. - The most dense artificial canal network of Kerala is in the Alappuzha-Kottayam districts. Therefore, the selected area for feeder canal improvement appears to be the most suitable for the | IWT Pilot project. 7.4.1 Other Design Action Alternatives | Three design alternatives (Exhibit 7.1) were considered: Minimum of 15 m channel width and a minimum 1.8 m depth Minimum of 17.5 m channel width and a minimum 2.2 m depth Minimum of 20 m channel width and a minimum 2.5 m depth

LBII/Sheladia/CESlICT 7.2 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

7.4.2 ANALYSIS OF VARIOUS ALTERNATIVES The larger the cross-sections of the channels, the greater will be the amount of land to be taken and the volume of material to be dredged. Thus the impact to the environment will also be I higher. Knowing the natural rehabilitation dimensions and considering the fact that navigation traffic requirements may warrant a greater improvement, the sensitivity of such enlargements, with respect to work volume, cost and social aspects was evaluated. The dimension options were based on the social impacts and costs. A "midway channel" is provided to establish the curve of sensitivity.

EXHIBIT 7.1 CHANNEL DIMENSION OPTIONS l CHANNEL WIDTH NAVIGATION CHART DEPTH (M) DEPTH (M) (M-msl) I Option 1 15.00 1.80 1.60 Option 1I 17.50 2.20 2.00 Option 1I1 20.00 2.50 2.30 Exhibit 7.2 shows the volumes of material to be dredged and the number of households that will I be affected for each design altemative. EXHIBIT 7.2 VOLUMES OF MATERIALS TO BE DREDGED FOR THE SELECTED DESIGN ALTERNATIVES

DREDGING VOLUMES (M3) I WATERWAY 15m Width/ 17.5 m width/2.2 20 m width/ l______1.8 m Depth 2.2 m Depth 2.5 m Depth Alappuzha - Kottayam 4996 83,834 210,781 Alappuzha- Changanaserry 6110 36,762 79,854 Vaikom - Kottayam 9435 34,247 80,703 Total 24,649 185,811 445,606 Number of Households Affected 0 0 200

The other engineering aspect, strongly affecting the choice of channel dimensions and design vessel, is the bank protection. It is considered that proportions similar to the dredging volumes are applicable. The other aspect of the work like jetties and bridges are less sensitive to the channel size.

7.5 FINAL SELECTION OF ALIGNMENT ALTERNATIVE

For the 17.5 m width alternative, the option just fits into the required width and the narrow sections will remain as narrow sections with no households affected. The relative merits of the various cross section altematives are shown in Exhibit 7.3. The option II has been taken to the

3L[BtI/Sheladia/CES/ACT 7.3 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

final design and is adequate to provide the necessary level of service. It will not result in any major negative environmental or social impacts following suitable mitigation measures.

EXHIBIT 7.3 RELATIVE MERITS OF VARIOUS CROSS SECTION ALTERNATIVES I CRITERIA OPTION MERITS OF THE OPTIONS Minimum dredging and Option -I Benefits minimum for the given investment. minimum disturbance to the This is not attractive to the private sector canal embankments participation. Optimum utilization of the Option II Maximization of benefits without any land canal with no land acquisition takes with adequate protective measures to embankments. This could attract reasonable investments from the Private sector Widening for maximum Option III High level of environmental and social benefits with considerable land impacts and maximum dredging take

The volumes of dredge materials are obviously minimized by reducing the navigable depth further minimizing depths does not provide the required level of service. Based on the current demand of the waterways, option II is preferred with no widening in narrow sections - In terms of the economic rate of return - In terms of least environrmentaland social negative impacts - In terms of benefits - Little social impacts and no land acquisition

The option number I, would not provide the required level of service.

More over the success of the Pilot project will have to accommodate maximum benefit to attract reasonable investments from the Private sector. The Private sector participants will not venture into the option I unless and until its success is established hence Option -I can be rejected. Alternatives for Repair of the sidewalls: The repair of the sides of waterways will improve the protection of agricultural land from flooding. Dredge spoils are found suitable after the laboratory testing could provide fill for the improvement of the polders walls. This is one of the I most important engineering works to be carried out as described -in the Chapter 2 Project description, section 2.5.3 and exhibit 2.6. Traditional designs have been updated to strengthen I banks and improve resistance to wave erosion. Realignment alternative considered: Some realignment of the Kottayam to Vaikom waterway was under consideration to reduce the curvature on bends but was later dropped as not feasible with the expected economic return of the project. l

LB l llSheladia/CESllCT 7.4 | Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

8 CONSULTATIONS

8.1 PROCEDURES FOLLOWED The general procedure followed for public participation was to have state level meetings involving experts, NGOs and State and Central Government officers. There were Project specific consultations in general and also at all areas where the impact is significant. In addition there were individual consultations with various officers at different levels. 8.1.1 Consultations in General Since the inception of the waterways project, consultations at various levels have been carried out on all aspects of the project. The nature of these consultations included official and project levels. The official level consultations included all consultations with government officers who are directly or indirectly related to the project (e.g.: Forest officials). Project level consultations are those that are with the affected persons families, institutions and public in general along the project affected area. These consultations are in addition to those of the engineering team regarding many aspects of the project design (e.g. frequency of flooding especially when adequate data is not available for computations). The environmental and social teams worked together for project level consultations. In the public consultations at towns and villages through which the waterways route passes, there where people from all walks of life, farmers, labourers, teachers, politicians, shopkeepers, encroachers, squatter's etc who participated. In addition, the detailed socio- economic survey to prepare the SIMP was also carried out. This has been submitted as a separate volume. 8.2 OFFICIAL LEVEL CONSULTATIONS The official level consultations started with the project environmental investigations at the beginning of the project. These consultations where considered for the Environmental Screening Study carried out together with Feasibility studies in October 1999. The details of the key participants, venue, subjects discussed and other aspects are tabulated and presented in the Appendix 8.1. 8.3 REGIONAL SCOPING WORKSHOPS The details of Environmental and social scoping workshops are given in the Exhibit 8.1 and Plate 1 and 2 although there were three workshops it was only at Kochi where all concerned parties were formally invited for the waterways project. At this workshop many issues of the waterways were debated at length. The Project Implementation Unit (PIU), Irrigation Department and PCC decided to cover the entire Waterways issues at this scoping workshop. The other two workshops also discussed the waterways issue albeit at a low profile. The information provided to the participants during the workshop include project summary for highways and waterways project. The project has disclosed the initial findings on impacts and environmental issues during presentation. There were photographic displays and displays from press. A comparison of the relative maintenance costs of the railways, highways and the waterways was presented. The operations are taken on cost per km per year in the waterways it is Rs. 1000/- while it is Rs. 5000/- in the two other modes (Refer Appendix 6.1). Certain

LBII/Sheladia/CES/ICT 8.1 Kerala State Inland Water Transport Pilot Project Environmental Assessilment - Septemilber 2001 waterways related facts of the cargo transport in Kerala were presented. It was mentioned that Inland Water Transport

PLATE 8.1 REGIONAL SCOPING SESSION

MERALUSfATEHIGHWAS r 1i IND ER R IiORTPILTi ntE '#RKSDOA JENT GOVRMENTOF i' -4'"IRDRANK FlNMfD) REGIONALSCDNG Wopj( SHO F._~~~~~~VRUPIDSM ATM

PLATE 8-2 SCOPING SESSION PARTICIPANTS

LB]I /Sheladia!CES/ICT 8 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

Carries both passengers and cargo. Industrial raw materials are being transported by Inland Water Transport in the Emrakulam area. Many parts of the Inland Waterways have insufficient infrastructure facilities. Another problem faced by the Inland Water Transport sector in Kerala is insufficient loading and unloading, facilities. Only 75% capacity of the boats and barges is being used. The optimum size capacity of the barge is 500 MT but now only 150 MT vessels operate. The width and depth of Inland Waterways are not sufficient for this purpose. There is a future for Water Transport in Kerala for tounrsm as well as Cargo transport. The roads and railways have already reached a critical point. One problem associated is the passage of power lines and other utilities. There is a proposal for a joint venture high-speed catamaran service through the coastal area from Ernakulam to Thiruvanathapuram with private participation. Valiyathura in Thiruvananthapuram is easily accessible by the Harbor Engineering Department. Optimization of the containerization was also debated. A resident of Kuttanad area explained the reasons for negligence of Inland Water Transport. One of the main reasons is due to the faster mode of Road and Rail Transport. There are some private operators of boats. The general impression is that cargo transport is possible through waterways but it is of questionable profitability. There are many country boats plying in the Kuttanad area, which serves as a means of transport for the local people. The project authorities explained that at present waterways are neglected and there is ample scope if it is properly developed. The minutes of meeting of all three scoping workshops are presented in Appendix 8.2. I ~ ~~~~~~~~EXHIBIT8.1 ENVIRONMENTAL AND SOCIAL SCOPING WORKSHOPS SL SCOPING DATE DISTRICTS COVERED NUMBER OF NO WORKSHOP PEOPLE WHO l______PARTICIPATED I| Thiruvananthapuram ! 8/01/2000 Thiruvanathapurain, Kollam, Alappuzha, 40 1 Thiruvananthapuram 8/0112000 Pathanamthitta *2 1 Kochi 25/01/2000 Ernakulam, Kottayam Thnssur, and Idukki 45 3 Kozhikode 2/02/2000 ,Kozhikode, Kannur,Kasarakode and 30 3 KozhLkode 2/02/2000 Wayanad

The objective of the workshops was to gather inputs and concerns from the public, NGOs, and experts for the scoping of the environmental and social aspects of the project.

8.4 PROJECT SPECIFIC CONSULTATIONS | The details of the project specific consultations are tabulated in Exhibit 8-2 EXHIBIT-8.2 PROJECT SPECIFIC CONSULTATION

WATER DATE OF VENUE OF NUMBER OF WAY CONSULTATION CONSULTATION PANCHAYATH PEOPLE WHtEO REMARKS WAY ~~~~~~~~~~PARTICIPATEDT *A-C Elected representatives Canal 8-3-200 Panchayat Hall Kavalam 16 of local Panchayat participated 1-3-2000 Panchayat Hall Veliyanad 16 Do 2-3-2000 SNDP School Kainakary-onl 28 Do A-K 2-3-2000 SNDP School Kainakary 28 Do Canal 2-3-2000 SNDP School Thiruvarpu I Do KV 9-3-2000 Panchayat Hall Aimanam 15 Do l Canal 9-3-2000 SNDP LP School Arpookara 34 Do

conl The same consultation is included in the AK Canal also

LBII!Sheladia/CES/lcr 8.3 Kerala State Inland Water transportPilot Project EnvironmentalAssessment - September 2001

| On behalf of Irrigation department the PCC Social Impact specialist presented the project summary. The total number of issues raised and type of issues are tabulated and presented. The consultation included the Presentation, a question and answer session and discussions. The participants were provided with a comment form, and later comments were received from many people. | 8.4.1 CONSULTATIONSAT VELIYANADPANCHAYAT The people of the Panchayat in general are below the poverty level, the majority being agricultural laborers. According to the people of this Panchayat, dredging is to be done only after the rainy season, which is during the months of February and March or during September and October. This is because if dredging is done in the rainy season then the silt is deposited in the canal again. Also people need their damaged bunds to be strengthened. They want the banks to be protected using concrete walls. People are in need of the improvement of the existing bridges and also construction of nearly 20-foot bridges, which would better I connect the two Panchayats. Like Thiruvarppu Panchayat, people of this Panchayat also encourage tourism although according to them the tourists take photographs of the women bathing by the banks of the canal. So they are in need of a bathhouse, which means just an I opaque separation from the outsiders (Tourists). During the season they harvest the maximum quantity of grain. But there is no granary to store the large amounts as the people are in need of a go down. People want the existing jetties to be improved and extra steps constructed for I the convenience of the people entering the boats. Exhibit 8.3 shows the tabulated comments and suggestions made during the Consultation. 3 EXHIBIT-8-3 CONSULTAION AT VELIYANAD PANCHAYATH FOR AC CANAL COMMENTS AND SUGGESTIONS I ISSUES TECHNICALLY RANK COMMENTS/CONCERNS RAISED ACCEPTABLE DESIGN l______(Persons) CHANGES | I Damaged bridges should be strengthened. 14 Will be Reconstructed * 2 More passenger and cargo boat services are needed and I I This is the objective of the work existing boats have to be repaired. 3 Encouragement of tourism 5 Incorporatecl | | 4 Existing bridges should be improved. 4 Will be improved if necessary l5 Bathhouses are needed to the people, especially women 4 Built in to the Project 6 Dredging is to be done only after rainy season, that is during 4 This condition incorporated *______lthe months of February & March or September & October. 7i For grain storage Go down is needed. 4 Not within the scope of the Proaect - 8 The existing jetties are to be improved and extra steps are to be 3 Standard design is built in to the constructed for the convenience of the people to enter into the project U ~ ~~~~~boats. } 9 Pure water supply to the people should be provided. 3 Not within the scope of the Pro-ject 10 New tractor roads are needed. 3 Not within the scope of the

______Project I Permanent barrage shutters for agricultural purposes are 2 Flishing of water is necessary needed. to reduce the pollution load and ______- hence cannot be accepted 12 Maintenance work is needed annually. 2 Provision for Maintenance l ______.______included 13 Streetlights are needed near the canals. I Not within the scope of the *______lProject I 14 After dredging the mud should be used only to protect the I This will be considered bunds.

LBII/Shcladia/CES/iCT 8.4 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

8.4.2 CONSULTATION AT AIMANAM PANCHAYAT Sixty percent of the people were below the poverty level. The majority of the people are agricultural laborers and the remaining are fishing families. The agricultural laborers have an I opinion that in Thaneermukkom, there should be pernanent shutters for barrages to stop the saline water entering the canal. If it is opened then it will cause the fanners to suffer, because agriculture is their main source of income. Although 60% of the people are below the poverty level, every house has food for their livelihood. People say that the control of the shutters is under the authority of Alappuzha; if the control comes under Kottayam then there would be no problems. People are in need of many footbridges and some single lane bridges. They also want improvement to existing bnrdges. Also there lies a bridge in Kaithapadam (Thrikanankari), which joins the two panchayats, Aimanam and Arpookara; people want a 3 vehicular bridge in place of the existing. This is the major problem of this panchayat. Also water Hyacinth removal remains a most important problem. People want complete destruction of its growth. For this they need machines. Mechanization makes the Hyacinths crush into small pieces, which can be used as compost. Exhibit 8.4 shows the tabulated comments and suggestions made during the Consultation.

3 EXHIBIT-8-4 CONSULTAION AT AIMANAM PANCHAYATH FOR KV CANAL COMMENTS AND SUGGESTIONS

RANK COMMENTS/CONCERNS 1 1ISES TECHNICALLY ACCEPTABLE RANKCOMMENTSICONCERNS ~ (PRASEDs DESIGN CHANGES 1 Bunds should be protected 13 Major share of the budget of the IWT Pilot Project 2 Single line vehicular traffic bridge to be constructed at 8 Not considered in the Project as there is ______Kaithapadam (Thrikanankari) near Nellar Rice Mill. no existing single lane traffic 3 Bath houses to be constructed. 7 Considered in the project 4 Single line vehicular traffic bridge to be constructed at 5 Only foot bridge can be considered in the Prapuzha project 5 Single line vehicular traffic bridge to be constructed at 5 Only foot bridge can be considered in the ______Maniyaparambu. mroject 6 Water Hyacinths to be destroyed. 5 Considered in the Project 7 Thaneermukkom shutter is to be operated scientifically 3 This is a larger issue of National and to come under control of Kottayam. watenvay no-IllI and hence will be sorted out very shortly 8 In order to avoid flood and water pollution, the 3 Out side the purview of the Project *______Meenachal Project is to be implemented 1 9 Single line vehicular traffic bridge to be constructed at 2 Will be reconstructed lThiruvatta 10 Single line vehicular traffic bridge to be constructed at 2 Not considered in the Project Choorathara. I I In K-V canal, from Vechoor to Kallumada dredging is 2 Considered in the Project ______needed. 12 Jetties should be constructed wherever essential. I An important Part of the Project 13 A jetty to be constructed at Parayanchalli. I Considered * 14 A jetty to be constructedat Maniyaparambu. I Not Considered 15 For the development of Tourism, the canal has to be I Widening is not required and hence not widened. considered in the project (refer project Report also) 16 Jetties to be constructed on both sides of Manalepalli. I Not considered in the Project. The existing jetty is in good condition 17 A single tine vehicular traffic bridge to be constructed 1 Will be reconstructed atKallumada.

LB1tSheladiafCES/LCT 8.5 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

8.4.3 CONSULTATIONAT ARPOOKARAPANCHAYAT In this Panchayat 95%of the people are below the poverty level. People are in need of many footbridges and single lane vehicular traffic bridges. They also want improvement of the existing bridges. Also there lies a bridge in Kaithapadam (Thrikanankari), which joins the two Panchayat, Aimanam and Arpookara. So people are in need of a single lane vehicular bridge in place of the existing. This is the main problem of this Panchayat. The majority of the people need the improvement of the existing bridge at Pathinettil. The other problem Faced by the people is that of drinking water. Due to the growth of water hyacinths the water becomes polluted completely. Also mosquitoes breed in large numbers. The water has a foul smell and when the people use this dirty water; many contagious diseases like cholera, typhoid, and jaundice could affect them, skin diseases, weils disease, diseases affecting stomach etc. People need the water to be purified or otherwise they need pure water supply system because they are bringing water from a distant place called Karipputhatta. People wish to encourage tourism, because they have the opinion that only by tourism can they attain development in Arpookara Panchayat. According to the people, if the canal and waterways 3 were improved and if boat services were increased, then they preferred to travel on waterways rather than roadways. Almost 75% of the people are farmers, 15% are fisherman and the remaining 10 % farm ducks. Exhibit 8.5 shows the tabulated comments and suggestions made dunrng the Consultation. EXHIBIT-8-5 CONSULTAION AT ARPOOKARA PANCHAYATH FOR KV CANAL COMMENTS AND SUGGESTIONS

ISSUES TECHNICALLY RANK COMMENTS/CONCERNS RAISED ACCEPTABLE I (Pcrsons) DESIGN CHANGES Single line vehicular traffic bridge to be constructed 25 Not considered in the at Kaithapadam. project I _ _T2 The existing bridge at Pathinettil has to be 24 Not considered in the improved. project 3 The bunds should be protected. 19 An important part of t l ~~~~~~~~~~~~~~~~~~~~~~~~theproject 1 4 A waiting shed to the existing jetty is to be 12 Not considered in the constructed at Maniyaparambu. project 5 Water Hyacinths have to be removed. 11 Important | ~~~~~~~~~~~~~~~~~~~~~~~considerationof the

6 In Arpookara 9 'h ward, the bunds should be 8 Considered in the protected and raised. Project 7 The existing bridge at Maniyaparambu, which joins 8 Will be considered the East and West, has to be improved- 8 Pure water supply is needed. 6 Not within the scope *~ l _of the project 9 For Tourism attraction and for the development of 4 Positively considered people improvements are needed. I 10 A footbridge is to be constructed at Kumarankallu. 4 Not considered in the project 11 Extra boat service is neceded. 3 This is the objective of the Project * 13 A jetty is to be constructed at Kaithapadam. 2 Not Considered in the project 14 Dredging is needed. I Most important

______.Project l______

LBII/Sheladia!CES/ICT 8.6 KeyalaState Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

15 Pipe connection is needed. I Not within the scope ofthe Project 16 A Jetty is to be constructed at Pathinettil. 1 Not Considered in the Project 17 A waiting shed for the existing jetty at Malichira is I Considered in the to be constructed. project 18 A health center is needed. I Out side the scope of the Proect 19 Approach roads are needed. I Considered where ever necessary especially for the new bridges I 20 Forests near the canal to be cleared. I Vegetation will be cleared for smooth operation of the _ F Project 21 A jety is to be constructed in Aimanam I' ward. I Not Considered in l- _ the project 8.4.4 CONSULTATION AT KAINAKARY PANCHAYAT The people of the Panchayat are below the poverty level. The majority of the people are agricultural laborers. The main problem faced by the people is the drinking water problem. According to the people, tourists are polluting the water by depositing human excreta. People use this contaminated water and many contagious diseases like Jaundice, Cholera, Typhoid, Skin diseases etc affect them. In order to avoid this, permanent toilet facilities are to be constructed on the banks of the canal. Also people want the water to be purified. People living near the canals are in need of latrines. In some areas people lack health centers, schools, electricity etc. People are in need of four big bridges; from Cherukayal-C Block- Marthanda-R Block-Chithira. Also the Kuppapuram bridge is to be improved. Exhibit 8.6 shows the tabulated comments and suggestions made during the Consultation.

*IEXHIBIT-8-6 CONSULTAION AT KAINAKARY PANCHAYATH FOR AC AND AK CANALS- 3 COMMENTS AND SUGGESTIONS ISSUES TECHNICALLY RANK COMMENTS/CONCERNS RAISED ACCEPTABLE (Persons) DESIGN CHANGES I Pure water supply to the people should be provided 26 Out side the scope of te _re 2 Banks should be protected from Punjiri jetty to 26 Bank protection is I Kuppapuram and tractor road should be constructed. important part of the Project. The Approach road I considered only where it is clearly within the scope of the project * 3 Bridges from Cherukayal-C Block-Marthanda-R 14 Not considered in the Block-Chithira are needed. project *4 | Separate latrines are necessary for the people living 13 Positively considered near the canals. in the project

5 The Kuppapuram bridge should be reconstructed so 10 Not considered in the that bigger vehicles can move through. project * 6 Extra boat services are needed. 6 Objective of the 1-131ShadiaCEICT7_ project

LBlIISheladia/CES/ICT 8.7 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

Toilet facilities for the tourists are needed to avoid 5 Positively considered water pollution. in the proect 8 Water Hyacinths should be removed. 4 Part of the engineering * ~~~~~~~~~~~~~~~~~~~~~~~requirementof the | ~~~~~~~~~~~~~~~~~~~~~~~~project 9 Waiting sheds are needed for the existing jetties. 4 Will be considered 10 Medical centers are needed. 3 Not within the scope of the Project I I Open sex among tourists is to be avoided. 3 Positively considered in the project) there would be 'dos and | ~~~~~~~~~~~~~~~~~~~~~~~~~don'ts'for the tourists. 12 Footbridges are needed. I Considered in the | l ~~~~~~~~~~~~~~~~~~~~~~~project 13 Electricity needed. I Not within the scope l ~~~~~~~~~~~~~~~~~~~ofthe project 8.4.5 CONSULTATION AT KAVALAM PANCHAYAT The most important problem of this Panchayat is the drinking water problem. The majority of the people drink water from the canal itself. The canal water is full of water hyacinths; because of its growth the water becomes stagnant and a dirty smell arises. As a result of this, the people contract many contagious diseases like cholera, typhoid, weils disease jaundice etc. So the growth of water hyacinth has became a headache to the people. According to the people, water hyacinth can be removed only by mechanization. Manual removal is very difficult. If this weed is removed first by machines then it won't be that hard for the people to remove. Agriculture is the main occupation of the people. Seventy percent of the people are agricultural laborers and the remaining are fishermen. The women of the Panchayat are least bothered about the tourists. But they are in need of bathhouses. People encourage tourism because of economic and social developments. People are in need of a separate land for buying and selling of fish; also the fishennen are in need of Yamaha motorboats and nets. Exhibit 8.7 shows the tabulated comments and suggestions made during the Consultation. *IEXHIBIT-8.7 CONSULTAION AT KAVALAM PANCHAYATH FOR AC CANAL | COMMENTS AND SUGGESTIONS ISSUES TECHNICALLY RANK COMMENTS/CONCERNS RAISED ACCEPTABLE ______(Persons) DESIGN CHANGES 1 Pure water supply in needed 13 Not within the scope of the Project 2 Waiting sheds to the existing boat jetties are required Will be coDsidered in the project l 3 Water hyacinths are to be removed. 8 Positively considered in the project Vehicular bridges are needed in Thattassery, Lissio, 8 Not considered for 4 Kannankudukka, Krishnapuram, and Mullessery. reconstruction and improvement The bunds should be protected. 6 An important | 5 consideration of the Project From Krishnapuram- Lissio to Rajaramapuram Kayal, a 4 Not within the scope of I 6 tractor road is to be constructed. the Project

LBIl/Sbeladia/CES/ICT 88 3 Kerala State Inland Water Transport Pilot Project Environmental Assessment - Septemilber 2001

Bathhouse and huts are to be constructed. 4 Positively considered 7 ~~~~~~~~~~~~~~~~~~~~~inthe Project A drainage culvert is to be constructed in Lissio, 4 Not within the scope of Kuriyikkamadam, Thekke Kuriyikkamadam Eirupatharil the Project Thodu, Palezhamthodu, Mannavanparambu, N.S.S Thodu, * ~~~~8 Kalathil Thodu, Nellikkaduthodu, Kondayil Thodu, Pathinanchil Thodu, Murikkumoottil Thodu, Mullessery Thodu, PTulimootilThodu, Kizhakke Pulimootil Thodu, vadakkuthodu, and _Eirupatharil Amariyattupadinjaruthodu. 9 Bridges to be constructed connecting the two lakes. 3 Not within the scope of the Project * Permanent shutters are necded. 2 Flushing of water is necessary to reduce the I10 pollution load and hence cannot be accepted Fish landing centers are needed. 2 Considered in a 11 number of places 12 After agricultural use the fields are to be used for fishing. 2 Out side the scope of the project 13| A waiting shed to the existing Palliyarakavu jetty is 2 Will be considered I 13 needed. The trees lying near the canals are to be cut down. 2 Consideration of the 14 Project for smooth operation of the vessels 15 Latrines near the canals are to be constructed. 2 Positively considered in the Project 16;| TPublictoilet facilities are to be constructed near the canal. 2 Positively considered ______~~~~~~~~~~~~~~~~~~~inthe project 17 A footbridge is needed. I Considered 18 The waste, which is dumped in the canal, is to be I Positively considered l eliminated. in the Project 19 A vehicular bridge is to be constructed at Thattassery. I Not considered in the l______project | 20 A vehicular road from N.S.S High School to Pulimoodu is I Not within the scope of l______to be constructed. the Project A new jetty in Mullassery is to be constructed. I Improvement of the 21 existing Jetty is considered To avoid water pollution a project is needed. 1 Proposed as part of the future activities. A 22 number of measures 3 required are incorporated in the project also. 1 23 Yamaha fitted boats and nets to fishermen are to be 1 This is out side the provided. scope of the project Dredging is needed. 1 Most important 24 consideration of the I ~ ~~~~~~~~~~~~~~~~~~~~~~~~~projectfor the required level of service 1 ~~~~~25Water reservoirs for agricultural purposes are needed. I tNot within the scope of | _ __ ~~~~~~~~~~~~~~~~~~~~~~~~theproject 26 The pollution caused by the people in houseboats and in I Seriously considered in service boats is to be avoided. the Project

LBII/Shcladia/CES/ICT 8.9 Kerala State Inland Water TransportPilot Project EnvironmentalAssessment - September2001

8.4.6 CONSULTATION AT THIRUVARPPU PANCHAYAT The majority of people of this Panchayat are below the poverty level. Seventy percent of the people are agricultural laborers. People encourage tourism because it brings social and economic benefit to the people. The biggest problem faced by the people is the growth of Water Hyacinths. As a result of the growth of water hyacinth, mosquito's breed in large numbers, the water gets polluted and has a fowl smell. Many contagious diseases occur in this area due to the use of the contaminated water. Diseases like cholera, typhoid, skin diseases etc. occur here, so the people want the complete destruction of this plant or otherwise they want the removal of plants twice a year. A canal, which lies in the M.M Block, is the easiest way to Kumarakom. If that canal is improved, then it is easier for the Tourists to go to Kumarakom. Also during the flood season water enters the lake more quickly. Exhibit 8.8 shows the tabulated comments and suggestions made during the | Consultation. EXHIBIT-8.8 CONSULTAION AT THIRUVARPU PANCIIAYATH FOR AK CANAL *____ COMMENTS AND SUGGESTIONS ISSUES TECHNICALLY RANK CO.MMENTS/CONCERNS RAISED ACCEPTABLE DESIGN I (Persons) CHANGES I The banks should be protected using concrete walls. 9 An important consideration of the project 2 Water Hyacinths should be removed. 6 Considered I 3 The existing Kanjiram bridge is to be improvedso that 4 Only foot bridgc as it exists buses and other vehicles can move through. today is considered in the Project 4 The existing canal, which lies in the M.M Block, 3 Will be improved ______should be improved. 5 In Kanjiram,a Tourist Resort is needed. 2 Proposed in the Project 6 The banks of Puthenthodushould be strengthened. 2 Considered in the project 7 As a result of dredging there will be a chance of 2 One of the most important damage to the banks. So people want reconstructionof considerationof the Project banks. 8 Requirementof transport facilities on the banks of the 2 Not withinthe scope of the canal. Project. Some proposals are ______there for the tounrsmpurpose 9 Pure water supplyto the people shouldbe provided. I Not within the scope of the Project 10 Existingdamaged bridges should be improved. 1 Considered in the project 11 Waiting sheds are needed for the existing jetties. I Will be considered 12 Latrinesand bathhouses are neededto people whom I Considered in the project livingnear the canal. 13 Compensationshould be given to people who lose I No land acquisition is required their land and property due to this project, along this route.

8.5 INTEGRATION OF CONSULTATION PROCESS WITH THE IMPACT MITIGATION AND DESIGN The response of people are on a larger perspective once again underlining the need for a comprehensive system approach to resolve the various environmental treatment for the Kuttanad region (Exhibit 2.3 Chapter 2).

I 8.5.1 Unacceptable Recommendations There were a number of recommendations, which are very unacceptable in this project for | implementation.

LBIIISheladia/CES/ICT 8.10 LBIIl/SheladialCES/ICT S.10 Kerala State Inland Water TransportPilot Project EnivironmentalAssessment - September2001

1. The project cannot provide Yamaha boats for the local fisherman 2. Construction of new tractor roads 3. Go down for grain storage 4. Provision of piped drinking water supply to the local people

8.5.2 Acceptable Recommendations

I Some of the most important consideration in the project is also the requirement of the people. These are 1. Bund protection- Most important part of the Engineering aspect of the project * 2. Sanitation arrangements- Included as a social impact 3. Water hyacinth removal - As an Environmental cost 4. Improvement in the tourism potential of the region- As an Environmental cost 5. The reconstruction, Improvement etc to the bridges and foot bridges existing across the Canal- Important part of the Engineering component 6. Waiting sheds to the jetties- As an Environmental cost 7. Bath houses for the woman- Included as a social impact 8. Dredge material should be used to protect the bunds

I 8.6 PUBLIC DISCLOSURE OF ENVIRONMENTAL AND SOCIAL DOCUMENTS

Once all EA documents are finalised to the satisfaction of World Bank, the project will disclose all documents at the World Banks Project Information Centre at Washington and also at the PIC of Banks New Delhi office. This is expected to take place in the late September or in early October 2001. Simultaneously all documents will be made public in Kerala also at the District Information Centres with suitable press note for the public attention. The documents that will be published include Resettlement Action Plan (September | 2001), The Social Impact Management Plan for Waterways project (February 2000), EIA for nine phase I Roads (September 2001), EA for Inland Water Transport Pilot Project, and 10 Project Specific Environmental Management Plans for highways and waterways (September, 2001).

There will be a number of follow on consultations for which a separate report will be | prepared subsequently. The tentative dates for the future consultations are 25 September at Palakkad and 5 October 2001 at Kozhikode. The first consultation was held at Thiruvananthapuram on 24 August 2001. l l l

LBII/SheladialcES/ICT 8.11 l I Kerala State InlandWater TransportPilot Project EnvironmentalAssessment - September2001

9 ENVIRONMENTAL ENHANCEMENTS

9.1 GENERAL APPROACH FOR ENVIRONMENTAL ENHANCEMENTS A waterway sector approach is necessary for the entire Inland Navigation sector in Kerala although such a broad out look in this direction cannot be part of the present scope of work. Being a pilot project the environmental enhancement proposed has taken this aspect into consideration. In the present context, the Kuttanad region as a whole is taken as a unit or system for a comprehensive approach for environmental enhancement and for improvement in the general sanitary conditions of the area. Due to the limited scope of this particular project the environmental cost that can be included is a small fraction of the total investment required in the sector. All environmental enhancement measures proposed for pilot project are based on the following concept: A feature peculiar to this State is the natural existence of almost a continuous chain of lagoons and backwaters separated from the coastline by a narrow strip of land varying in width from about 0.5 km to 12 km. Historically these water bodies and lagoons through a network of artificial connecting canals (refer Exhibit 1.1) were much used for transportation. The entire backwaters, rivers and canals reflect the general scenic beauty of Kerala. A comprehensive approach is required for the general environmental enhancement in this region. The Pilot Project proposed is a small project and hence cannot address all issues of the Kuttanad region. The environmental enhancement will not be complete until and unless the Government and the people of the Kuttanad region address all issues satisfactorily.

9.2 IMPROVED SANITATION NETWORK Since the scope of this project is very limited, it is not possible to have a comprehensive sanitation program within its framework for the entire Kuttanad. However there would be safe disposal of human faeces and other solid waste (e.g.: Polythene bags) from the vessels operating along the Waterways corridor so as to improve the water quality especially the faecal coli levels of the water bodies. This could be implemented with a suitable change in the vessel design. The cost for disposal of these wastes should be part of the Environmental management program of the waterways project. There should be an initial involvement for immediate implementation of low cost sanitation programs. Assuming the statistics of Kavalam Panchayat only 37.46 % of the pcople have the access to septic latrines. The remaining 60.54 % are using open latrines, which directly or indirectly go to waterways and groundwater. An initial provision of 60 Lakhs has been proposed for this work. This budget is for the people immediately adjacent to the waterways. The low-income groups of deserving cases can be selected by an identified NGO. Necessary budget have been earmarked for the Work of the NGO and associated expenses.

9.3 WATER QUALITY CONTROL Regular monitoring of water quality should be undertaken by the Environmental Management Unit to monitor any improvement in the faecal colliform level due to the implementation of the action programs according to the management plan enclosed in this report. The incidence of waterbome diseases likes Jaundice, cholera, typhoid, and skin diseases are closely linked to the water environment. The EMU should also monitor the safe availability of the drinking water in theses areas for public information. This will help the local institutions to set priorities in the overall development. In the present circumstance, after the decentralization, resources are not a serious problem for these institutions. This

LBIISheladia./CES/ICT 9.1 Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment - September2001

report should be circulated to the public by various local Panchayat raj institutions. For water quality control, a systematic approach is required for the entire Kuttanad region. If not immediate, this will definitely improve the water quality of the groundwater reservoirs leading to a chain improvement in health and hygiene standards. * Control Of Water Hyacinth: This is also important for the general improvement of the water quality. Being the second important single component that has a strong influence on the success of the waterways, the importance of control to a satisfactory level for the effective operation of waterways needs specific mention. This aspect is addressed in the engineering report, social assessment report and the I Environmental Assessment report. As this is already a part of engineering requirement no specific costs are included in the Environmental costs. Moreover without controlling water hyacinth the project cannot succeed. The effective control of the water hyacinth would be a major relief to the entire Kuttanad population. The entire aspect is the subject of Water Hyacinth Management Plan prepared for the Project (Appendix 5.2) with an initial cost of Rs 45 lakhs for removal and disposal. An additional cost for converting the disposed fresh hyacinth in to Compost (bio manure) is included in the Environmental mitigation costs in the stand alone EMP. I 9.4 INTRODUCTION OF PRIVACY FOR BATHING ESPECIALLY FOR RURAL WOMAN The men, woman and children are taking baths on the canals openly as very little traffic exists at the moment. In order to ensure the privacy of people especially of women taking baths in the canal waters a suitable structure has been proposed. The structure proposed is an enclosure which includes three thin Fibreglass sheets of suitable Size (2X2 m) projecting/hanging from the canal banks /sides to the water covering the bathing ghat. The structure uses a clamping arrangement on the sides using nuts and bolts. The frame will be of Iron rods and GI pipes. The cost of this structure is estimated and tabulated as an environmental and social cost. In narrow sections this cannot be accommodated, as it will reduce the effective navigable width. In such places the ghat can be planned inward in the private land.

9.5 FACILITIES AT JETTIES Facilities at jetties should include rain, sunshade, and enough space for loading unloading and storage areas. As a part of rehabilitation, a number of jetties will be required both for I commercial as well as travelling purposes. Modernization of old jetties to fit into the objective of the present project and also the construction of new jetties will be part of the project. It is necessary to minimize the number of jetties to make the ferry service time I efficient in an otherwise slow transportation system. This is accommodated in the engineering designs.

| 9.6 TERMINAL FACILITIES FOR SAFE DISPOSAL OF WASTES As in aircraft there should be suitable arrangements in the vessels (Passenger boats, motor boats etc,) to collect the human waste. The safe disposal of this waste should be planned and a disposal site identified not affecting the waterways. The design drawings for terminal septic tank for collection and disposal are included in the Environmental Management Plan. A provision of Rs 15 Lakhs has been included for five years as initially providing the cost of proper collection and disposal arrangements.

LBII/Sheladia/CES/ICT 9.2 Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

In addition to this, there will be terminal arrangements in the form of Septic tanks to accept or dispose of the sewage from the vessels. At present no sewerage systems are available. The on board facility should have a system similar to the 'Jacky' arrangements for motor vehicle repair. Using this 'Jacky arrangement' the collected vessel up on reaching the terminal will be lifted on board itself by inbuilt arrangements so that a free gravity flow to the terminal facilities can be achieved. The facility is planned only at Changanaserry and Kottayam as the Alappuzha and Vaikom, falls under the National waterways terminal improvements. In all these locations a septic tank of 120 Cubic metres costing Rs 15 lakhs will be required. This will necessitate an additional requirementof Rs 30 Lakhs. This is a pennanent investment in this direction. The design for this facility is included in the EMP for IWT pilot Project. The implementation of such a program needs monitoring, as there would be a tendency to dispose of the waste in the waters. The Environmental Monitoring Unit will be responsible for this.

9.7 SOLID WASTE COLLECTION AND DISPOSAL FACILITIES AT JETTIES The solid wastes collected on board, needs to be collected and disposed of properly. In order to materialise this, provision of 'DUSTBINS' and also a pit of size 3m by 3m at or near to the jetty for incineration purpose will be necessary at all jetties. The simple burial will pollute the local groundwater system and hence the incineration is a relatively better disposal. If the quantity is too large the incineration of the waste should be avoided. In this case transportation to a distant location for safe disposal will be required.

This is a serious facility required to inculcate a habit that is required internationally. The boat operators should instruct travellers not to throw any solid wastes into the waterways and canals. This will necessitate the requirement of collection of wastes on board also. There should be a system on board to collect the various Wastes from the Tourists and travellers. A collective responsibility is required for the successful implementation of this facility. There are 110 jetties requiring Rs 10,000/ per jetty. This will be spent to make and install the dustbins of adequate size (A number of dustbins may be required at terminals)

9.8 SANITATION FACILITIES FOR SELECTED HOUSE HOLDS ALONG THE WATERWAYS It is necessary to provide sanitation facilities for the immediately adjacent households on a priority basis. This will be provided free of cost to poor households adjacent to canals and on actual cost basis to the other deserving or needy households. This will create better hygienic conditions along the canal and also help the underprivileged. Since even septic tanks are not effective in the low lying areas a new type of low cost latrines, which are raised from the ground, and are being experimented in Kerala (Personnel communication, December 2000) by the Centre for Development Studies (CDS) Kerala (Refer Chapter 8, Official level Consultation held recently) is recommended. One version was designed by a British agency. The CDS has done a socio-economic study of its wider use in Coastal Kerala recently. The study findings will be available within a month. The cost for this latrine per unit meant for household use is Rs 5000/- only. It was advised that this couldn't be extended to community use, as the principle will not be effective for larger dimensions. Identification of poor households should be carried out with the help of a committee, which should have the following members

LBII/Sheladia/CES/ICT 9.3 l Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

* An outside (non Kuttanad) NGO, * Village officer * Village Extension Officer * Local MLA * Panchayat president * A school Head master/Principal or his nominee * And any widely accepted local person The basic principle of selection is to locate the most deserving case first (the poorest i.e., u The bottom line of the poverty) and then the next deserving etc

* 100. I. 5 4 3 2 -Second 3 1- First rank- poorest family along the waterwaysimmediately adjacent to waterways The role of the NGO is mainly to survey all of the households to prepare a ranking list for the consideration of the committee and to justify the case. The committee should provide U sufficient time for local people to register complaints against the rank list. This will necessitate the preparation of an unbiased rank list unbiased. The project will earmark Rs 50,00,00/- for the entire selection of the NGO and all associated activities. The selected NGO should provide its credentials to undertake such activities including the work done during the last five Years. I 9.9 BANNING OF POLYETHENEBAGS The use of Polythene bags in the whole of the Kuttanad region should be banned as an urgent measure. The boat operators should be encouraged as the authority to prevent water pollution. The boat owners should be trained to provide instructions to tourists and travellers in the region. The boat operators should provide information to the travellers for the safe disposal of I solid waste. The campaign through schoolteachers and school children will be effective as the message reaches the householdmore quickly.

9.10 WAITING SHED FOR JETTIES ALONG WATERWAYS: Jetty shelters are planned in all jetties as provided in the Engineering design Report. The cost has been included as Engineering cost.

| 9.11 ENVIRONMENTALAWARENESS PROGRAM The Environmental Assessment process in this region identified the need for comprehensive X pollution control measures in the whole Kuttanad region. It will be advisable to declare the area as 'environmentally sensitive'. Any major investment program cannot achieve the required level of success unless there is sufficient social awareness in the local community.

LBII/Sheladia/CESIICT 9.4 3 Kerala State InlandWater Transport Pilot Project EnvironmentalAssessment - September2001

Awareness will be the key to pollution control in this region. The Kuttanad Water balance study was a positive step although the objectives where not pollution control. This report should be available to the Kuttanad area through local Panchayat and block offices. The proposed awareness program should include a documentary reflecting the state of affairs regarding pollution levels, tourism prospects and the need for a revival of waterways in the region. The documentary should focus primarily on the identification of all pollution sources. 3 Such a documentaryshould include: * Sources of faecal Coliform in the waters * Solid wastes sources from houses and market areas * Liquid waste sources * Sanitary arrangements in the Kuttanad area | * Water quality in the Canals and Kayals * The level of hygienic conditions required * Water hyacinth menace I * TourismProspects * New low cost toilets * Avifauna I * Relationof surfacewater and groundwater * Need for a waterways revival * The habits of local people living on both sides * Solid waste from the houses and agricultural fields floating on the water Boat operators - Dos and Don'ts The most important is to project the system approach required to clean up the water environment of the entire Kuttanad region. In order to achieve this objective, what are the 'Dos and Don'ts' in the region? I All these aspects should be introduced to the local people and the local and state administrative machineries. The target group should include the local school children and women in the area initially. To make the documentary acceptable it should involve some popular people acceptable to the local people. The showing could be arranged free of charge or at nominal prices (e.g.: Rs 1/-) I to the school children and public. An estimated budget of 20 lakhs is included in the environmental costs for this.

9.12 INTRODUCTION OF REST HOUSES AND EATING-PLACES This is only a proposal for consideration. Similar to the faster rail and road transport, waterways need rest areas and rest houses together with restaurants close to the waterways. The information should be available to the tourists and tourist guides before they take a trip along the waterways. There should be restaurants with hygienic conditions that will attract the local and international tourists. The proposed locations along the waterways are * Kavalam, * Kanjiram and

X * Thannirmukkom

LBII/Sheladia/CES/ICT 9.5 I Kerala State Inland Water Transport Pilot Project Enviranmental Assessment - September 2001

The provision of rest houses could be taken up by the Kerala Tourism Department. The basic approach towards this should be visible cleanliness, high standard of hygienic conditions and low cost restaurants and rooms. This is to attract the local tourists also since they cannot afford high costs. The facilities like good drinking water and availability of transport, which I can be from any local residents who own a vehicle and is willing to participate in such a program subjected to appropriate licensing. This can be seen as an income generating activity. The low-income group people who want to participate in such a program should be given loan assistance from banks to purchase such vehicles or facilities. Any profit should assist in poverty alleviation and for creating general awareness among the 3 local people, the need for a cleaner environment, cleaner water and hygienic living conditions. The liquid and solid waste in the rest houses and restaurants should be properly disposed of * without affecting the water quality of the canals. About 20 % of the investment in the overall facilities should aim at achieving the required level of hygienic conditions. There should be clear monitoring mechanism for these facilities by means of a well-structured questionnaire. on the hygienic aspects to the tourists and other serious visitors. The questionnaire should be simple and easily manageable. There should be a redress mechanism for complaints from the | visitors.

Archaeological, cultural and places of scenic beauty can be interlinked by the waterways for tourist interest. The local Temple/ Church and Mosque festivals during all religious occasions can also be interlinked to the comprehensive tourist policy that will assist the Waterways sector. The linking can be connected to the identified rest areas (refer section 9.4 above). In all these places road transport arrangements could be desirable. Cars, Jeeps and two wheelers should be available. The Inland water transport and Tourism Department could give loan assistance to make it cost effective and manageable. The individual local houses especially those of vulnerable groups who wanted to associate with such programs should be encouraged. Linking Of Tourism With Improvement In Rural Income Generation: Houseboats, Paddy fields, lush green Coconut and plantain gardens, Extracting of 'Thengin Kallu' (Alcohol extracted from the flower of coconut trees), Fishing, backwater sports, duck farming etc and the very rural life on the banks of rivers should be linked to the backwater tourism sector with innovative ideas. The local private entrepreneurs should be given a chance to improve their income generation. The basic aim should be for hospitality and service and not just business and profit. Instructions To Tourists For Backwater Cruising; Although no rehabilitation measures or resettlement are required a number of consultations have been conducted close to the water J ways as the proposals will generate additional traffic which may bring some more noise, waves and smoke. The privacy, culture and routine life should not be affected adversely due to the commissioning of the pilot project. * There could be requests made to tourists (both local and international) regarding their conduct and the taking of obtrusive photographs. 3 Private Ferry Services: At present no private ferry services are allowed as this is against the principles of the waterway management. Private ferry services should be allowed freely on merit with license basis. Tourism shall be promoted with economical fares for houseboats, speedboats, country boats etc.

LBlliSheladia,'CEs!iur 9.6 l I Kerala State Inland Water Transport Pilot Project Environmental Assessment - September 2001

EXHIBIT 9.1 I ENHANCEMENTCOSTS

SLW ENHANCEMENTPROGRAMME RATE TOTALCOST RS I ~~~NO RS 1 Sanitation programme for the house holds along 50,00,00/- 50,00,00/- the waterways- Only for survey) the rest included Lumpsum *___ in the SIMP report 2 Solid waste disposal programme Rs 10,000 1.1 Lakhs 3 perjetty 3 Terminal facilities- Septic tank facilities and Rs 10 30 Lakhs disposal facility for the Boats and vessels. Lakhs per 3 . terminal 5 Bathing enclosures- Cost included in the SIMP Rs 15,000 Included in SIMP per I < enclosure 6 Environmental awareness programme- Lump Rs 20 Lakhs sum I 7 Waiting sheds for the provision of jetties along 15 * 3 Lakhs the waterways. 20,000 8 Cost of Dust Bins and pit for incineration of solid Rs 10 * I1 Lakhs ____ wastes at Jetties 110 Total I l

Il

ULB/hldi/E/C I l

Kerala State Inland Water Transport Pilot Project Environment Assessment -September 2001

REFERENCES

I AOCS, 1984,Official Methods of Analysis of the Association of Official Analytical Chemists (14t"ed.) Association of Official Analytical Chemists Inc., USA.

APHA, 1995(19 ed.) Standard Methods for Examination of Water and Wastewater. American * Public Health Association,AWWA, WPCF, Washington DC.

bkh Consulting Engineers,,1998,Kuttanad Water Balance Study

Coastal zone management plan of Kerala, Government of Kerala, Department of science Technology and Environment, Prepared by Centre for Earth Science studies, Thiruvananthapuram.

CPCB, 1979, Scheme for Zoning and Classification of Indian Rivers, Estuaries and Coastal Waters. ADSORBS/3/78-79. Central Pollution Control Board, New Delhi

Detailed Project Report for Development of IWT on West coast canal, Kottapuram to Kollam along with Champak Kara and Udyogamandal canals. Final report, July 1992, RITES New Delhi.

Distinct Concern Handbook, Kottayam district 1981, Village and Townwise Primary Census Abstract

District Census Handbook, , 1991, Village and Town Directory, Village,Panchayat and Townwise Primary Census Abstract I Evaluating Environmental effects of Dredging Material Management Alternatives. A Technical Frame work, United States Environmental Protection Agency and Department of The Army, US Army corps of Engineers 1999.

Fresenius, W., Quentin, K.E., and Schineider, L. (eds.). Water Analysis-A Practical Guide to Physico-chemical, Chemical and Microbiological Water Exaaminationand Quality Assurance, Springer-Verlag, Berlin. I Gazettier of India, Alleppey district, Kerala District Gazettiers, 1975 Gazettier of India, Kottayam district, Kerala District Gazattiers, 1975.

Goel, P.K., 1997, Water pollution-Causes, Effects and Control, New Age International (P) I Limited,New Delhi

LBIL'Sheladia/CES/ICT AC. I Kerala State Inland Water Transport Pilot Project Environment Assessment -September 2001

Inland water transport and development of inland waterways in Kerala, Basic approach, and Discussion paper for high-level committee on inland water transport, Government of Kerala. Transport department Government of Kerala. With assistance from NATPAC Thiruvananthapuram,January 1989.

Involuntary Resettlement, the World Bank Operational Directive 4.30, June 1990.

Jackson, M.L., 1973.Soil Chemical Analysis.Prentice Hall of India Pvt.Ltd.New Delhi.

Kerala State Highways Project with inland water Transport Pilot Scheme, Final Engineering report on the Inland water Transport Pilot component, Irrigation Department, Government of Kerala. April2000.

Kerala State Highways Project with inland water Transport Pilot Scheme, Final Feasibility report on the Inland water Transport Pilot component, Irrigation Department, Government of Kerala. April 2000.

Kerala State Pollution Control Board (KSPCB), Environment, Effluent, Emission and Noise Standards & Guidelines, Thiruvananthapuram 1997.

Panchayat Level Statistics, Kottayam district, 1996, Department of Economics and Statistics

Report on Kuttanad water balance studies BKH Consulting Engineers Prepared for Ministry of Foreign affairs Kingdom of Netherlands and Government of Kerala December 1989.

Resource Atlas of Kerala, Centre for Earth Science Studies 1984.

Rump, H.H., and Krist, H., 1992.Laboratory Manual for the Examination of Water, Wastewater and Soil, VCH, New York.

Techno-Economic Feasibility Study of Kollam-Kovalam and Kottapuram -Kasargord sections of West coast Canal (WCC) in Kerala, NATPAC Draft Report, 1998

WaterAtlas of Kerala, CWRDMKozhikode. 1995

World Bank, Environmental Assessment Sourcebook, World Bank Technical Paper Number 139, 1991 I

LBII!Sheladiai'CES/ICT AC 2 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

APPENDIX 1.1 EXISTING POTENTIAL FOR INLAND WATER TRANSPORT DEVELOPMENT IN THE COUNTRY U NAVIGABLE WATERWAYS WATERWAYS PER State (in kms.) 100 SQ. KMS. OF

______Rivers Canals Total AREA Andhra 309 1690 1999 0.72 Pradesh Assam 1,983 - 1983 2.53

Bihar 937 325 1262 0.73

Goa 317 25 342 9.00

Gujarat 286 - 286 0.15

Jammu & 200 - 200 0.09 Kashmir Kerala 840 708 1548 3.98

Kamataka 284 160 444 0.23

Maharashtra 501 - 501 0.16

Orissa 761 224 985 0.63

Tamil Nadu - 216 216 0.17

Uttar Pradesh 2,268 173 2441 0.83 l West Bengal 1,555 782 2337 2.66

Total 10,241 4,303 14,544

LBID'SlheladiaXCES/ICT KeralaState Inland Water TransportPilot Project EnvironmentalAssessment -September 2001

APPENDIX 1-2 List of Important Cross Canals and Link Canals LENGTH_ |~~~~~~~~~~~~~~~~~~~~~rI LENGTH NAME OF CANAL IN KM. NAME OF CANAL IN KM. Alappuzha-Ambalapuzha Canal 11.20 Kuthiyathodu-Sherthalai 1.20 thodu Alappuzha-Changanassery 30.40 Kuzharpally thodu 1.60 Coomercial Canal Alappuzha 3.6 Lokamalseswaram canal 2.50 *______lCrangannur Kottayam Canal 28.20 Kadayanthodu-Alleppy 6.00 I Palace Canal Alappuzha 1.20 Kalipuram thodu 5.00 Wadai Canal Alappuzha 3.20 Manimakka thodu 3.20 I | Alappuzha to Thalavadi 35.20 Manjali canal to Parur 5.00 West junction Canal Alappuzha 0.60 Manjankad to Edavankkad 4.80 Via Korakkal ...... And

I Ambalapuzha - Canal 5.20 Nzyarambalam *Ambalapuzha - Purakkad Canal 5.20 Chaa nnamcherry- 1.2 Purakkad Market Canal 24.00 Marrch canal-Vaikom 2.00 Alleppy Shertalai canal 21.60 to 4.00 Puthenthodu near * ______Kottayam-Aroothooty canal I Anamanada canal Mukundapuram 3.00 Mohamma canal Shertalai 0.60 canal taluk

* Chakkai to Kovalam 14.00 Canal connecting Achancoil 19.1 and Kallada between Muzbikkall Kadavu and Enathu Anchumana Canal-Vaikom taluk 2.40 Muriyad-Mooorkanad canal 2.80 Ankamali-Manjali canal 17.00 Marakal canal and 8.00 Malipuram canal and their branches I Athirampuzha -canal 4.00 Nayarambalamthodu 1.60 Ayyampallythodu 1.60 Nineteenth mile canal in 2.50 main Sherthalai Banerji canal-Emakulam 0.30 Padiyathuthodu and new 0.20 canals in Emakulam town I Blanagachal and Arappathodu upto 3.00 Pallipuram canal 4.00 Edavilangu including Wadi thodu I Chakarakadavu canal C.K taluk 10.50 Parur canal and branches 4.00 Changanacherry-Kottayam 19.20 Parur court to Manjali canal 9.00 Cheriapally to Kuriapilly thodu 5.00 Pazhani thodu C.K. taluk 3.50 Crangannur to Mala including 11.20 Pevamba thodu 0.30 Pullothodu and Krinshnakotta thodu

LBII/Sheladia/CES/ICT Kerala State Inland Water Transport Pilot Project EnvironmentalAssessment -September 2001

APPENDIX 1-2 (CONTD.)

Danapadikkalcanal 11.30 Pazhangaduthodu 1.60 I Desathodu-Shertalaitaluk 2.00 canal 3.00 Edavanakadthodu C.K taluk 1.60 Pozhil and Karathodu which 4.80 extends uptoEriyad Eda-Cochinthodu between Eda- 1.60 Pennar thodu 14.45 Cochin and Palluruthy

_I Elamkunnapuzhathodu C.K taluk 1.60 Perimthoduand its branches 7.50 Erakodi Kadavu (Ambalapuzha) 2.40 Puthen thodu from 15.00 Kandakadavuto includingChellanam canal and canals that lead from it *______and open into it I Gothuruthu-Chennamanglamand 10.00 PuthottaKanjiramatto canal 8.00 zhampillithuruthyand portion I Chalakudiriver upto Pallikkadavu Keralavarmathodu Kakkazhamcanal-Ambalapuzha 0.60 Vaikom Pattakadavu 19.20 Kalpalakadavu-Kovalam 16.40 Salt bank shall canal 0.40 (Changanacherry) I Kandanad-VaikomVia Poothotta 24.00 Sherthalaijetty canal 1.00 (by backwater and canal) Karanchirato Kokkalai 13.00 Shunmughomcanal 5.20 Karipuzhacanal-Mavelikara taluk 8.00 Seventhmile canal in 4.00 Sherthalai KaritholathoduCherai thodu in 1.60 cherai and Pozhi Karipuzha-Chengannur 25.60 * | Kayamkulamsalt bank shall canal 8.00 Kavu canal 0.50 Kottayam-Vaikom 26.40 * t Kollikatharacanal 1.00

LBII/Sheladia/CES/ICT Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

APPENDIX-1.3 NAVIGABLE LENGTHS OF WEST FLOWING RIVERS

NAME OF NAVIGABLE I RIVER LENGTH (km) Manjeswar 3.2 0.0 Shiriya 4.8 Morgal 0.0 Chandragiri 12.8 * X ~~~~~~~~~Chittari= 0.0 Nileswar I i.2

______Karian_zade 24.0 * ~~~~~~~~~~Kaw-ayi 9.6 PerLvamala 16.0 Ramapuram 6 .4 Kuppam 24.0 44_8 Anjarakandy 27.2 rTellicheri 21.6 Mahi 24.0 Kuttiyadi 9.6 24.8 Kallai 9.6 68.4 Kadalundi 4 3.2' 9.6 Bharathapuzha 40.0 Keecheri 0.0 Puzhakkal 0.0 Karivannur 24.0 Chalakkudy 16.0 72.0 Muvattupuzha 25.6 Meenachil 41.6 Manimala 54.4 U . Pamba 73.6 Achankoil 32.0 Pallickal 2.0 Kallada 40.0 Ithikkara 16.0 Ayroor 1.0 11.2 Mamom 1.0 0.0 Karamana 0.0 __ _ 0.0 Total 845.2 Source: Water ResourcesOf Kerala, PWD,1974

LBII/Sheladia/CES/lCT I Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

APPENDIX 1.4 I ROUTE DETAILS OF STATE WATER TRANSPORT DEPARTMENT AS ON 1-1-1983

SL. NAME OF ROUTE NO. OF ROUTE TOTAL NO. SINGLE LENGTH DISTANCE TRIP IN KMS COVERED I 1 Alappuzha - Kollam 4 78.4 313.60 2 Alappuzha - Mannar 2 40.0 80.00 3 Alappuzha - Changanasserry via Pulincunnu 4 Alleppey - Changanasserry via Lcceo I Veliyanad 5 Alleppey - Changanacherry via Leceo I 6 Alleppey Changanacherry via Kavalam 36 32.0 1152.00 Kumarankary 7 Alleppey - Changanacherry via Kainakary, Kavalam, Valiyanad 8 Alleppey Changanacherry via Venattukad Pulincunnu *I9 Alleppey - Kottayam via Chithira 28.8 10 Alleppey - Kottayam via Chithira 28.8 * 11 Alleppey - Kottayam via South Side R & 28.8 835.2 M Block 12 Alleppey - Kottayam via Pallom 29 28.8 13 Alleppey - Pulincunnu via Moncompu 4 16.8 67.2 14 Alleppey - Pulikeezhu via 2 38.4 76.8 I 15 Alleppey - 4 35.0 140.0 16 Alleppey - Edathura 10 28.8 288.0 17 Alleppey - Kandamkary 2 21.0 42.0 18 Alleppey - 2 39.8 79.6 I 19 Alleppey - Edathura via Pulincunnu 1 35.0 35.0 20 Alleppey - Thaikoottam 2 14.0 28.0 21 Changanacherry - Paippad 2 42.0 84.0 22 Changanacherry- via 4 21.0 84.0 Oorukkary 23 Changanacherry - Neelamperoor 4 27.4 109.6 24 Changanacherry - Leceo 7 16.0 112.0 25 Changanacherry - 2 32.0 64.0 26 Changanacherry - Pulincunnu 10 16.0 160.0 1 27 Edathua - Thalavady 2 3.0 6.0 B LBII/Shieladia/CES/ICT Kerala State Inland Water TransportPilot Project EnvironmentalAssessment -September 2001

Si. Name of Route No. of Route length Total No. Single Trip in kms distance covered 28 Edathua - Kottayam 4 43.6 174.4 29 Kottayam - Mannar 4 51.2 204.8 30 Kottayam-Pulincunnu 5 31.2 156.0 31 Kottayam - Ambalapuzha 2 43.0 86.0 32 Kottayam - Champakulam via 3 35.0 105.0

_____ 33 Kottayam - Champakulam via H Block 1 38.0 38.0 34 Kottayam - Kavalam 2 21.0 42.0 35 Quilon -Kadapuzha 4 28.4 113.6 36 Quilon - Muthiraparambu 4 21.8 87.2 37 Quilon - Ayiramthengu 2 36.4 72.8 38 Quilon - Guhanandapuram 12 11.0 132.0 39 - Kumarakom 44 9.6 422.4 40 Emakulam - Edacochin 2 11.0 22.0 41 Edacochin - Kumbalam 58 2.0 116.0 42 Ernakulam - 54 9.6 518.4 43 Ernakulam - 10 22.0 220.0 44 Vaikom - Pallippuram 32 3.0 96.0 45 - Kuttompuram 2 21.0 42.0 46 Chengannur- Ernakulam 2 101.2 202.4 47 Neerettupuram - Pulincunnu 4 14.0 56.0 48 Neerettupuram - Kidangara 1 8.0 8.0 49 Neerettupuram - Changanacherry 2 14.0 28.0 50 Pulikeezhu - Kidangara 2 11.0 22.0 51 Alleppey - Edathua via Thaikoottom 1 35.0 35.0 52 Kottayam - Pulincunnu via Vettikad, 1 32.0 32.0 Leceo 53 Pulincunnu - Changanacherry via 1 16.0 16.0 Kavalam 54 Vaikom - Pallipuram Junghar 24 3.0 72.0 55 Perumbalam South - Kumbalam South 4 25.0 100.0 56 Emakulam - 4 18.0 72.0 57 Perumbalam - Poothotta 13 11.0 143.0 58 Edathua - Nedumudy Road 4 9.0 36.0 59 Vaikom - Poothotta 2 13.0 26.0 3 60 Thakazhy - Venattukad 2 14.0 28.0

LBII/Sheladia/CES/ICT I Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

SI. Name of Route No. of Route length Total No. Single Trip in kms distance covered 61 Alleppey - Nedumudy 4 14.0 56.0 62 Changanasserry - Veliyanad School 2 8.0 16.0 63 Edathua - Pulincunnu via Puthukary 1 20.0 20.0 l 64 Kumarakom - Alleppey 2 13.0 26.0 65 Neerettupuram - Pulincunnu via 1 22.0 22.0 Kavalam 66 Vaikom - Kuttompuram 4 32.0 128.0 67 Kuttompuram - Chenganda 2 30.4 60.8 I 68 Kuttompuram - T.V. Puram 2 28.8 57.6 69 Alleppey - Kottayam via Umpikaram 2 28.8 57.6 1611.8 7726

I l I I l l

I~~~LI/heaiiE/C l APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 1U/S SIDE OF CONFLUENCE OF AC CANAL AND VEMBANAD LAKE

Plate 2 ERODED BANK PROTECTION

LBIISHELADIA .CES/ICT APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 3 ALAPPUZHA-CHANGANASSERY CANAL

Plate 4 ALAPPUZHA CHANGANASSERY CANAL

LBIT/SHELADIAICES/ICT 2 APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

.:~~~~~~4

~~~~~~~~~V,'

Plate 5 AN OLDJETTY AT AC CANAL

"I'

Plate 6 KIDANGARA FOOTBRIDGE-AC CANAL

LBIULSHELADIA/CES/ICT 3 APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 7 NARROW STRETCH OF AK CANAL

Plate 8 JUNCTION OF CANAL AND LAKE-AC CANAL

LBII/SHELAD[AICES/ICT 4 APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 9 ERODED BANK AT AK CANAL

Plate 10 TEMPORARY WOODEN FOOTBRIDGE-AK CANAL

LBIIISHELADIAICES/ICT 5 APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 11 TERMINAL LOCATION AT KOTTAYAM

Plate 12 EXISTING PASSENGER JETTY AT KOTTAYAM

LBIUISHELADWACES/ICT 6 APPENDIX-4. 1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

.~~ ~ ~~~A Plate 13 KOTTAYAM-VAIKOM CANALS NEAR KANJIRAM JUNCTION

S~~X -i .. rD.

Plate 14 KOTTAYAM VAIKOM CANAL

LB[I/SHELAD1iVCES/IC'1 7 APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

Plate 15 CHANGANASSERY BOAT BASIN

Plate 16 PULLIKUTISSERY BRIDGE-KV CANAL

LBIL/SHELADIACES/1CT APPENDIX-4.1 GLIMPSES OF WATERWAYS THROUGH PHOTOGRAPHS

_, .~~~~~~~~~~~~~~~~~,

Plate 17,,ANERMKOMLOCKKV 'A

KBIUSHELADIAXTS/ICT 9

.. ~~~~~~~~~~~~~~--eA

,~~'_,_VjPlate 17 TANERMUKHOM LOCK-KV CANAL

_,

Plate 18 TANERMUKHOM LOCK-KV CANAL

LIAII/SHLLADIAJC ES/ICTI 9 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

* APPENDIX 5.1 THE INDIAN TOLERANCE LIMIT VALUES FOR DIFFERENT WATER QUALITYPARAMETERS AND DIFFERENTUSE PATTERNS PARAMETERS A B C D E DRINKING OUTDOOR DRINKING FISH IRRIGATION WATER ONLY BATHING WATER CULTURE * DISINFECTION COMPLETE WILDLIFE TREATMENT pH 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.0-8.5 I DO (mg/1) >6 >5 >4 4 BOD (mg/l) <2 <3 <3 - Total Coliform <50 <500 <5000 I (N/l 00ml) Total hardness <300 - - CaCo3 (mg/1) Calcium <200 - - - hardness (CaCo3 )(mg/l) Chlorides <250 - - 600 mgl Phosphates <400 - <400 <1000 mg/l Nitrates <20 < 50 - ilmg/l Pesticides absent - absent - - *Ilmg/I | Ammonia <1.2

l l

| LBIl/Sheladia/CES/I CT l Kerala State Transport Project Environmental Assessment -September 2001

APPENDIX 5.2 I WATER HYACINTH MANGEMENT PLAN FOR KSTP- PHASE-1 -IWT COMPONENT I CONTROLOF WATERHYACINTH IN PROJECTWATERWAYS

I 1.0 INTORDUTION The water ways Project (Inland Water Transport (IWT) Pilot project is one of the Phase -1 component of the Kerala State Transport Project to be implemented with the World Bank 3 loan assistance. The project has taken up three canals in the Kuttanad region linking Alappuzha, Changanaserry, Kottayam and Vaikom. As a part of the improvement proposals no widening and land acquisition has been proposed, however there will be dredging and 3 water hyacinth removal in all the three feeder canals in order to create sufficient depth for smooth operation of design vessels.

In order to address the various associated environmental issues and impacts, an Environmental Impact Assessment (EIA) including a stand-alone Environmental Management Plan (EMP) have been made. The Water hyacinth Management Plan is part of the EA documentation and will be attached to the Environmental Management Plan for IWT project. This will be a guiding factor for the Contractor and the Project authorities to control the weeds for the smooth operation of the waterways. I The Inland Water Transport Project (IWT) require the assessment of the impact of water hyacinth infesting long stretches of the feeder canals on the operation of Waterways project. The presence of water hyacinth is adversely affecting the IWT operations and need recommended measures for its control. The significant presence of water hyacinth in the backwaters and canals in the PIA (Project Influence Area) poses a serious hazard for the movement of all types of inland craft. This is the objective of this document.

2.0 IWT PROJECT WATERWAYS | The details of IWT project waterways are shown in Table 1.0. Although the total length of the canal is approximately 100 km the project improvement activities will be confined to 75.5 km only. The remaining portion is part of the now implementing National Waterways number -3. TABLE 1.0 PROJECT WATERWAYS NAME OF ACTUAL LENGTH OF |SL.NO . SL.NOWATERWAYSWATERWAYS ~CANALFEEDER LENGTH(KM) CONSTRUCTIONWORK IN EACH DREDGINGMT-

* 1 Alappuzha -Kanjiram - AK 23 23 12,000 I___ KottayamAK223200 Kottayam (Kanjiram) - - I Vaikom (Actual distance 2 from Kottayam to Vaikom KV 42 24.5 22,500 is 42km i.e. 3.5--24.5+14 K(m) 3 Alappuzha - AC 28 28 8 000 Changanaserry ,

l______93 75.5 42,500

exl Section Kottayam to Kanji ram (3.5 km) is included in Alappuzha-Kottayam Section

LBII/Sheladia/CES/ICT 3 Kerala State Transport Project Environmental Assessment -September 2001

3.0 WATER HYACINTH - DESCRIPTION, DEFENTIONS AND OTHER DETAILS The Water hyacinth (Eichomia Crassipes) is a free-floating plant, originally a native of Australia. It was introduced about 100 years ago as an ornamental plant in South-East Asia. This has later established throughout the tropics, and propagated explosively under favourable aquatic and agro-climatic conditions. Temperate zones are free from this plant, as it does not survive in severe frost. In India it became a serious menace in Bengal in the year 1914 and spread to other States including Assam, Bihar, Orissa, eastern Uttar Pradesh, fresh water lakes in Kashmir, Madhya Pradesh and rivers and backwaters in Kerala. The problem became so severe that legislation was enacted in Bengal in 1919 for the eradication of water hyacinth and later in parts of Orissa and United Provinces (now Uttar Pradesh).

Water Hyacinth dies at a faster rate in higher salinities than in lower salinities. Water hyacinth is a fresh water plant. It has seeds and tiny roots but grows and multiplies rapidly by vegetative propagation. When the plant is saturated, it becomes submerged and a few of its roots may touch the riverbed in shallow depths. Several varieties of aquatic weeds are found in the project canals and backwaters in the PIA I and include six types of floating plants. These are: - Eichomia Crassipes (Water hyacinth) - Salvinia molesta (African payal) I - Nymphaea stellata (Water lily) - Nymphaea nouchali - Nymphoides cristatum * - Nymphoidesindicum Water hyacinth grows well in the climate of Kerala primarily in the fresh water zones in the Project influence area (PIA). The growth of other weeds in the project area is nornal and * under Control. Water Hyacinth should not be introduced to a new area, as it is one of the most pernicious weeds on earth. The flow of water decreases when Water Hyacinth is completely spread upon the surface of water; the water becomes stagnant as a result and mosquito's breed in large numbers. This seriously affects the health of the people unless prompt and vigorous action is taken to eradicate it. Also due to stagnation, the water becomes polluted and a dirty smell arises and drinking water becomes a serious problem to the common people.

Nuisance to Navigation and fisling operation: Apart from being a nuisance to fishing operations, it causes a serious hindrance to navigation. The -propellers of motorized vessels often become fouled with this weed resulting in their frequent stoppage to clear propellers | and consequent loss of time.

Threat to Agricultural operations: Generally aquatic weeds are a constraint to aquatic | productivity and disrupt agricultural operations when they invade the paddy fields.

Research works have been carried out in several countries to eradicate of this weed, but no suitable method could be found so far. Research on optimum design for machines to harvest and dehydrate water hyacinth has not been pursued. Thus in spite of a lot of research being done for eradication of water hyacinth, no perrmanent solution has evolved for getting rid of this weed.

LBI]/Sheladia/CES/ICT 2 l I Kerala State TranspontProject EnvironmentalAssessment -September 2001

4.0 WATER HYACINTH ALONG THE FEEDER CANALS One of the most popular components of the Pilot Project is the Water Hyacinth removal and Control. The water hyacinth issue is the second most serious concern after the dredging and associated disposal of sediments in the project. However every individual inhabitant of the U area welcome the removal of water hyacinth than any other improvement in the area. According to the studies so far carried out, it can be assumed that there is no observed 3 definite pattern for its occurrence along the canals. Any mapping of the weed in the region is thus a futile exercise. The nature of appearance and disappearance is spontaneous. In the monsoon season due to heavy currents the weeds disappear completely. However a study 3 with much larger scope covering the entire Kuttanad area would be useful to estimate total quantity at any given point of time. I From the point of view of IWT operators, the objective should be to provide clear waterways to eliminate fouling of vessel's propellers with water hyacinth and ensure unobstructed passage for watercrafts. 3 Additionally, the presence of water hyacinth presents a poor aesthetic sight for the tourists who would look forward to seeing cleaner waterways while cruising along in the tourist launches and boats. I This document addresses the Water hyacinth locations, its quantity, its disposal and associated environmental issues. Serious Threat To The Local Communities Apart from causing a serious hindrance to navigation, the water hyacinth is a constraint to aquatic productivity; a nuisance to fishing }operations, provides a breeding substrate for mosquitoes causing health hazards and disrupts I agricultural operations when they invade paddy fields. However, according to Fisheries Department, water hyacinth is good for certain types of fishes called "Murrals". They provide a protective layer for this fish and under its shade the 'Murrals' breed in large I number. 5 WATER HYACINTH ITS CONTROL, REMOVAL AND DISPOSAL - KNOWN PRICIPLES & OPTIONS Prior to the consideration of various available options, it is necessary to know the reasons for its growth in the project area. The main reason is the construction of Thannermukkom bund acting as a salinity barrier. The construction of a barrage at Thannermukkom about 10 km upstream of Vaikom, has barred 3 the entry of saline sea water to the backwaters and increased the growth of water hyacinth and other aquatic floating weeds (also called algal weeds). The growth of this plant is most prolific during the dry season when the water flow in the rivers is at its lowest and the sluices X of the barrage are closed to prevent saline water inflow. The various available option for the management of water hyacinth are discussed below: | Option-1 Salinity Approach to control Water Hyacinth Saline water destroys this plant. In general, water hyacinth dies at a faster rate in higher salinities. When salinity increases, the roots lose the capacity to absorb the nutrients from the water and soil. Experiments have | shown that a salinity of 2.4 ppt (parts per thousand) is the upper limit for 100% survival of water hyacinth. This value is low compared with the tolerance limit of seven parts per thousand (ppt) for African payal (Salvinia molesta). | Since the control of Salinity is not practical in Kuttanad area, this is not a viable option in the Project.

LBWIISheladia/CES/ICT 3 Kerala State Transport Project Environmental Assessment -September 2001

BENEFICIAL USE BASED OPTIONS Sufficient experimental data are now available on different aspects of growth, harvest and utilization of water hyacinth.

Option 2 Cattle feed Water Hyacinth can be used as fodder for cattle, sheep, goat and pigs. Use of this weed as a source and animal feed has already been proposed. Water hyacinth is dewatered by pressing through a mill and is then fed to the livestock on 25% level, in their feed on dry matter basis. Partially dewatered hyacinth may be sun dried for hay making which preserves it for a longer period. It can then be mixed with livestock feed as and when required. Small-scale industries could be set up to process it into appropriate type of animal fodder and raw material to be utilized in paper and board industry and compost making.

In some countries like Indonesia, pigs are fed rations containing Water Hyacinth after certain treatment like boiling and mixing with other feeds. In China, Pig farmers boil chopped Water Hyacinth with vegetable wastes, rice barn, copra cake and salt to make a suitable feed. In , fresh Water Hyacinth is cooked with rice barn and fishmeal and mixed with copra meal as fodder for pigs, ducks and fish in ponds. Similar practices are common in the Philippines and Thailand. Partially dewatered Hlyacinth may be sun dried for hay making which could then be preserved for a longer period and be mixed with livestock feed as and when required.

Although this is an option none of the people in the project area use this for Cattle feed. It is not possible to implement this, as the people have never known to be experimented on this. This option is also not feasible for the Project waterways. Option 3 Biogas The dried water hyacinth when burned can be used for the production of bio-gas. However, the cost of such processing is reportedly high. Suitable designs of bio-gas plants to process water hyacinth are being developed. In Kerala also, research has been carried at CWRDM Kozhikode for biogas generation from water hyacinth. The results reported were not satisfactory. This option is also ruled out. Option 4 Packing materials. A glass industry locally tried to use it as a packing material for glass. The material when reaches the destination is found to be spreading the growth of water hyacinth in the destination area. Hence the company later said to be abandoned the idea. This option is also not possible for the project waterways.

Option 5 Floral arrangements Since it is an ornamental plant it can be used for flower arrangement also. People in general have developed hatred towards the plant. This is also not an acceptable option viable for Kuttanad region and cannot be considered.

Option 6 Pulp and Paper: Experimental results show that Water Hyacinth is a promising material for the production of fibre and insulation boards. Water Hyacinth has often been proposed as a source of pulp and paper and some successes have indeed been reported. However, a major problem is the dinging of moisture to the fibre and difficulty in dewatering of the pulp by the usual paper making rollers. Recent reports from the Philippines indicate that cellulose fibres can be successfully extracted from the stem of Water Hyacinth. Further blending of Water Hyacinth fibre with the short fibre pulp from wood or baggage can be used for production of quality pulp and paper.

LBII/Sheladia/CES!ICT 4 Kerala State Transport Project EnvironmentalAssessment -Scptcmbcr 2001

This option cannot be used, as the technology is not economically available to the Kuttanad 3 region.

Option 7 Manure compost Water hyacinth is a good fertilizer for the growth of coconut 3 palms. This is one of the most viable options along the project waterways as the people are using it as manure in the coconut gardens. However, as the collection and disposal is very expensive and usually labour intensive. This is not presently being followed in the area. | Justify in detailed project strategy the disposal also will help as a fill material to the gardens.

I 6.0 QUANTITATIVE ANALYSIS OF WATER HYACINTH Water hyacinth multiplies rapidly in stagnant backwaters and at times occupies the entire water surface from bank to bank stretching over distances as long as 2 to 4 km along the * canal course. An attempt has been made to assess its magnitude based on the water spread area of the three feeder canals as worked out from the hydrographic survey charts. The rough estimate is indicated in the Table 2.0. TABLE 2.0 MAGNITUDE OF THE AREA AFFECTED BY WATER HYACINTH I WATER SPREAD AREA ESTIMATED CANAL AREA TO BE INFESTED *______(000 M2 ) (30% OF TOTAL) Alappuzha - Kottayam (AK) 1,820 546 Alappuzha - Changanaserry (AC) 2,220 666 Kottayam - Vaikom (KV) 860 258 Total 4,900 1,470

It is seen from the above that the surface area affected by water hyacinth during certain ~~~~~~~~~~~~~~~~~~~~~~~~~~~~2 seasonsI on the three canals is approximately 1,470,000 m . The adverse effects of such uncontrolled growth of water hyacinth on agriculture, fisheries, transport and human health 3aresignificant and steps need to be taken for its collection, disposal and prevention of fuirther growth. 7.0 TECHNIQUES FOR REMOVAL AND CONTROL OF WATER HYACINTH A number of studies have been carried out in several countries for eradication of this weed by physical, mechanical, chemical and biological methods but no foolproof method has so far been evolved for its removal.

According to experts, manual removal of Water Hyacinths is the best way. If the Hyacinth is | removed twice in a year then the uncontrolled growth can be stopped to a certain extent. Clcaring by manual method, though quite suitable from small and shallow water areas, is not suited for medium and larger water spreads. According to the local people, they prefer to I remove these weeds first by machines and after that manually. The mechanical method does not completely remove the roots, which grows quickly again. But if chemicals are sprayed then it will cause adverse effects on the ecosystem.

7.1 NATURAL OR BIOLOGICAL DESTRUCTION 3 Recently Australian scientists from the Entomology Department of CSIRO reported success in Biological control of Water Hyacinth using two species of beetles belonging to Neokettina

I.BII/Sheladia/CES/[CT 5 Kerala State TransportProject EnvironmentalAssessment -September 2001

family. Although starting is very slow the entire operation is very fast. This operation was successfully carried out first in Papua New Guinea and later at Lake Victoria (Second largest fresh water lake in the World). The beetles eat the leaves of the plant and the larvae eat the stem finally water enters the stem and it decays and settles to the bottom. The following press I cuttings (Box - A 3.1) from the Mathrubhoomi daily described this development and has been copied to the Irrigation Department.

The proposal so far did not create enough impression for being pursued in this project.

BOX A 3.1 NEW HOPE Recently Australian scientists from the Entomology Department of CSIRO reported success in Biological control of Water Hyacinth using two species of beetles belonging to Neokettina family. Although starting is very slow the entire operation is very fast. This operation was successfully carried out first in Papua New Guinea and later at Lake Victoria (Second largest fresh water lake in the World). The beetles eat the leaves of the plant and the larvae eat the stem finally water enters the stem and it decays and settles to the bottom. The following press cuttings from the Mathrubhoomi daily described this development and has been copied to the Irrigation Department 7.2 OTHER METHODS

During the final stages of project preparation it was noticed that a new technique is now used for clearing the weeds and cleaning the water systems. An international Company "Clean Flow International' has so far applied the technique to small water bodies and river systems only. The application to big water bodies like the Vembanad Kayal and the Canals need to be assessed on an experimental basis. Although the company representative visited the project location in July 2001 so far no proposals have been received from them for consideration in the project. The principle is to streamline and use all nutrients within the system productively and effectively in the water system itself by certain level of positive mcchanical interference by which the system will be able to utilise the effects helping to create a better aquatic eco system. In the whole process the factors which help the prolific growth of the weeds will gradually disappear and hence the growth of weeds also.

A proposal received on September 13, 2001 is being evaluated.

UNTIL A SOILD PRACTICAL AND ECONOMOCALLY VIABLE PROPOSAL IS DEVELOPED THIS METHOD CANNOT BE CONSIDERED.

8.0 CONSULTATIONS The following institutions were consulted while researching water hyacinth: * Scientists-in-charge, Department of Aquatic Biology & Fisheries, University of Kerala and the State Planning Board, Kerala. * Senior Scientist of the Algology Department, Central Marine Fisheries Research Institute (CMFRI), Kochi and * Head of the Aquatic Weed Department, Kerala Agricultural University (KAU), I Mannuthy (). Research to date has revealed that the adverse effects of chemical and biological methods on the environment are more harmful than any benefits. According to the Kerala Agricultural University, 8 ml of Glyphosate manufactured as 'Round Up' or 'Glycel' mixed with one liter of water sprayed on the foliage is most effective for eradicating water hyacinth. However, its

_ I BII/SheladiatCEStlCT 6 Kerala State TransportProject EnvironmentalAssessment -September 2001

of water sprayed on the foliage is most effective for eradicating water hyacinth. However, its | effects on the ecosystem are not known. An expert from the Botany Department, University of Kerala stated that these chemicals are poisonous for the flora and fauna and are definitely not recommended. The Scientists in the CMFRI had experimented with the mechanical methods by developing a harvesting machine but found it unsatisfactory. According to them the machines did not completely remove the roots, which germinated rapidly again. The only effective method presently available for control of water hyacinth without causing any harmful effects on the environment is the physical removal of weeds with manual operation. Experiments have shown that the manual removal of this weed yielded success to the extent of 90%. An expert from the Botany Department, University of Kerala confirmed that manual removal of hyacinths is the best way for eradication and control. Water hyacinth being aquatic is easy to collect by manual labour. Its disposal is, however, more difficult due to its high water content. It takes some time to dry before it can be burnt. Most difficult of all is the prevention of further growth since the roots remain dormant for at least one year and maintain their viability for several years.

11. PROJECT REMOVAL OPTIONS

The only effective method presently available in front of the project is for control of water hyacinth without any negative impacts on the environment is the physical removal of weeds with manual operation. The process involve * Identification of location * Collection from the waterways * Labor requirements for making the collection possible I * Disposal mechanism * Disposal site The Irrigation Department (ID), Government of Kerala has carried out experiments for removing water hyacinth from a small area of 600 m2 using country boats, labour and equipment like bamboos, buckets, rope, shovels and sharp knives. Eight persons were deployed on each boat for one-day cutting water hyacinth, pulling out roots, collecting and loading into boats, conveying, unloading and depositing at pre-selected sites. The cost of this operation was Rs. 3.05 / m2 as shown below. Cost Estimate for Water Hyacinth Removal

Two boats with two boatmen III class @ Rs. 190/Cash - Rs. 380.00 Workers for cutting, collecting, loading to Vallam and unloading @Rs. 91/Cash - Rs. 1274.00 LS. hire charges of bucket, coir and other accessories - Rs. 10.00 Rs. 1664.00 Add: 10% Profit Rs. 165.40 Total Rs. 1829.40 Cost/in Rs. 3.05 M2

Area Cleaned = 600m /day

11.1 Removal Of Water Hyacinth From Project Waterways

Based on the above estimate, an estimate for the removal of water hyacinth from the project waterways have been carried out as shown in Table 3.0. An estimated total of Rs 45 Lakhs (Rs 4.5 Million) is required for the operation.

LBliUSheladia/CES/ICT - Kerala State Transport Project Enivironmental Assessment -September 2001

TABLE 3.0 COST ESTIMATE FOR REMOVAL OF WATER HYACINTH FROM PROJECT WATERWAYS NAMECANALAREAOF TO BE ESTIMATEDCOST _NAME OF CANAL CLEARED(M 2) (RS.) Alappuzha - Kottayam 546,000 16,65,300 Alappuzha - Changanaserry 666,000 20,31,300 Kottayam - Vaikom 258,000 7,86,900 Total 1,470,000 44,83,500 I Say Rs. 45.0 Lakhs There will not be any transportation charge as the disposal site will always be next to the harvesting place.

11.2 Recommended Removal Method It is proposed to control water hyacinth by the manual method tested by Irrigation Department (ID). The operation is highly labour intensive and fits in well with the plans and programmes of the Central and State Governments. This will also give some employment to the local people. The work will create 4 man-days per 600 Sq.m area creating about 9000 man-days in total. This is equivalent to employment for 90 people for 100 days in the early stages of the project. During the operational stage, additional employment generation would be of the order of 10 percent of the initial man-days. Although quite suitable for small areas, it may present organizational problems for initial removal of hyacinth estimated to spread over a large area of 1,470,000 m2 . It will be J necessary to enlist the cooperation of local people through village / gram panchayats to undertake this task. Local people are the principal beneficiaries and have shown interest in involving them selves in community management program for removing water hyacinth and i other aquatic weeds manually to ensure for them selfs cleaner water for drinking and to mitigate health hazards due to mosquitoes breeding in hyacinth affected stagnant water. People will gladly participate in such a 'clean up' operation on the waterways and will be * gainfully employed through their panchayats (local bodies), which in turn would be funded by the State for this purpose. The fund can also be pulled in from the on going Central | Government employment schemes. 11.3 Water Hyacinth Disposal

The project has consulted officers of the Irrigation Department at Kottayam and Alappuzha regarding the possibilities of disposal of Water Hyacinth as well as the dredge material prior to the consultation with local people. The department authorities opined that the Contractor U would be able to sell the Water hyacinth and dredge material profitably to the Farmers, as every individual farmer need more fill material to raise the ground level. The water hyacinth will be used as a bio-manure in the coconut gardens and plantations. The entire section of I people (100 percent) consulted during the field visit was ready to accept the materials. The report of the field visit is attached as Annexure-l of Appendix-2 in Dredge Disposal Plan. Further the team requested a cross section of the people to submit their consent in writing. I The consent letters thus received are enclosed as Annexure -2 of Appendix-2 in Dredge Disposal Plan. This also include consent letter from a Padashekra committee, representatives from Coconut Gardens and Residential plots. All of them were very happy to receive the c dredged material. The consultants also convinced that the Contractor would be able to make additional profits out of the dredged material as well as from the Water hyacinth disposal.

LBII/Sheladia/CES/ICT 8 Kerala State Transport Project Environmental Assessment -September 2001

Additional cost provisions have been included in BOQ bill No. 10 for compost making. The pits shall not be restored in order to reuse it during experimental period. It is worth mentioning that not even a single individual opposed the idea of disposing the material in their properties. Areas of water adjacent to the banks of waterways should be demarcated and localized for depositing water hyacinth. Pitching bamboo sticks around the area and securing them with ropes or wire can effect the localization. Localized dumping of water hyacinth would keep the waterways free for navigation. In order to minimize the re-growth after each manual clean up operation, the activity should be repeated in every six months. This would control the re-growth of water hyacinth to a I large extent year after year and is recommended as part of the regular waterway maintenance and conservancy measure.

| There are considerable areas of Coconut gardens plantations in the area. Water hyacinth is a good fertilizer for the growth of coconut palms. The dumping of the water hyacinth in the adjoining coconut gardens will positively benefit the Gardens. This can now be undertaken as the entire Kuttanad community accepts water hyacinth harvested to dispose it in their Coconut garden Owners or on their plots.

I 12.0 RECOMMENDATIONS

According to experts, manual removal of Water Hyacinths is the best way. If the Hyacinth is removed twice in a year then the uncontrolled growth can be stopped to a certain extent. Clearing by manual method, though quite suitable from small and shallow water areas, is not suited for medium and larger water spreads. According to the local people, they prefer to remove these weeds first by machines and there after manually.

As there is a great scope for the cultivation of Water Hyacinth in India, attempts could be made to standardise the design of biogas plants suited to the need of the material and such plants could be set up on pilot basis to assess their economic feasibility.

* 13.0 CONTRACTUALCLAUSES NECESSARY TO CONTRACTORS

The contractor shall obtain written permission from every individual farmer or property owner prior to the disposal. The obtained written permission should be acceptable by the Employer or its representative. The permission should clearly mention the land use of the disposal site and the possible impact to the disposal site. The possible negative impact could - be the impact to drinking water sources and also to the stinking smell to the houses if any in the plots. The Contractor shall obtain advise from the supervision Consultants or from the Project Implementation Unit in case of any complication with regard to disposal.

Note: Coconut garden: Coconut planted in a house plot. Coconut plantation: Coconut planted without a house plot.

l

LBII/Sheladia/CE5tICT 9 Kerala State Transport Project Environmental Assessment -September 2001

APPENDIX - 6.1

NAME OF WORK: ANNUAL MAINTENANCE OF T.S. CANAL FROM | KOVALAMTO KOLLAM

TypicalEstimate for 1 km

1. Clearing light jungle includinguprooting of thick vegetation and small trees of girth up to 300 m and removal of rubbish up to a distance of 150 m.

2 2 Say 250 m2 Rs. 50/100m 125.00

2. Labour charges for removing water hyacinth and other vegetable growth from the waterway, cutting, collecting, conveying to convenient the with all leads and lifts and incidental charges for country boats and other necessary equipment required for the work etc, complete.

Say| 720 m2 @ Rs. 120/100 n2 864.00 Subtotal 989.00 Contingencies 11.00 TOTAL 1000.00

(Source: IrrigationDepartment) I l l l I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 3 LBII,'Sheladia!CESdICT 3 Kerala State Transport Project Environmental Assessment -September 2001

APPENDIX-6.2 ENVIRONMENTAL ASPECTS OF DREDGING 3 Potential environmental Impacts resulting from the dredged material disposal may be physical, chemical or Biological in nature. Because many of the waterways are located in industrial and urban areas, sediments often contain contaminants from these sources. Unless I properly managed dredging and disposal of contaminated sediments can adversely affect water quality or aquatic or terrestrial organisms.

I The selection of dredging equipment and the method used to perform the dredging will depend on the following factors. I * Physical characteristics of the material to be dredged * Quantities of material to be dredged * Dredging depth * Distance to disposal area * Physical environment of dredging and disposal are'a 3 * Contamination of level of sediments. Method of Disposal * Production required * Types of dredges available I Selection of suitable dredging and transport equipment and techniques must be compatible with the disposal site selected. Three major alternatives are available * Open water disposal * Confined disposal 3 Beneficial use Each of the major alternatives involves its own set of unique considerations, and selection of an alternative should be made based on environmental technical and economic considerations I Beneficialuse of Dredgedmaterial are 1. Habitat restoration/Habitat enhancement (wetland, upland and aquatic sites including 3 use by waterfowl and other birds) 2. Beach nourishment 3. Aquaculture I 4. Parks and recreation (commercialand non commercial) 5. Agriculture, Forestry, horticulture 6. Strip mine reclamation and landfill cover for solid waste management I 7. Shoreline stabilisation and erosion control (fills, artificial reefs)\ 8. Construction and industrial use 9. Material Transfer (fill, dikes, levees. Parking lots and roads) I 10. Multiple purposes. For confined or dike disposal a knowledge of site characteristics is necessary for assessment of the potential impacts and contaminant impacts. The information on site Characteristics is necessary for assessments and includes the following:

1LBII/Sheladia/CES/ICT l Kerala State Transport Project Environmental Assessment -September 2001

1. Available area and volumetric storage capacity to contain the material for the required * life of the site 2. Real estate configurations and access 3. Proximity to sensitive ecological environments 4. Topography to include potential changes in elevation, runoff patterns and adjacent drainage 5. Ability of the dredged material to eventually dry and oxidise I 6. Groundwater levels, flow and direction and potential impact on groundwater discharge and recharge 7. Meteorology and Climate I 8. Foundation soil properties and stratigraphy 9. Potential groundwater receptors 10. Potential alteration of the existing habitat type I11.Potential for effluent, leachate, and surface runoff impacting adjacent ground and surface water resources 12. Potential for direct uptake and movement of contaminant into food webs * 13. Potential for volatilisation of Contaminants, 14. Potential for dust, noise or odour problems 15. Potential to implement management activities when deemed necessary 16. Potential accessibility of the site by the public 17. Contamination history of the proposed site Reference: Evaluating Environmental Effects of Dredge Material Management Alternatives A Technical Frame Work EPA Us Army corps of Engineers, July 15, 1997

Website: h-ttp://www.epa.gov/owow/oceans/framework/index.html

l l ~~~~I BISeai/EIC KeralaState Transport Project DredgeDisposal Plan for I WT Project-September 2001

I| APPENDIX -6.3 DREDGE DISPOSAL PLAN FOR KSTP- PHASE-i -IWT PROJECT 1.0 INTRODUCTION The IWT Pilot project is one of the Phase -1 component of the Kerala State Transport Project to be implemented with the World Bank loan assistance. The project has taken up the three Canals in the Kuttanad region linking Alappuzha, Changanaserry, Kottayam and Vaikom. As I a part of the improvement proposals no widening and land acquisition is proposed, however there will be dredging in all the three feeder canals in order to have sufficient depths for the smooth navigation of design vessels. In order to address various environmental issues and I impacts, an Environmental Impact Assessment (EIA) including a stand-alone Environmental Impact Management Plan (EMP) has been prepared.

| The nature of impact depended upon tihe presence of heavy metals and pesticides, which could be leached into the groundwater if dredged materials were to be deposited on land. This will be applicable to the Kottayam - Vaikom canal. This would be of particular concern U if any dredged material were used as the base for dwellings using shallow wells under the deposited materials for drinking water. These contaminants could also be re-suspended by the dredging operation and enter into the food chain through fish and as a part of the diet of local people this could affect their health.

None of these impacts are anticipated as the test results does not revealed any undesirable substances in the sediments that will make serious health hazardous of any kind. Further the test results where also evaluated based on the Hazardous Waste Management Rules 2000 of MOEF also. This aspect is further analysed as below. TABLE 1.0

* ___ PROJECT WATERWAYS

SSL. WATERWAYS [NAME OF 1LENGTH !ACTUAL LENGTII NO. FI,EEDER OF CANAL (km) CONSTRUCTION DREDGING I l WORK IN EACH (in) CANAL (km) I Alappuzha -Kanjiram AK canal 23 23 12,000 Kottayam 2 Kottayam(Kanjiram)e"' - KV canal 42 24.5 22.500 Vaikom (Actual distance Waterway from Kottayam to Vaikom is _ l ~~~~~~42kmie. 3.S+24.5+14 Km) 3 Alappuzha - AC canal 28 28 8,000 _ Changanaserry _93 _42_50075_5

* l~~~______93 75.5 42.500

The single most serious concern in this project is the dredging and associated disposal of sediments. The project will use hydraulic (in wide areas) and mechanical(in narrow sections) dredging for the pilot project.

I ex- Section Kottayam to Kanji ram (3.5 kim)is iicluded in Alappuzha-Kottayam Section and 14 kml is not considered in this project as it forms the part of Nationial Watcrways. l LB3IIStecladiaiCES!'ICTI Kerala State Transport Project Dredge Disposal Plan tor IWT Project -September 20)01

I 2.0 DREDGE LOCATIONS IN ALL THE THREE FEEDER CANALS The location where the dredging has been proposed is shown in the linear diagrams for all the three canals separately. The maximum dredge distance is in the Kottayam- Vaikom Canal. A detailed analysis of the length, volume etc is provided below in Table 1.0.

This document addresses the dredging locations, quality of the dredge material, its disposal and associated environmental issues.

To make the canals navigable, there will be dredging of 156,000 cu.m of sediment from the waterways. The locations of dredging are shown in the Figure 2.0, 3.0 and 4.0 in for the three canals. Maximum dredging requirement is in the Kottayam Vaikom canal and the Minimum dredging requirement is in the Alappuzha- Changanaserry. This can be explained from the I present condition of the canals. The Alappuzha- Changanaserny Canal is the most used Canal out of the three selected pilot Canals and the KV Canal is the least used Canal among the three. Hence the maximum dredging requirement is along KV and minimum dredging along Alappuzha- Changanassery.

2.1 SEASON FOR DREDGING

The dredging of the sediments for deepening along the identified stretches of canal is to be carried out during non-rainy season. The best timing would be immediately after the rainy season that is during the months of February and March or in September and October. The season March to May is also suitable but not advisable as there would be problem of sediment dispersion leading to aggravated water quality conditions. More over if the dredging I is planned in January to March this will allow sufficient time before Monsoon set in. Also its is recommended to dredge only at one place per canal at a given point of time to avoid large scale dispersion of sediments.

Dredging is to be done after the rainy season during the months of February and March or September and October. If the dredging is in rainy season the silt will be deposited again in I the canal. Dredging and dredge disposal being the most important environmental aspects, the dredging process and the required special mitigationi efforts are as provided below.

3.0 DREDGING PROCESS AND EQUIM'NIENTIS

| There are two types of dredging process: Hydraulic and Mechanical as explained below,

In the Channel sections where Canal widths in excess of 100 metres are Hydraulic dredging available, the contractor may use Hydraulic-dredgingequipment such as Cutter suction and dustpan dredges. When using a cutter suction dredge channel slopes may be made by cutting a box cut till half of the slope width withinthe height of I the single cut. This method is indicated in the engineering drawing No KPCC/IWT/TND-03 Mechanicaldredging As the banks of the canals are no where suitable to accommodate excavating equipment,all mcchanicalexcavation is to be exccutcdusing a back hoc or grab dredge, mounted on a pontoon or barge as approved by the Engineer.Disposal of materialdredged by means of mechanicalexcavation, from a designatedchannel scction will be on land as per the dredge disposal plan prepared for the project (Attachedas Appendix2).

a -I,ISh131 iad CT S ICI I Kerala State Transpon Project Dredge Disposal Plan for IWT Project --Septemher2001 I

| 3.0 QUANTITATIVE ANALYSIS OF DREDGE MATERIAL

The impact of dredge spoil disposal6 ' can be analysed as discussed below. A quantitative analysis is shown in Table 2.0. In addition to this, there would be an expected annual increased dredging requirement of 5% of this initial volume. This will be of the order of 7500 cu.m per annuam. The location of annual maintenance dredging may not be in the same locations during construction stage. This will depend on the location of further silting along the Canals. The location can be entirely new stretches along the canals.

TABLE 2.0 IWT DREDGE MATERIAL QUANTITY ANALYSIS SL APPROXIMATE NO DETAILS OF DREDGING LENGTH AND REMARKS QUANTITY I Total Dredging length for KV canal 22,500 m Maximum dredginig I 2 Dredging length for Alappuzha- 8,000 mn Least drcdge volume Changanaserry Canal 3 Dredging length for Alappuzha- 12,000 m Medium dredge Kottayam Canal volume 4 Total Dredging length 42,500 m Total Length of I < dredging-42.5 km * | Total dredge volume 156,000 Cub.m All Canals to ether 6 Dredge volume per kilometre 3,67ICub.m 3 L?7 Dredge volume per metre 3.67 Cub.m This will require disposal of 1,630 cub. m per km on either side. The quantity of dredged material along the three different Canals are

o KV Canal {22500X3.67m}= 82575 Cub.m. i AC Canal {8000X3.67}= 29360 Cub.m *LoAKCanal {12000X3.676= 44040Cub.m

The strengthening of bunds on both sides has been an important improvement activity I proposed and considered for IWT pilot project. With this consideration and the dredge material being non-hazardous, it can be deposited on the interior side of the bunds.

| The project has consulted officers of the Irrigation Department at Kottayam and Alappuzha regarding the possibilities of disposal of dredge material as well as the water hyacinth prior to the consultation with local people. The department authorities opined that the Contractor * would be able to sell the dredge material as well as the water hyacinth profitably to the farmers, as every individual farmer need more fill material to raise the ground level of their optional fields. The entire section of people (100 percent) consulted during the field visit was ready to accept the materials. The report of the field visit is attached as Annexurc- 1. Further the team requested a cross section of the people to submit their consent in writing. The consent letters thus received are enclosed as Annexure -2. This also include consent letter from a Padashekra committee, representatives from Coconut Gardens and Residential plots.

| 6. Evaliiatiiig Environmental Effects of Dredge MfiaterialMaianagrent Alternativcs A Technical Frame Work EPAUS Armnycorps 0 EnLgineers.Jl\k 15. 1997

L1311Slitladia CES IC I KeralaState Transport Project DredgeDisposal Plan for IWT Project-September 2001

All of them were very happy to receive the dredged material. The consultants also believe that The Contractor will be able to make additional profits out of the dredged material as well as from the water hyacinth disposal.

In the case of AC Canal and AK Canal the dredge disposal is a simple issue because of the small volume involved. In this case, there are three types of areas.

Case -1 Urban Area

Dredging near Urban Area at Alappuzha and Changanaserrv In this urban area, adjacent to the towns there are vast areas of agricultural land mainly Coconut gardens. Permission from the land owners will be required to pump the dredge material to the coconut gardens adjacent to the Canals. Other than the temporary landscape effect there will not be any serious impact to the land and property. On the other hand the dredge material will be very fertile and hence useful to the coconut garden. More over, the eroded land can be filled to certain extent giving more stability to the region.

Case-2 Paddy Cultivating Area

Dredging Near Padashekarams The disposal of dredge material to strengthen the bunds surrounding the padashekarams will spread the slurrv material to vast areas through out the paddy cultivating area. This requires written permission from the landowners. The sand will remain and the water mixed clay (slurry) will spread rapidly away from the area of deposition.

Case-3 Rural Area

In the case of Kottayam-Vaikom canal, almost entire dredging operations are near the garden areas of the houses on both sides of the waterways. Unlike Padashekarrams, all theses garden areas are located above mean seal level. The disposal of the dredged material to the gardens is a possibility that can be explored. The impact would be a temporary adverse effect of a spoilt land.

4.0 TESTING AND CHEMICAL ANALYSIS OF DREDGE MATERIAL

Tests have been made to evaluate the quality of the sediments for safe disposal.

Estimation of Hcavy Metal Concentration For Dredging Operations: According to the findings by the United State Army Corp of Engineers (Technical Note DOER-E6, April 2000), the maximum concentration of re-suspended sediments in water using any conventional methods of dredging is 600 mg/L. Based upon the sampling results of heavy metals in the sediment, estimates have been made for the concentrations of heavy metals likely to be introduced into the feeder canals water due to the proposed dredging operations. The formula used for the Estimation of concentration:

Contaminant Concentration (mg/L) in water = 600 mg/L * Sampled Sediment Conc. (mg/kg) * 1 kg/106 mg

The results are presented in the Exhibit 6. 1. These concentrations have been compared with standards presented in the World Bank's Pollution Prevention and Abatement Handbook, July 1998.

1L1311Sh,cla,dia C( S'ICT 4 Kerala State Transport Project Dredge Disposal Plan for IWT Project -Septcnmber20011

TABLE 3.0 ESTIMATED HEAVY METAL CONCENTRATION FOR DREDGING OPERATIONS

Station Contaminant Measured Estimated World Bank I Concentration Concentrationin Standard in Sediment Water (mg/L) mg/kg mg/L i Changanaserry Copper 5.95 0.0036 0.5 Jetty Lead 0.45 0.0003 0.1 Kavalam North Copper 7.35 0.0044 0.5 Lead 0.55 0.0003 0.1 I AlappuzhaJetty Chromium 6.25 0.0038 0.1 Copper 10.95 0.0066 0.5 Lead 0.95 0.0006 0.1 Marthandam Jetty Copper 7.30 0.0044 0.5 Lead 0.50 0.0003 0.1 Kanjiram Route Chromium 1.70 0.0010 0.1 *_,_Copper 4.0 0.0024 0.5 I Lead 0.15 0.0001 | 0.1 Near Chepunkul Copper 3.85 0.0023 | ().5 l Bridge Lead 0.20 0.0001 | 0.1

5.0 DREDGE DISPOSAL PLAN AND OPTIONS

Since the sediment is generally of acceptable quality chemically for a safe disposal no elaborate arrangements are required to prevent or control adverse impacts upon the environment. A number of available options are listed below.

| 1 F This proposed dredge disposal plan (Appendix-6.3) is based on the results obtained from the Central Water Analysis laboratory of CWRDMDRed. The sampling and test report of CWRDM annexure 3 to appendix 6.3 and the detailed analysis and interpretation report prepared based on the sampling report is attached as Annexure 4 to appendix 6.3.

2 The present laboratory analyses indicate that there would not be anv harm to the aquatic ecology if the dredged material were dumped in the Vembanad Lake.

3 An open Sea disposal is also seen as an Option for safe disposal.

4 An open lake disposal also can be explored, as the sediments will not create any threat or disturbance to the aquatic ecosystem other than in the area of the dredging and of deposition. Since these are slow processes the actual negative impact to the ecosystem I would be small. The Government of Kerala clearance will be required for this action as this is related to CRZ regulations.

5 The filling of paddy field areas should not be pernmitted, as it is a sensitive land use of the State and hence an important resource of the State. The Contractor has to ensure that the willing buyer will not fill paddy-cultivating areas for cultivation of other crops without the permission of the District Collector on behalf of the State Governmlnent accordinig to the U l land Utilizationi order of 1967.

DRe

LBII SheladiaCES l(KT Kerala StateTransport Project Dredge Disposal Plan for IWT Project -September 2001

6 Possible landfill to create new paddy areas from shallow lake areas:

1 Filling of CRZ areas is not allowed as per the CRZ requirements.

8 It is expected that there would a number of willing buyers for the dredged material for filling mixed crop areas, and also as a fill material for all adjoining land areas including padashekrams.The dredge material can be used to protect the Padashekarams by strengthening the bunds (Consultation at Vellinad Panchayat) on both sides of the I Canal. The dredge material will not allow thefarmers to raise the level substantiallyas the quantity that will be available close to the padashekrams will be negligibly smnallfor that purpose.

Acceptable Option: This option was later explored in detail and found to the best method of disposal acceptableto the local people as well as the project authorities.

9 The contractor could refer to the website *lttp://www.epa. ov/owow/oceans/fiamework/index.htni I this is about Il cvaluation of environmcntal effects of dredge Material Management Alternatives. A technical Frame Work EPA US Army Corps of Engineers, July 15,1997

10 The Client may wish to insert an additional clause in the Technical Specifications: 3.1 (contd.) The Contractor shall allow for sampling and testing of the dredged rmaterialat regularintervals to ensure that the sediments removed conform to the quality of those from the test sampling.Any non-conformanceshould be brought to the attention of the Engineer for considerationof alternativcmeans of disposal.

6.0 INTERPRETATION OF FINDINGS

* The presence of pesticides does not persist in the environment under tropical conditions and no long-term effect on aquatic life or humans that consume fish, prawns or clams is expected.

* The presence of the heavy metal, lead, should not harm aquatic life and human beings, as the concentration is less than 1 mg/l in all samples. The presence of copper was detected comparatively in high concentrations in all the sampling locations. This may be due to the high runoff from the nearby urban areas.

All of the estimated concentrations are below the referenced World Bank standards. Therefore, the impacts from the dredging operations due to heavy metals present in the canal sediments are expected to be minimal.

Since the dredged materials are suitable for filling of land it can be anticipated that there would be a number of potential buyers for the material. In such cases it can be profitably sold 3 after confirming that the proposed end users action in using the material will not create any undesired result upon the environment. 3 In the case of the Pilot Project this applies and hence can be accepted.

11 31 1 IcII Ll. d .I6I S CT Kerala State Transport Project Dredge Disposal Plan for I WT Project -September 2001

7.0 THE ACCEPTED DREDGE DISPOSAL PLAN FOR THE KSTP PROJECT

As described earlier, the single most serious concern in this project is the dredging and associated disposal of sediments. Due to this, the sediment quality was tested in a laboratory | recommended by the State Committee on Science Technology and Environment (STEC). The sediments were found to be non hazardous without any serious concentration of heavy metals.

The consultation at Vellinad Panchayat (refer Chapter 8 section 8.4.1 and Exhibit 8.3) demanded the dredge material to be used only for strengthening the Canal embankments (locally known as bunds) on both sides of the Canal. There are considerable lengths of eroded I canal embankments, which need repair.

7.1 COMMUNITY PARTICIPATION

To make an implementable disposal plan, community consent through participation is required. Hence the Engineers of the Project Implementation Unit (PIU) and the PCC team I consulted a cross section of the IIIost likely affected people. Thie category of people with whom the project authorities consulted include

1 1. Land owners on both sides of the Kottayam Vaikom Canal at Kottayam and Kumarakom 2. Padasekhra Committee at Kavalam 3. Land owners on both sides on the Alapuzha- Changanassery canal. 4. Consultation of Irrigation Department officials at Alappuzha and Kottayam

The people were informed about the nature of sediments, its quality and the possible environmental consequences.

I1 All the four above consultation have clearly indicatcd that thc disposal of the dredged material in the plots of the individual farmers is acceptable to the farmers whole heartedly provided the side walls of the Canals are protected properly. It is most particularly noted * that not even a single individual during consultation has raised anv objection for the dredge disposal in their land. It has been revealed that every individual owvnerof the land needs all material deposited in his or her land only. The maximum dredge material disposal is in the Kottayam- Vaikom Canal. In fact, every individual plot owner wanted to raise his or her land possibly to avoid any inundation of water during monsoon season as flooding is a usual problem in the area.

7.2 ENVIRONMENTAL MIONITORINGOF DREDGING AC'I lVI'I'IES

All monitoring activitiesshall be a coordinated effort of the engineering and environmentalteam with regard to dredging, dredge disposal and associatedpublic consultation. The monitoring aspects are as discussedbelow.

I I All excavation/dredgingactivities and dischargesto the waterwaysfrom the disposalareas will I be monitoredto ensure compliancewith projcct and nationalenvironmental criteria 2 As appropriate Environmentaland Social ManagemiienitCell (ESMC) of PIU will carry out public consultationsdurinig construction period with local people, local NGOS and local bodies in order to avoid impactsand also to miitiuateand minimiiisethe impactsif any occurred.

IBII 5lic:hlia.CES ICT I Kerala State Transport Project Dredge Disposal Plan for IWT Project -September 2001

| 3 The project has carried out adequate consultations and had recently publicised all project plans (EIA and EMP documents) in pre-identified locations. These documents will also be exhibited in the PIC of World Bank office at Washington and New Delhi.

4 At the dredge disposal sites the dewatering periods are as follows . During the first 48-96 hours after cessation of input of hydraulically dredged I material * During initial consolidation of the disposed material, estimated to require 9-12 months Further consolidation of disposed material, estimated to require 24 to 36 months

5 Dredging shall not be carried out at more than one location at the same time in a Canal to avoid large-scale turbidity and also to avoid large-scale disturbance to aquatic environment. The slow process will generate lesser turbidity at a given time period.

6 The transport of dredged materials via cutter section dredge lines has the potential to impact large areas if spillage or leakage occurs. Thc accidental dischargc will drastically increase suspended solids near the leaking section. As the spillage could impact water bodies etc * rcmedial measures will have to be taken by the Contractor.

8.0 DREDGE DISPOSAL PROCESS

The process is rather simple as the disposal site is immediately close to the dredge site. The dredger will be able to pump the dredged material directly to the disposal site through pipes. The material needs no transportation, no drying no storing etc. The dredged material will be in the form of 'slurry' a mixture of sediments and water.

Disposal of dredge material will be using a jet nozzle, at the end of a short floating pipeline, or by connection to a pipeline over land for disposal at longer distances. Such distances will not exceed 2 km, and will not require a booster station

I TABLE 4.0 SDREDGEDISPOSAL SPECIAL MITIGATION MEASURES I 11 SL DREDGING- ENVIRONNIENTAL MMITIGATION MEASURES NO IMPACTS AND ISSUES I l Dredging Equipments and machineries: All Use of any other equipment or methods will dredging equipment must conform to the only be permitted after review and approval of international standards Environmental and Social Management Cell (ESMC) and an approval of the Contract. 2 During construction, it is anticipated that There The KV canal and the upstream portion of AK I will be increased noise due to dredging and other and AC canals are relatively densely populated earth moving equipment. This is projected to rural areas and need to mitigate and or generate 60-9OdB of noise, the impact of which minimise the effect through the use of efficient will be most pronounced in rural areas, with little mufflers for diesel engines of excavators and motor vehicle traffic. dredging equipment. More over the dredging shall not be carried out at night between 7pm and 7am Operating machinery must be able to I t operate with a noise appropriate to the neighbourhood at distances greater than 200 m from the dredge or boostcr pumps. All * l equipnmenitsshould be fitted with noise suppression to meet applicable national

1,111 sheladial C S 1 T1- S Kerala State Tranisport Project Dredge Disposal Plan for IWT Project -Septemnber20)01

standards. 3 3 Dredge disposal sites. If the padashekara samithy requested the confined disposal Facility will have to be If the padashekarasamithis have any specific provided at the padashekatams. Appendix-04 l requests with regard to the dredge disposal, the Environmental designs Contractor is bound to address the issues to the satisfaction of all concerned. 4 Dredge disposal at Coconut plantations (If no The confined disposal specially developed for house is located in the plantation area) the purpose shall be used. This is very cost effective as the embankments, ridges and the ditches between the coconut trees in the * plantation area will be profitably used for the purpose. Refer Appendix-04 Environmental ______d esign s 5 Dredge disposal at Coconut gardens (If one or Normnally in coconut gardens the embankments more houses are located in the plantation area) ridges and ditches are not available. In this case also Confined Disposal Facility (CDF) basins of smaller dimlenisioniscan be employed. Refer Appendix-04 Environmental designs 6 Although disposal sites are identified and Further Confined Disposal Facility (CDF) can I specific consultations carried out for necessary also be adopted in needy cases if necessarv. approval from general public all necessary Refer Appendix-04 Environmental designs environmental mitigation, impact minimisation and adequate safety measures at the disposal sites and also to the local people. 7 Drainage from disposal area Since the material is non hazardous only turbidity need to be contained through confined disposal. 8 During dredging and excavation During dredging and excavation machinery placement and maneuvering must be conducted I in a safe and prudent manner and must not necessarily obstruct normnalwaterway traffic. 9 Complaints from local people Based on a determination by ESMC that a local 1 citizens complaint or grievance with respect to the project activity is justified, the Contractor will be required to financially compensate the * | local district or citizens for damaged crops. assets or other losses. 9 Spillage and other accidents 1. The spillage should be immediately notified I During dredging and excavation, there is to the ESMC in writhing as a small report potential for spillage during vessel refuelling, describing the spillage and its seriousness and operation of hydraulic lines etc If possible immediate remedial measures to be followed. 2. The dredging and excavation contractors will be required to maintain suitable equipment, booms and other cleanup supplies to respond to spills or leaks associated with loss of petroleum, hydrocarbons from their equiDment.

trOli SiicielaiaCES ( Fr l Kcrala StateTransport Project Dredge Disposal Plan for IWT Project Septerimber2001

9.0 EVALUATION OF IMPACTS AT DISPOSAL SITE

9.1 Impacts At Mixed Garden

Adverse Impacts: The landscape will become extremely dirty due to the colour and odour of the sediments at least for a month period during wet season and up to one week during dry summer season.

Favourable impacts: First of all the dredged soil material would be highly fertile and useful to the garden plants like Cocout, Areconut and Banana. Farmers will benefit from higher agricultural income. In addition, the farmers will receive increased protection from the floodwaters.

9.2 Impact at Padashekarams

Adverse Impacts The land will become extremely muddy and the colour and odour of the sediments will last at least for few days before settling of the sediments in the padashekarams. In summer season the effect in the padashekarams will be minor. The open wells from which many families depend for water will be affected if adequate precautions are not taken.

Favourable impacts First of all the dredged soil material would be highly fertile and useful to the paddy cultivation to increase the agricultural production. Farmers will benefit from higher agricultural income. The farmers will receive increased protection from the floodwaters.

10.0 IMPACT MITIGATION AT DISPOSAL SITE

10.1 Land use of the disposal site

Kottaym -Vaikkom canal: In the case of Kottayam-Vaikom canal, the land use at the identified disposal site is the mixed gardens consisting of Coconut, Banana and other fruit bearing trees like mangoes and Guava.

Alapuzha-Changanasserv canal: there are padashekarams near Kavalam and as well as house plots near Changanasserry. There are few wells in the Changanasserry area.

10.2 Mitigation for the impacts to the disposal site

The open wells from which many families depend for water should be protected at least for a radial distance of 10m by constructing simple ridges made of soil or bricks and soil, so that the slurry material will not find the way to the well water. This is applicable only for drinking water sources. The household should be warned of the consequences and danger of children playing in the slurry material. If not careful, this can even cause very scrious situation, as there could be pits and other depressions. If children fall in to this breathing will be difficult and lead to undesirable situation. Hence the safety of children during the period of disposal should be wamed of to the people through a consultation process. The PIU Envir-onlmlielntal Officer, the Contractor and the Construction Supervision ConsUltants (CSC) will ensLurethe consultation. PIU should have the Irrigation Department representatives to address the issues effectively.

I-BII Shcladia'CESC(Ii l Kerala StateTransport Project Dredge Disposal Plaii for I WT Project -Septernbcr 2001

Responsibilities of the Contractor I) Prepare and submit a Contractors Environmental Management Plan (CEMP) for the Waterways project * 2) Prepare and obtain approval from the engineer for a scheme or a definitive plan for the dredge disposal prior to the start of actual construction work 3) Regular consultation and monitoring of the effect of dredging in the canal and also at | the disposal site.

11.0 ENVIRONMENTAL CLAUSES ASSOCIATED WITH THE DREDGING AND | DISPOSAL

Contractual Clauses necessaty to Contractors | 3.1 (contd.) The Contractor shall allow for sampling and testing of the dredged material at regular intervals to ensure that the sediments removed conformnto the quality of those from the test sampling. Any non-conformance should be brought to the attention of the Engineer for consideration of alternative means of disposal.

12.0 ENVIRONMENTAL MANAGEMENT PLAN The results of the analysis of direct and indirect benefits of the project are described in this report while the Appendix 2 document prepared as a part of the Environmental Management 3 Plan (EMP) provides the contractual requirements and other implementation arrangements during Construction phase. It is necessary that prior to the disposal, further samples will be collected for testing and analysis for heavy metals and pesticides. The contractor also needs to test the disposal site identified for disposal of sediments.

.1I l l l

lOrll SIlci.iia CES I( r I Kerala State Transport Project Annexcire I to Appendix 6.3 and Appendix 5.2 EA for IWT Project-September2001

Annexure 1 I (To Appendix 2 and 3) I REPORT ON FIELD VISIT TO ADDRESS SPECIFIC ISSUES RELATED TO KERALA STATE TRASNPORT PROJECT 3 (WATERWAYSAND HIGHWAYS) I Period Of Visit: 3 to 5 July 2001 (three days) The Field Visit Was Organised To Address The Following Specific Issues 1) To prepare a comprehensive Dredge Disposal Plan, Water Hyacinth Disposal Plan and other issues to be addressed to finalise the Environmental Assessment 2) bypass - representation from Project Affected People 3) Thiruvalla bypass - invitation form local MLA 4) bypass area- the representation from the Project Affected people

The KSTP Team (PIU And PCC) Participated In The Field Visit

3 1) Mr Dushantha Kumar, Director, Project Implementation Unit (PIU), KSTP, PWD 2) Mr Venugopal, Joint Director, PIU, Kerala State Transport Project (KSTP), PWD 3) Mr Abdul Nazar, Deputy Director, PIU, KSTP, Public Works Department (PWD) 4) Mr Sreekandan Nair, Environmental Engineer, PIU I 5) Mr Sundara Rajan, Environmental Specialist, Project Coordinating Consultants (PCC) 6) Mr Boban Kuttukkran, CAD Engineer, PCC (Local person from Kuttanad)

There are two sections in the report Section A -Waterways component Section B -Highways component IAA WATERWAYSCOMPONENT I Waterways Component- Kottayam -Vaikom canal Date: 3 July 2001

The team met the following Engineers from the Irrigation Department at the PWD Guest house at Kottayam.

I) Mr T.J Joseph, Executive Engineer, Irrigation Department, Kottayam 2) Mr Thomas malakkal, Assistant Executive Engineer 3 3) Mr Jose Sebastian,Assistant Executive Engineer 4) Ms Rekha, Assistant Engineer

Ploject Coo0di1W1ian'(olsCIItallns. NiLuthoottCh ambc-s. 'Th caud (PO) Tlii u%anathllAllapi 1 KeralaState Transport Project AnnextireI to Appendix6.3 and Appendix 5.2 EA for iWT Project-September2001 l

| The KSTP team informed the urgent necessity to prepare a comprehensive Dredge Disposal Plan and a Water hyacinth Disposal Plan. After discussion with the ID team, the PCC Environmental specialist handed over a draft disposal plan and informed that the necessary I 'key input is missing' in the document. Further the team travelled to the Kottayam-Vaikom canal to talk to the people on both sides of the canal. The team explained the requirement of a 3 'consent letter' from the local people to dispose the dredged material as well as the water hyacinth to the agricultural areas (mixed crop with Coconut and Plantain as the main crop). The local people need an assurance on the bank protection measures before the start of the dredging else there will be loss of land and property on both sides of the canal. The team informnedthat the design has taken in to consideration all concems of the people.

3 The following local people were consulted along the canal sides

1) Mr Phillip, Edakkattupally, Kodathukadavu. | 2) Mr Benny local business man 3) Mrs TK Nanu Amma, Illikkal | 4) Mr MP Shadevan, Illikkal 5) Mr EK Suresh, Illikkal ; 6) Mrs Shyamala shaji, Thykadavil, Illikkal 7) Mr Subu Chakko, Nedunthara Veloor, Illikkal

2 Waterways Component - Alappuzha- Chenganasserry canal Date: 5 July 2001

The KSTP team had discussions with the Alappuzha Irrigation Division Engineers

I ] ) Mr VT Patrix, Executive Engineer, Alappuzha Irrigation Subdivision (Over phone) 2) Mr Sathayn K K, Assistant Executive Engineer, Irrigationi suthdivision Alappuzha 3 3) Mr Sibi, Assistant Engineer, Irrigation subdivision Alappuzha

The team explained the requirement of a Dredge Disposal Plan and a Water hyacinth Disposal Plan, informed the requirement of a 'consent letter' from the Padashekara committee members for depositing the dredge material, Water hyacinth material, and discussed the impact of the deposition of the slurry material immediately after the disposal. The PCC Environmental Specialist promised that a copy of the draft Dredge Disposal Plan and a draft Water hyacinth Disposal Plan could be made available to the EE by postD . This is actually not required but may speed up the preparation of the document.

Visit to Kavalam Later the team visited the dredging site at Kavalam by boat, consulted the Padashekara committee directly and over telephone, and informed the need to dispose of the 3 dredged material and Water hyacinth. Mr Jose Kutty, the president of the committee informed that he would consult all members of the committeceby tomorrow 6 July 2001 and will contact the Executive Engineer of ID Alappuzha Division. A copy of the draft consent

l Forwardedla draft copy by Courier on 6 July 2001

PIojIct Cl0(II IiHatill'-' Co u0iilaihits. \Iuthoot C(amibers. 1hx caud (PO) I hiut aIlJthullI aII 2 Kerala State Transport Project Atinexure I to Appendix 6.3 and Appendix 5.2 EA for IWT Project-Septenmber 2001

letter prepared was handed over to the Assistant Engineer. The fishing along the waterways and canals were discussed with the Padashekara committee, Mr Jose Kutty informed that there would not be any problem due to fishing communities, as there is no organised systematic fishing activity along the project waterways.

Visit to Changanasserry Terminal The team visited the Changanaserry boat jetty area where considerable dredging will take place. The local people consulted include

1) Mr Shoukath, Irachikkada house at Manjadikkara Changanaserry (PO) 2) Mr Kunjumon, Kochu parambu Changanaserry (PO)

A copy of the Consent letter was given to Mr Shoukath who owns considerable wasteland. I Mr Kunjimon agreed to talk to all concerned and promised to send the consent letter with in a couple of days.

B HIGHWAYS COMPONENT

3 Thiruvalla Bypass-2.03 km Date: 3 July 2001

1) Mr Maman Mathai, Member of Legislative Assembly (MLA) 2) Executive Engineer, Local PWD 3 3) Assistant Executive Engineer, Local PWD 4) Mr Rajeevan, Assistant Engineer, Local PWD

I The KSTP team headed by the Project Director inspected the Thiruvalla bypass alignment in the presence of the local MLA and PWD local Engineers. The local team informed that except near last 200 m and the entire required land area is available for the bypass I construction. The 200 m land to be acquired will have significant social impacts and need thorough stuidy. The proposal for demolition of few ptucca hbildings will have to take the concerns of the local people into account.

The proposal will bring a number of positive benefits to the local people and need to be compatible with the proposed local Tourism project. There is enough land available for the construction of parking areas etc as an Environmental enhancement within the project.

4 Perumbavoor Bypass (5.510 km) Date: 4 July 2001

Alternatives The KSTP team visited the Perumbavoor bypass alignment on 4 July 2001. A number of Project Affected Persons were consulted. The different alignment alternatives considered during the various stages of the project were examined in terms of the viability of the bypass. The environmental and social impacts were taken in to consideration for each alignment options to make a final decision. The critical sections of the existing alignment through the Perumbavoor town area were also investigated. After realising the magnitude of social and environmental impacts the team examined the existing alignment.

I' c,ject C"owioiltwiy Consultants.Mutlt(t Cltainbc S. Th\cauid (P0) ThirL\ alliEI11pLIUIl 3 Kerala State Transport Project Annexure I to Appendix 6 3 and Appenlix 5.2 EA for IWT Project-September2001

Final alternative The existing alignment seems to have a lot scope for improvement with necessary lining and signing and Parking area identification for meeting the road safety standards. The demolition of existing structures will be minimal compared to the environmental and social impacts along the new Perumbavoor bypass alignment.

The decision of the team was later informed to the local Municipal Councillor * Existing alignment is good enough for widening and improvement with adequate road safety measures * The Environmental and Social impacts are very high along the bypass alignment. Many paddy field areas will also be lost permanently for paddy I cultivation. * The ring road under consideration by the Municipal council cannot be taken up in the KSTP project, as this is only a road rehabilitation project. The scope of ring road project is beyond this scope in magnitude and objectives

List of people with whom the team consulted include

1) Mr Raveendran, Somarajapuram, Karatuupallikk-ara, Perumbavoor 2) Mr P Gopinathan, Somarajapuram, Karatuupallikkara, Perumbavoor 3) Mr Joseph, Mr Joseph, Narippara, Perumbavoor (PO)

X 4) Mrs Reni George Cherukattu House 5) Mr VG Abraham, Local action council ! 6) Mr BV Paul- Local action council member 7) Mr Sugunan, councillor, Local Ward 8) Mrs Sukumari retired Divisional Accountant PWD 9) Mr Sarojini Amma, Karattukara (PAP 10) Mr K.G. Sadanandan, Kalapurakkal, Poopariroad, Perumbavoor. 11) Kunju Marakkar Sawmill owner- PAP

Municipal Commissioner Office at Perumbavoor

1 12) Municipal Chairman- Local body 13) Mr Sukunan, Work Control- Local body 1 14) Mr Xavier, Town Planner- Local body

5 Kunnamkulam Junction Improvement And Other Options Date: 4 July 2001

The team visited the Municipal Chairman Mr Baby in his office at Kunnamkulam. The following members of the Municipal Council bcsides the KSTP team attended the meeting.

I _ P rojactC,)or-d inail,} Cc,n;i ltliats.M uhiotCIiaimiba, s.TI ytaad -'Ot II,IIIaI ,IIhDPw-IIII 4[ l Kerala State Transport Project Annexuire I to Appendix 6 3 and Appendix 5.2 EA for IWT Project-September2001

| i 1) Mr Baby, Municipal Chairnan 2) Advocate Mr C.D. Rajan, Standing Committee Chairman (welfare) I 3) Mr Ullhas, Standing Committee Chairman (Welfare) 4) Mr Raju, Coordinator- Municipal Council

Mr Baby informed that he had been to the PDs office at Thiruvananthapuram the previous day. The committee members decided to meet the Project Director on Friday (6 July 2001) I after the municipal committee meeting at Kunnamkulam on Thursday (5 July 2001). The meeting discussed the local representation to avoid the demolition of their business and I- properties and to consider an alternative alignment (Alternative 1). The alternative-I alignment proposed by the business community was found not feasible.

Alternative 2 Another existing alternative alignment for improving to a bypass was * examined first in the Survey of India (SOI) map and then in the field. The new bypass alignment option was later dropped due to the potential Environmental and Social impacts. The two existing road sections were examined are located far apart in the middle connected by a link road. The linking of theses sections for a bypass will end up with significant social impacts.

-J Alternative 3 Later the team examined another option with in the urban area. This option cannot be termed as a bypass by definition as it is located completely within the urban centre. The improvement of this proposal will neither save any travel time nor distance for the thorough traffic and hence may not be available as a viable altemrative to serve the objectives of the KSTP.

* Summary

I) Dredge disposal is an altogethierwelcomin,g m,laterialas a landtdfiifor the people. I 2) Water hyacinth disposal is also a welcoming manure for the local people 3) The fishing activities are very minor along the water ways. This can follow the I, existing understanding and timings 4) Perumabvoor bypass - This may be dropped from further consideration 5) Thiruvalla bypass- This will be surveyed shortly for further follow up action 6) Kunnamkulam - The existing alignment can be widened

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* Reportprepared by 3 CENTRE FOR WATER RESOURCES DEVELOPMENT AND MANGEMENT 1 Kozhikode 673 571, Kerala (An autonomous research organisation established by Government of Kerala)

LISeai/E/C I l Final Report

WATERAND SEDIMENT SAMPLING AND I ANALYSISFOR PESTICIDESAND HEAVYMETALS I

I

I 1~~~~~~~~ohkd 67 57 erl _

| ~~~~Centrefor Water Resources Development & Management Kozhikode 673 571 Kerala l WATER AND SEDIMENT SAMPLING AND ANALYSIS FOR PESTICIDESAND HEAVY METALS I

3 REPORTSUBMITTED TO

LOUIS BERGERINTERNATIONAL INC. 3 THIRUVANANTHAPURM

Central Water Analysis Laboratory Centre for Water Resources Development& Management Kozhikode 673 571 Kerala l l l l l

Head of the Institution DrP Basak ExecutiveDirector

Team of Investigatcrs Dr P S Harikumar Scientist-C I CentralWater Analysis Laboratory K. Madhavn TechnicalOfficer CentralWater Analysis Labcratory

Incharge Dr P N Unni Scientist-El CentralWaterAnalysis Laboratory

l l l l l ArA(IMENT: I

ANZ GASSERY

-_ _--- X- 7 1_ --- _ - -- _- _

Nll:- ' - ALAPPUZHA-KOTTAYAM SAMPLING L-OCATIONS A R A 13 I A N S E1 A * ALAPPUZHA-CHANGANASSERY

* DREDGING LOCATIONS PROJE=I CANALS FMo I I INTRODUCTION

MJSLouis BergerIntematonal Inc. is undertakingthe designof the Inland WaterTransoort Pilot Projectfor the ImrgationDepartment under a contractto the I PWD.This orojectis to upgradethree waterways viz. Alappuzhato Kottayam, Alappuzhato Changanasserryand Vaikom to Kottayam. MIS Louis Berger IntemationalInc. has requestedCWRDM to undertake sediment and water I samples at selected locationsalong the proposedwater ways. The sampling locations are shown in fig.1. As per the agreement. a team from CWRDM collectedcwater and sedimentsamQles along the water wayson 17t May 2000. I The sampleswere subjectedto analysisfor selectedquality parameters.The resultsof the analysesare givenin Table1. 1i & ill.

Sedimentsamples at six locationswere subjectedto pesticide and heavymetal analysis. The heavymetals indude. Mercury,Chromium, Cadmium. Ccooer. Lead and Arsenic. Tne sediment samples were also analyzed 'cr pesticidessuch as DDT, BHC and DDE - FaecalColiforms was analyzedfn ail the watersamples coilected from six locations.Water samplesat three locaincrs ware analyzedfor Oil and Grease.pHi, Dissolved Oxygen,Biciogica, Oxvg-en Demanrand Total SuscendeadSclids.

2 Results and Discussion

2.1 WaterQuality Thlew2ter cuaiity parameters analyze, were for pH. dissolvedoxygen. biochemicalcxygen demand. oil & grease.total suspended solids and ,)aecai I co-ifcrms.The resultscf the wateranalyses are presentedin TableI 2.1.1 pH

The pH of naturalwater usuaily lies in 'he rangecf 4.4 to 8.5. Its valua s govemedlargeiy by the carocndioxide/car-nratefcicarbonate equilibrnum. It may I be affectedby h,umicsubstances. by chlancein the carbonateeauilibria due the bioactivitycf plantsand in somecases by hydroiysablesalts.

The pH value at the samplecollected near the Changanesserrypropcsec bcatJetty (station no.1) is slightlyacidic having a value of 5.32. The value are normalat all otherstatons. T-ne low pH valuenoticed at Chenganacnerrymay me due to the dischargeof waste from the nearbymarket, stagnant natureof *he waterand also highbiological activity due to coverageof heeds.

The range of pH prescribedby Centralpollution Control Board(CPCS' is 6.5 and8.5. wtiich is the rangewhich provides adequate protection to the life of |freshwater fish and bottomdwellinc invertebrate fish organisms. l I. l l

3 2.1.2 DissolvedOxygen The solubilityof atmosphericoxygen in fresh water rangesfrom 14.6 mg/i 3 at 0°C to about 7 mg/i at 350C under 1 atmosphenc pressure. CPCB recommendsa dissolvedoxygen value of 64 mg/I in all types of water. Tne minimumdissolved oxygen concentrationof 4 mg/I reflectsfreedom from acute 3 oxygenconsuming organic pollution upstream of the water body. The dissolvedoxygen values ranged from 5.0 to 6.33 mgfl in five stabons I except at Chenganacherry,which recordeda very low value of 1.27 mgil. The low concentrationmay be assocatedwith heavycontamination of organicmatter. But a low vaiue for the BiochemicalOxygen Demand indicates that the stationis I reasonablyfree from oxygendemanding pollutants. The weeds.which coverthe water body at this station, may be preventingthe dissolutionof atmosphenc 3 oxygen.

2.1.3 BiochemicalOxygen Demand (BOD)

I SBODis the amountof oxygenutiiised by microcrgarisms.n desomrpcsir.- the organicmatter. BOD approximatesthe amountof oxicizabieorganic matter presentin the soluticn.In th.estudy area BODvalues ar.gefrom a minimumOt 0.73 mg/l to a maximumof 2.33 mg/i. Accordingto CPCBrecommendaticn. ttre BODvalue 2 mg/lor less of the water ensuresthat the water is almostoure., Te biochemicaloxygen demand of 3 mgil or less of the water ensures reason2bie freedomfrom oxygendemanding wastes. Sinceno water samolesis reported'o have BODvalue morethan 3 mc/l it can be assumedthat the samplingstaticns are reasonablyfree from oraanicwastes.

2.1.4Total Suspended Solids(TSS)

The concentrationof total suspendedsolids range r,Tcm1.0 mg/Il o 31._ mg. Tne water samplecollected at Changanacherryrecorded highest vaiue of | susoendedsolids.

2.1.5 Oil & Grease

Oil & Grease is any materal, which is extracted or recovered as 2 substancesoluble in either petroleumether or hexane. If present in excessive I amounts,this may interferewith aerobic and anaerobicbioiogical processes. Accordingto Bureau of Indian Standardsfor Industrialand Sewage Effluents Discharge,the maximumpermissible concentration of Oil and Greasein effluent I to be dischargedto inland surfacewater is 10 mg/i. All the water samples analyzedcontain oil & grease at a concentration10 mgil or less. The maximum concentrationof 10 mg/i was noticed at Allappuzhaboat jetty. A heavytraffic of * passengerboats and tourismactivity may be contributingthe comparativelyhich concentrationof oil andgrease at this place. l l

2.1.6 Faecal Coliforms

Water usually contains millions of various microorganisms,mostly harmless,although at times it may also containpathogenic organisms. Faecal pollutionand sewagecontamination are some the frequendyencountered water I quality problems.A measure of the degree of microbialpolluticn is needed to determine the suitability of the water for drnking, swimmingor aquaculture. Sanitaryconditions are considered satisfactoryas long as the faecal coliform I bacterial levels do not exceed a long mean of 200 per 100 ml based on a minimumof five samplestaken over a 80 days periodas long as at least 10 % of the total samplestaken during any 30 day perioddo not exceed400 per 100 ml.

A high concentrationof feacal coifformwas detectedin ail the locations eXceot at Marthandam.The values range from 4300 MPN/100 ml to 7500 MPN/100ml. Maximumvalue was observedat Changanaserrystabcn. 3 2.2 SEDIMENTQUALiTY

The parameters analyzed for seciment are pesucices and heavy me-ias. 3 The analyticaldata cn heavy metalsare presentedin Table 11and pesticices n Table111 I Mercury,Chromium, Cadmium, Copper. Lead and Arsenic are the heasv; metalsanalyzed. The pesticidesinclude DDT. BHCand DDE. 3 2.2.1 HeavyMetals Significantquantities cf heavy metals may present in domestic waste I watersand sewage.The use of detergentsadds cobalt. drirmium. arsenic eCi the waste water. Sewage sludge if discharged into the waters may be significantsource of copper,cadmium, zinc and lead. Run off from urban ar-as | dunng the rainy seasons is rich in aertain heavy metals such as copoer. chromium,zinc and lead. The relative quantitiesdepend on the factorssuch, as road traffic conditions.land use and city piannina.Lead trom automobilesis | releasedinto atmosphere,which later gets depositedat surface. and finds ,;s way in the run off. 3 Agriculturalsoils are usuallyrich in heavymetals as a result of the use cr various fungicides,herbicides, phosphatic fertilisers. organic manure and the presenceof decayingplant and animalresidues.

The sedimentdeposition works as importantsink for heavy metals. Most 3 metalsentering the aquaticsystem ultimateiywill find theirway into sediments. l l

Of the six heavymetals analyzed, Arsenic, Cadmium and Mercurywere I not detectedin anyof the samples. 2.2.2 Pesticides

Pesticidescan enter in water by a number of ways such as by run--o, depositionfrom air and by directsprays on water surfaceto kill mosquitoesand such other such vectors.These chemicalsin water can remain in dissolved cr suspendedform. However,a significantporton gets adsorbedon the surfaceof | silt and organic particies,settling finafly to the bottom with the net result of an increasein their concentrationin the sedimentsand mud-waterinterface.. 3 DOT(1,1,1-4richlcro-2.2 bis (p-chiorophenyl)ethane). DOE (1.1 -dichloro-2. 2-bis (p-chlorophenyl)ethylerne) and BHC [mixture of a stereoisomeric 1,2,3,4,5,6-hexachioro-cyciohexane)were analyzed in _ll The six sediment 3 samples. Of the pesticidesDDT was not detectedin any of the samples. But DDE, derivative of DDT was detected in cne sampie coilected from Changanacherry.BHC was detectedin all the samples.the concentrationrange I~~~~~~~~~~~~3roma maximum of 38.35 mg/kgto a minimumof 5.3mg5tka. 3. REFERENCES

APHA,1995(19 ed.)Standard Metiods fcr Examinationof 'Nater-arc Wastewater. American Public Health Association. AXNX'v, WIPCF. WashintcrnDC.

AOCS, 1984,OfficdalMethcds of Analysis of the Association of Offic.aiAnalytical Chemists (14tI~ed.) Association cf OfficialAnalytical Chemists Inc.. USA.

CPCB,1979, Scheme ,for Zoningand Classificationof IndianRivers. Estuaries and CoastalWaters- ADSORBS1/378-79. Central PoilutionContrci Board. New Delhi

Goel,P.K, 1997,Water polfution-Causes, Effects and Ccntrol. New Age Intemational(P) Limited,New Delhi

Fresenius,W., Quentin.KE., and Schineider.L. (eds-). WaterAnalysis-A PracficalGuide to Physico-chemical,Chemical and MicrobiologicalWater | iExaminationand QualityAssurance, Springer-Verlag, Berlin.

Rump,H.H., and Krist.H.. 1992.1LaboratoryManual for the Examinationof Water, Wastewaterand Soil,VCH, New York.

Jackson,M. L.. 1973.Soil ChemicalAnalysis. Prentice Hall of IndiaPt. Ltd.New 3 Delhi. l TABLE I ANALYTI1CAL RIEPOT' OFT' HIEWATI R SAMPLES

Oil & F'aecal No SI tioin p11 1)0 B0gl) 'IgSS Cgrease Coliforis 1llg/1in.g11 1lug,/I m11g/I MPN/I1O

I C(hang,anassety 5.23 1.2 I .2 31.5 0.A 1.3 x to' Proposed float Jetty( I)

2. Kavalam Norith Opposite to (Govt. (6 () 2.1.3 5.5 7.2 2 1 x 10' 'I'echnical Schlool & Church Jetty(2)

3. Alappuzhia Nelit-i Bo3al 6 65 0. I .6 2,) 11) )0 7.5 x 102 jetty(3)

,I Martliandlam-Ollffice Jetty Bletweeni matthandalii SI~ 5.9 (1 7) 1.5 5.6 413 13lock & IR 131ock(4)

5. Kanjirami. Vaikoii 0.30 51) 2.0 1.( 1.6 1.5 x 10' Route(S)

6, Ncai Chcpaniw O'S S.8 I St 2.5 2.0 7.5 x 102 B3ridge(6)

No(f NI) - Not l)clcle(d - - - - m- -m ------m -

T'ABLE If CONCENTRATION OFe IIEAVY METALS IN SEDIMENT SAMPLES

No Station Arsenic Chromium Copper Cadmium Merculry Lead .______. mgjkg mg/kg nig/kg nlku mg/kg iug/kg 1. Changanassery ND NI) 5.95 ND ND 0.45 Proposed Boat Jelty (1)

2. Kavalam Noritl Opposite to Govt. ND NI) 7.35 ND ND 0.55 Teclnical School & Church Jetty(2)

3. Alappuzha Nehin NI) 6.25 10.95 ND ND 0.95 Boat Jetty(3)

4. Martlhanidain O0licc Jetty. Between ND ND) 7.3() ND N!) 0.50 Martliandarn llock & R Block(4)

5. Kanjiram. Vaikomn ND) 1.70 4.0 ND ND 0.15 Route(5)

6. Near Chepankul ND NI) 3.85 NI) ND 0.20 Bridge (6)

Note: ND -Not D)etected m ---- m ------m

TABLE III: CONCENTRATI'IONOF CHLOIRINATED PESTICIDES IN SEDIMENT SAMPLES

No Station DDT DDE BlIC

______mg/kg iglkg xng/kg 1. Changanassery ND 12.70 20.35 Proposed Boat Jetty(1 N

2. Kavalain Nortlh Opposite to Govt. ND ND 6.35 Techinical School & Churchi Jetty(2)

3. Alappuzha Nehrtu Boat ND ND 22.8 Jetty(3)

4. Marthandam Office Jetty. Betweeni Maitliaii(laiii NI) NI) 14.95 Block & R 13lock(4)

5. Kanjiramn.Vaikonm ND NI) 6.40 Route(5)

6. Near Chepankull Bridge ND ND 38.35 (6) Note: ND- Not Detected II

448 - ''P'''•x.- | I.-. I _ ,': I ' 9O'

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I '- * aen eimn,min I I Kerala State Transport Project Dredge Disposal Plan for I WT Project -September 2001

U Annexure -4 Interpretation of sediment and water sampling and | analysis report-September 2000, based on 'Water and sediment sampling and analysis for I pesticides and heavy metals August 2000'prepared by * CWRDM, Kozhikode l l l

Report| prepared for Kerala State Transport Project

| By Project Coordinating Consultants

l

U ~~~~Lt3llhSlhekdia,CES,'IC' IANNEXURE TO E4ENVIRONMENTAL I ASSESSMENT Of the INLAND WATER TRANSPORT PILOT i PROJECT I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I Draft Report (Prepared In Accordance To The World Bank Operational Policies)

1 September 2000

Louis Berger International, Inc. in association with: I i L: 1 Sheladia Associates, Inc. Consulting Engineering Services (1) Ltd. Intercontinental Consultants & Technocrats Pvt. Ltd. Kerala State Inland Water TransportPilot Project Annexure to EA -October 2000

SEDIMENT AND WATER SAMPLING, ANALYSIS AND INTERPRETATIONOF RESULTS

1.0 PROJECT BACK GROUND | The Government of Kerala has sought the assistance of the World Bank to develop Inland Water Transport on three selected feeder canals in the Alappuzha - Kottayam districts as a Pilot Project to supplement the National Waterway system. The feeder canals selected for I improvementare 1) Alappuzha - Kottayam 2) Alappuzha - Changanasserry and I 3) Kottayam- Vaikom. The proposed pilot project will provide the basis for shaping a strategy for the revival of | inland water transport. The Consultants appointed were Louis Berger International Inc. in association with Sheladia Associates, Consulting Engineering Services (India) Limited and Intercontinental I Consultants and Technocrats Pvt. Ltd. to undertake a techno-economic study for this purpose. The study includes a comprehensive review of the past perfornance of the Inland Water Transport in Kerala, (in particular, the preliminary report on a pilot component of i Inland Water Transport prepared by the Irrigation Department of the Government Of Kerala in October 1997); traffic projections for the waterways; hydrographic surveys of the canals and the feasibility of improving the same for navigation by river conservancy measures i including dredging, navigational aids, bank protection works, infrastructure facilities like jetties and terminals and institutional arrangements for the efficient management of the system. Together with other State canals, the project feeder canals connect the midlands in I Kottayam District to the West Coast Canal and coastal areas. These canals link the towns and industrial centres in the project area with the West Coast Canal and the Cochin International Port, which is the main seaport and the major origin and destination of goods transported in Kerala. The three waterway components have been selected taking into account * their traffic potential * present hardship faced by farmers and poor agricultural workers due to lack of adequate roads and waterways I * expectedimpact on poverty alleviation * inter modal linking of terminals * continuity with the National waterway being developed from Kottapuram to I Kollam and * potential to attract international tourists to the heartland of Kerala' s backwater tourism.

2.0 PURPOSE OF THIS DOCUMENT An Environmental Impact Assessment Report was prepared in April 2000, to meet the World Bank, National and State Environmental clearance requirements before construction / improvement can proceed. The EA, together with its appendices and incorporations by reference, constitutes an EA as defined by the World Bank's OP 4.01 and an Environmental Impact Assessment (EIA) as defined by the applicable GOI legislation. l

LBI/CES /Sheladia/ICT Annexure to EA- I Kerala State Inland Water Transport Pilot Project Annexure to EA -October 2000

This document is an Annexure to the Environmental Assessment document and in fact forms an integral part of the document. The activities reported in this annexure have been carried out immediately after the submission of the Environmental Assessment report in April 2000 and hence could not be included in the EA report. The purposes of the EA include: * Documentation of the manner in which environmental considerations have been incorporated into the development of the Waterways Project and the manner in which the physical, biological and social aspects of the environment have been considered in the design process. | Provision of a documented assessment of the ambient environment, the potential impacts that could occur and the actions taken to avoid or otherwise mitigate significant adverse impacts so that decisions may be taken on an informed basis. * The study prepared separately will enable the Irrigation Department to secure all necessary State Central and World Bank environmental clearances.

3.0 GENESIS OF THE WORK The World Bank Aide Memoir from the Environmental Specialist following her mission during January 2000 reconmnended the need for water sampling and Analysis for various parameters like pH, Faecal Colliforrn, DO and suspended solids. Further to the Aide memoir, and following the review mission in February 2000, the Task Manager recommended the need for sediment sampling and Analysis. He pointed out that the presence of heavy metals and other chemicals like Pesticides would make the disposal of dredged material extremely difficult. Moreover mitigating any damage done from dispersing contaminated sediment after dredging would be very expensive, or realistically impossible due to financial constraints (aside from attracting unfavourable public attention) I In order to avoid such situations following the disposal it is necessary to certify that the sediments are tested. Such testing will check upon safe disposal of dredged material. Hence the Consultants after intimation by the Project Implementation Unit (PIU) and State Committee on Science Technology and Environment decided to award the task to Central Water Laboratory of Centre for Water Resources Development and Management (CWRDM) an autonomous research organization established by the Government of Kerala.

4.0 OBJECTIVE OF THE STUDY

1) The objective of the project is to test the sediment to be dredged from the channels. Parameters to be analysed would consist of potential pollutants in the sediments, such | as heavy metals and pesticides. 2) The second objective of the project is to determine the level of water pollution * presently in the project waterways

5.0 JUSTIFICATION FOR TESTING Sediment analyses prior to dredging are a State requirement in many countries. The reason for the testing is to avoid potential impacts such as the following: l

| ~~LBI/CES/Sheladia/ICT Annexure to EA- 2 Kerala State Inland Water Transport Pilot Project Annexure to EA -October 2000

I 5.1 Impacts to the Aquatic Ecosvstem of the Channel from Contaminated Sediment during Dredging Commonly, contaminated sediments are buried below the surface of the sediment column, and are therefore separated from immediate contact with aquatic organisms living in the uppermost section of the sediment column, on the sediment surface, or in the water column. Any dispersed contaminated sediment then dissipates elsewhere in the channel and could be exposed to all aquatic life. The exposed contaminants then enter the food chain. At high concentrations, contaminated sediments pose a severe risk to human health through fish caught from such a contaminated area. 3 The knowledge of areas with contaminated sediments in the channel (a) allows for modifications in the approach to the dredging operation such as choice of area to be dredged, and (b) helps to select appropriate dredging and disposal techniques to minimize re- suspension of contaminated sediments.

5.2 Impacts from Disposal of Contaminated Sediments All sediment dredged is either disposed of on land or at sea, or reused for specific purposes such as wharves, for houses or other landfill. If the sediment is contaminated, the | contamination is transported to the area of disposal. Any resources in the disposal reuse area are then being exposed to any likely contaminants. For sea disposal, sensitive resources include 1 . fishing grounds, * Shellfish beds, and | * beaches. For land disposal, sensitive areas include : ground water, I surface water bodies, * wetlands and l direct physical contact for human beings (i.e., immediate health risk) The knowledge of areas with potential contaminated sediments allows for the development of a sediment disposal and management plan that is designed to determine disposal and reuse I options based on the level of contamination in the sediment. Clean sediments could be used in areas with sensitive resources. Contaminated sediments would be disposed of in a manner * and in locations where impacts to valuable resources are minimized.

5.3 Human Health Impacts Contractors that conduct the physical dredging in the channel will come into contact with the sediment. If the sediments are contaminated, contact with the sediment could pose health risks depending on the type and the concentration of the contaminants. | Knowledge of areas with contaminated sediments in the channel allows the choice of a dredging approach and disposal techniques that minimizes contact by the workers with the sediment through the implementation of appropriate health and safety measures. Typically, I contact with sediment can easily be avoided as long as workers are aware of the potential risk. In addition, protection is relatively simple/ by the use of gloves, goggles, etc. l

3 LBI/CES /Sheladia/ICT Annexureto EA- 3 Kerala State Inland Water TransportPilot Project Annexureto EA -October 2000

6.0 APPROACH AND METHODOLOGY 3 The following is a brief discussion of the approach that followed to assess the sediment quality.

6.1 Development of Sampling Plan This consisted of reviewing existing information such as design maps, relevant reports of the area, land use of the area, and other relevant information. Further, the possible dredging plan was reviewed (such as depth for dredging channel area, etc). Based on this informnation, parameters to be tested were decided together with the locations, frequency of sampling, etc. 3 as shown in table 1 and 2. TABLE 1.0 SEDIMENT SAMPLING TESTING AND ANALYSIS I FOR HEAVY METALS AND PESTICIDES SL PARAMETERS NUMBER OF SAMPLES NO HEAVY METALS I Mercury 6 2 Chromium 6 3 Cadmium 6 4 Copper 6 I X5 Lead 6 6 Arsenic 6 1_PESTICIDES I DDT 6 2 BHC 6 3 DDD 6

TABLE 2.0 WATER QUALITY SAMPLING, TESTING AND ANALYSIS 3 SL NO PARAMETERS NUMBER OF SAMPLES 1 Faecal coliform (MPN) 6 2 PH 3 l 3 Oil and Grease ( mg/1) 3 4 Dissolved Oxygen (DO) (mwg/) 3 5 Biological Oxygen Demand (mg/1) 3 6 Total suspended solids (mg/1) 3

6.2 Identification of a laboratory and Field Preparations On advice from The State Committee on Science Technology and Environment during a consultation they advised the Consultants to contact the Central Water Analysis Laboratory of CWRDM for the required sampling and testing. Subsequently the laboratory was contacted for this work. Parameters for Water and Air to be sampled and analysed were identified and provided to the Laboratory. The Sampling locations were identified based on the design depth and dredging areas. The sampling locations are shown in Figure No 1.

LBI/CES /Sheladia/ICT Annexure to EA- 4 0 2 4

1 3 5Km

s * ALAPPUZHA-CHANGANAS~~~~~~~~~~~~~~~SERY

0 ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~AKTAA LEE: A A ANSE LiVAAPZA-HNAASR wo SAPIGLCAINAOKATRADSDIET.*KTTYMVIO VEBAA

Ci W.0WATERAND SAMPLINGSEDIMENTS. LOCTIONS FOR KTAYAMPZAIKOTTYM (-

0 ~FIGURE 1.0 ENVIRONMENTAL MONITORING LOCATIONS ALONG PROJECT CANALS. I- Kerala State Inland Water TransportPilot Project Annexureto EA -October 2000 l The sampling locations were | 1 Changanaserry boat jetty (proposed) 2 Kavalam north (opposite to Lissieu church) 3 Alappuzha Nehru boat jetty. I 4 Marthandam office jetty 5. Kiliroor 6. Near Cheepunkal bridge

6.3 Preparations For Sampling Activities 3 Prior to the field visit the Project Director of the project was advised of the work programme with a request to ask the Irrigation Department to depute staff to supervise the sampling activities. 1 6.4 Field Visit And Sampling Activities The scientists from CWRDM the Consultants and representatives from the Irrigation | Department Alappuzha, and from the Project Implementation Unit (PIU) Thiruvanathapuram undertook a site visit on 160 and 17th May 2000. A boat was hired for the activities and after confirming the sampling areas identified earlier, the samples were taken in six locations. The stations sampled were representative of the human and land use conditions in the area surrounding the channels. The sampling was carried out in comparable locations in all of the sampling stations. Sediment samples were collected and the samples were stored at the appropriate temperatures with ice during transport to the laboratory.

6.4.1 Instruments used The instruments used for the water and sediment sampling and analysis included: 1. Sediment sampling: Eckman Dredge 2. Pesticide analysis: Gas Chromatograph by Varian (USA) Model No 3700 3. Heavy Metal analysis: 3.1 Atomic Absorption Spectrophotometer I.Varian (Australia) Model No AA 20 2. Elico (India) Model No SL 173 AAS 3.2 Spectrophotometer Analysis I.E.Merck SQ 118 Photometer 1 2. Hitachi (Japan) WV-VisibleSpectrophotometer Model No 220 I l

LBI/CES/Sheladia/ICT Annexureto EA- 5 Kerala State Inland Water Transport Pilot Project Annexure to EA -October 2000

PLATE 1

LOWERING OF THE VAN VEEN GRAB FROM THE BOAT TO COLLECT THE | t 0; >i ; 4 ~~~~SEDIMENT

I:

.~~~~~~~~~~~~~~~~~~~~~~~~~~~.

PLATE 2

SEDIMENT COLLECTED USING VAN WEEN GRAB. SAMPLE BEING PUT INTO SAMPLING JARS TO TAKE .. TO THE LABORATORY

LBICES /Sheladia/ICT Annexure to EA- 6 Kerala State Inland WaterTransport Pilot Project Annexure to EA -October 2000 l PLATE 3.0

WATER SAMPLE BEING 3 _ COLLECTED I k I

Sediments samples at six locations were subjected to pesticide and heavy metal analysis.

7.0 WATER AND SEDIMENT LABORATORY ANALYSIS Water Quality The water quality parameters analyzed were pH, dissolved oxygen, biochemical oxygen I demand, oil & grease, total suspended solids and faecal coliforms. The results of the water analyses are presented in Table 3. TABLE 3.0 ANALYTICAL REPORT OF THE WATER SAMPLES

I -NO STATION PH DO BOD TSS OIL FAECAL MG/ MG/ MG/ & COLIFOR L L L GREA MS J ___ SE MPN/100 MG/L ML 1. Changanassery 5.23 1.27 1.2 31.5 0.4 4.3 x 103 ProposedBoat Jetty(1)

2. KavalamNorth I . Oppositeto Govt. Technical 6.58 6.0 2.33 5.5 7.2 2.1 x 104 School & Church Jetty(2)

3. AlappuzhaNehru Boat 6.65 6.33 1.66 2.0 10.0 7.5 x 102 Jetty(3)

4. MarthandamOffice Jetty. BetweenMarthandam Block 6.53 5.8 0.73 4.5 5.6 43 * ~~~~&R Block(4)

I 5. Kanjiram.Vaikom Route(5) 6.30 5.0 2.0 1.0 1.6 1.5 x 103

6. Near ChepankulBridge(6) 6.83 5.87 1.54 2.5 2.0 7.5 x 102

Note: ND - Not Detected

LBIICES /Sheladia/ICT Annexure to EA- 7 | ~~LBIICESISheladia/ICT Annexure to EA- 7 Kerala State Inland Water TransportPilot Project Annexureto EA -October 2000

7.1 pH The pH of natural water usually lies in the range of 4.4 to 8.5 (with neutral at 7.0). Its value is governed largely by the carbon dioxide/carbonate/bicarbonate equilibrium. Organic substances may affect it, by change in the carbonate equilibrium due to the bioactivity of plants and in some cases by hydrolysablesalts. The "desirable" range of pH prescribed by the Central pollution Control Board (CPCB) is between 6.5 and 8.5. This is the range, which provides adequate protection to the life of fresh water fish and bottom dwelling invertebrates.

7.2 Dissolved Oxygen The solubility of atmospheric oxygen in fresh water ranges from 14.6 mg/l at 0°C to about 7 mg/l at 350C under 1 atmosphere of pressure. CPCB recommends a dissolved oxygen value of 6-4 mg/i in all types of water. The minimum dissolved oxygen concentration of 4 mg/l reflects freedom from acute oxygen consuming organic pollution upstream of the water body. The dissolved oxygen values ranged from 5.0 to 6.33 mg/l in five stations only at Chenganacherry,was a very low value of 1.27 mg/l recorded.

7.3 Biochemical Oxygen Demand (BOD) BOD is the amount of oxygen requirement of micro organisms in decomposing the organic matter. BOD indicates the amount of oxidizable organic matter present in the solution and the pollution " capability" of the matter. In the study area BOD values range from a minimum of 0.73 mg/l to a maximum of 2.33 mg/I. According to CPCB recommendation, the BOD value of 2 mg/l or less of the water ensures that the water is almost pure. The BOD of 3 mg/l or less ensures reasonable freedom from oxygen demanding wastes.

7.4 Total Suspended Solids (TSS) The concentration of total suspended solids ranges from 1.0 mg/l to 31.5 mg/l. The water sample collected at Changanacherry recorded the highest value of suspended solids.

7.5 Oil & Grease Oil & Grease is any material, which is extracted or recovered as a substance soluble in either petroleum, ether or hexane. If present in excessive amounts, this may interfere with both aerobic and anaerobic biological processes. According to the Bureau of Indian Standards for Industrial and Sewage Effluent Discharge, the maximum permissible concentration of Oil and Grease in effluent to be discharged to inland surface water is 10 mg/l. All the water samples analyzed contain oil & grease at a concentration of 10 mgll or less. The maximum concentration of 10 mg/l was found at Alappuzha boat jetty.

7.6 Faecal Coliforms Water usually contains millions of micro organisms, most of which are harmless, at times it may also contain pathogenic organisms. Faecal pollution and sewage contamination are some of the common water quality problems. A measure of the degree of microbic pollution is needed to determine the suitability of the water for drinking, swimming or aquaculture. Sanitary conditions are considered satisfactory as long as the faecal coliform bacterial levels do not exceed a long mean of 200 per 100 ml based on a minimum of five samples taken over an 80 day period as long as at least 10 % of the total samples taken during any 30 day period do not exceed400 per 100 ml.

LBI/CES /Sheladia/ICT Annexure to EA- 8 l Kerala State Inland Water TransportPilot Project Annexure to EA -October 2000

Very high concentrations of faecal coliform were detected in all the locations except at Marthandam.The values ranged from 4300 MPN/100 ml to 7500 MPN/100 ml. with the maximumvalue observedat Changanaserrystation. I 8.0 SEDIMENTQUALITY The parametersanalyzed for sediments are pesticides and heavy metals. The analytical data on heavy metals are presented in Table 4 and Pesticides in Table 5. * TABLE4.0 CONCENTRATION OF HEAVY METALS IN SEDIMENT SAMPLES

No Station Arseni Chromium Copper Cadmium Mercury Lead cmglkg mg/kg mg/kg mg/kg mg/kg mg/kg

1. Changanassery ND ND 5-95 ND ND 0.45 ProposedBoat Jetty (1)N

2. KavalamNorth Oppositeto Govt. Technical ND ND 7.35 ND ND 0.55 3 ~~~~School& Church Jetty (2) 3. AlappuzhaNehru Boat Jetty(3) ND 6.25 10.95 ND ND 0.95

1 4. MarthandamOffice Jetty. Between MarthandamBlock & R ND ND 7.30 ND ND 0.50 Block(4)

5. Kanjiram.Vaikom Route(5) ND 1.70 4.0 ND ND 0.15

L6. Near ChepankulBridge (6) ND ND 3.85 ND ND 0.20 Note: ND -Not Detected TABLE 5.0 CONCENTRATION OF CHLORINATED PESTICIDES IN SEDIMENT SAMPLES

NO STATION DDT DDE BHC MG/KG MG/KG MG/KG

1. Changanassery ND 12.70 20.35 Proposed Boat Jetty(l)

2. Kavalam North E Oppositeto Govt. TechnicalSchool & Church ND ND 6.35 Jetty(2) 3. Alappuzha Nehru Boat Jetty(3) ND ND 22.8 4. Marthandam Office Jetty. Between Marthandam Block & R Block(4) ND ND 14.95

5. Kanjiram.Vaikom Route(5) ND ND 6.40 3 6. Near ChepankulBridge (6) ND ND 38.35 Note: ND- Not Detected

U LBI/CES/Sheladia/ICT Annexureto EA- 9 Kerala State Inland Water Transport Pilot Project Annexure to EA -October 2000

Mercury, Chromium, Cadmium, Copper, Lead and Arsenic are the heavy metals that were analyzed. The pesticides included DDT, BHC and DDE.

8.1 Heavy Metals Significant quantities of heavy metals may be present in domestic wastewater and sewage. The use of detergents adds cobalt, chromium, arsenic etc to the waste water. Sewage sludge, if discharged into the waters, may be a significant source of copper, cadmium, zinc and lead. Run off from urban areas during the rainy seasons is rich in certain heavy metals such as copper, chromium, zinc and lead. The relative quantities depend on the factors such as road traffic conditions, land use and city planning. Lead from vehicle exhausts is released into the 3 atmosphere, which is later deposited on the surface and is leached into the streams and waterways. Agricultural soils are usually rich in heavy metals as a result of the use of various fungicides, herbicides, phosphate fertilisers, organic manure and the presence of decaying plant and animal residues. 3 The sediment deposition works as an important sink for heavy metals. Most metals entering the aquatic system will ultimately find their way into the sediments.

8.2 Pesticides Pesticides can enter the water in a number of ways such as by run-off, deposition from air and by direct sprays onto water surface to kill mosquito larvae and other vectors of disease. I These chemicals in the water can remain in dissolved or suspended form while a significant portion is absorbed into silt and organic particles, settling finally to the bottom with the net 3 result of an increase in their concentration in the sediments and mud-water interface. * DDT (1,1,1-trichloro-2.2 bis (p-chlorophenyl) ethane), * DDE (1,1-dichloro-2, 2-bis (p-chlorophenyl) ethylene) and I * BHC (mixture of a stereoisomeric 1,2,3,4,5,6-hexachloro-cyclohexane) These pesticides were analysed in all the six sediment samples.

3 9.0 RESULTS AND DISCUSSIONS * 9.1 WATER 1. pH: Except in the area of the proposed Changanaserry boat jetty all the other sampling locations || displayed a pH within the permissible limit. At the proposed Changanassery boat jetty the pH was found to be 5.32, which is in the acidic range. The range of pH prescribed by (CPCB) the Central pollution control board is 6.5 to 8.5. All of the water samples were found to be U slightly acidic which may be due to the stagnant nature of the water and its high organic content. The pH value of the sample collected near the Changanesserry boat jetty (station no.1) is slightly acidic with a value of 5.32.. The low pH value noticed at Chenganacherry may be due to the discharge of waste from the nearby market, stagnant nature of the water and also high biological activity due to coverage of weeds. The values at all other stations are within permissible limits.

LBI/CES /Sheladia/ICT Annexure to EA- 10 l KeralaState Inland Water Transport Pilot Project Annexureto EA-October 2000

2. Dissolved Oxygen The dissolved oxygen content of the samples was found to be within the permissible range of the CPCB except for that from Changanaserryboat jetty location where it was found to be 1.27 mg/l . The acceptable standard is between 4-6 mg/I. This may be due to the contaminationby organic matter and the presence of the water hyacinth, which prevents the reaeration of water. The low concentrationmay be associatedwith heavy contaminationby organic matter. But a I low value for the Biochemical Oxygen Demand indicates that the station is reasonably free from oxygen demanding pollutants. The weeds, which cover the water body at this station, u may be preventingthe dissolvingof atmnosphericoxygen. 3. Biochemical Oxygen Demand. This is a measure of the oxidisable organic wastes present in the water. From the results we can see that the water is almost pure for all the sample locations except for Kavalam where the BOD value is very high. If the BOD value is less than 2.0mg/i the water is considered to | be almost pure Since no water sample is reported to have BOD value more than 3 mgll it can be assumed that the sampling stations are reasonably free from organic wastes.

4. Total Suspended Solids This figure indicates to the total suspended solids present in water. This is caused by the solid wastes, which are left to the water bodies. The high value at the Changanaserry boat jetty, (31.5mg/1), can be explained by the fact that the station is situated near the market.

5. Oil And Grease This can be any material soluble in either petroleum, ether or hexane. According to the X Bureau of Indian standards the maximum permissible limit of oil and grease in effluent to be discharged into inland water courses is 10mg/l. At all the sampling locations the amount was found to be equal to or less than 10 mg/I. The Alappuzha Nehru boat jetty recorded the highest of 10 mg/l and may be due to the heavy traffic of passenger boats and the runoff from the nearby town. A heavy traffic of passenger boats and tourism activity may also be contributing to the comparatively high concentration of oil and grease at this place.

| 6. Faecal Colliforms Faecal pollution appears to be the main water-quality problem. In all the sampling locations except at Marthandam there is a high degree of faecal contamination. The maximum of 7500 I was found at Changanassery station. The high value of the faecal colliforms at all the stations may be due to the sanitary discharges of the houses along the shore of the canals and from the houseboats plying on the canals.

9.2 SEDIMENT QUALITY Heavy metals Of the six heavy metals analysed, Arsenic, Cadmium and Mercury were not detected in any | of the samples. l LBI/CES /Sheladia/ICT Annexure to EA- 11 Kerala State Inland Water Transport Pilot Project Annexure to EA -October 2000

Chromium, which was detected at Alappuzha Nehru boat jetty and Kiliroor, was found to be | high compared to the standard. (0.05 mg/i). This may be due to the excessive use of detergents and by the use of fungicide and phosphatic fertilizers. Copper was detected in all the sampling locations and was found to be relatively high (but * not in alarming proportion). This may be due to the high runoff from the nearby urban areas. Lead was also detected in all the sampling locations and comparing with the | "acceptable" standards was found to be high. These can be explained by factors such as runoff from the urban areas and vehicle exhausts, which ultimately find their way into sediments.

Pesticides Of the pesticides, DDT was not detected in any of the samples. But DDE, a derivative of DDT was detected in one sample collected from Changanacherry. BHC was detected in all the samples, the concentration range from a maximum of 38.35 mg/kg to a minimum of 6.35 I mg/kg. DDT was not detected in any of the sampling locations. l DDE: An amount of 12.7 mg/kg was found at the proposed Changanaserry boat jetty. This may be due to the runoff from the neighboring agricultural land using DDE as a pesticide and from direct sprays for killing mosquitoe larvae. BHC: I This was detected in all the sediment samples ranging from 6.35 mg/kg to 38.35 mg/kg. This can also be due to similar reasons.

10.0 DATA SYNTHESIS The data obtained from the laboratory has been checked for quality. A report has been | prepared to discuss the sediment quality in the area to be dredged that would allow for the determination of options for disposal and / or reuse of the material.

| 11.0 SEDIMENT ANALYSIS -ACTUAL FINDINGS Contrary to some expectations the dredged material appears to be free from very poisonous | substances that will create difficulties in its disposal. I. Of six heavy metals for which the analysis has been carried out, only Copper and Lead have been detected in the sediment in almost all samples. 2. The presence of Chromium was reported only in Alappuzha. 3. Arsenic, Cadmium and mercury were not detected in any of the samples. 4. Among Pesticides tested, BHC was detected in all stations 5. DDT was not detected in any of the samples 6. DDE a derivative of DDT was detected only at Changanassery

12.0 WATER ANALYSIS - ACTUAL FINDINGS | 1. Faecal coliforms were detected in all samples. Except at Marthandam (just 43) all stations recorded very high concentrations. The maximum value was observed at Changanassery station (4,300 MPN/100 ml)

3 LBI/CES /SheladialICT Annexure to EA- 12 Kerala State Inland Water Transport Pilot Project Annexureto EA -October 2000

2. The maximum concentration of Oil and Grease was detected at Alapuzha Boat jetty (of the order of 10 mg/I). According to the Bureau of Indian standards, this is the maximum permissible limit. In all other stations it is less than 10 mg /1. 3. The water samples collected at Changanassery recorded the highest I concentrations of Total suspended solids (31.5 mg/I) 4. The pH value is acidic (5.32) in Changanaserry while in all other stations it is | "normal". 5. The dissolved Oxygen values ranged from 5.0 to 6.33 mg/l in five stations except at Changanaserry, which recorded a very low value of 1.27 mg/l. I 6. No water samples collected from any of the Stations have BOD value more than 3 mg/l it can be assumed that the sampling stations are reasonably free from organic wastes. A BOD value of 2mg/l or less indicates that the water is almost pure.

13.0 INTERPRETATION OF RESULTS 13.1 Estimation of Heavy Metal Concentration For Dredging Operations According to the findings by the United State Army Corp of Engineers (Technical Note DOER-E6, Apnrl 2000), the maximum concentration of re-suspended sediments in water 1 using any conventional methods of dredging is 600 mg/L. Based upon the sampling results of heavy metals in the sediment, estimates have been made for the concentrations of heavy metals likely to be introduced into the feeder canals water due to the proposed dredging I operations. The formula used for the Estimation of concentration: Contaminant Concentration (mg/L) in water = 600 mg/L * Sampled Sediment Conc. (mg/kg) * 1 kg/lO6 mg The results are presented in the Table 6.0. These concentrations have been compared with standards presented in the World Bank's Pollution Prevention and Abatement Handbook, July 1998. TABLE 6.0 ESTIMATEDHEAVY METAL CONCENTRATION FOR DREDGINGOPERATIONS Station Contaminant Measured Estimated World Bank Concentration Concentration Standard In Sediment in Water (mg/L) I l mg/kg mg,L Changanassery Copper 5.95 0.0036 0.5 Jetty Lead 0.45 0.0003 0.1 KavalamNorth Copper 7.35 0.0044 0.5 N l Lead 0.55 0.0003 0.1 Alappapuzha Chromium 6.25 0.0038 0.1 Jetty Copper 10.95 0.0066 0.5 l______Lead 0.95 0.0006 0.1 Marthandam Copper 7.30 0.0044 0.5 Jetty Lead 0.50 0.0003 0.1 KanjiramRoute Chromium 1.70 0.0010 0.1 Copper 4.0 0.0024 0.5 ______lLead 0.15 0.0001 0.1 Near Chepankul Copper 3.85 0.0023 0.5 Bridge Lead 0.20 0.0001 0.1

LBI/CES /Sheladia/ICT Annexure to EA- 13 Kerala State Inland Water TransportPilot Project Annexure to EA -October 2000

13.2 Interpretation 3 The presence of Pesticides does not persist in the environment under tropical conditions and no long-term effect on aquatic life or humans that consume fish, prawns or Clams is expected. The presence of the heavy metal, lead, should not harm aquatic life and human beings, as the concentration is less than 1 mg/l in all samples. 3 The presence of Copper was detected in high concentrations in all the sampling locations. This may be due to the high runoff from the nearby urban areas All of the estimated concentrations are below the referenced World Bank standards. I Therefore, the impacts from the dredging operations due to heavy metals present in the canal sediment are expected to be minimal, if any.

14.0 PROPOSED DREDGE DISPOSAL PLAN AND OPTIONS Since the sediment is generally of acceptable quality chemically for a safe disposal no elaborate arrangements are required to prevent or control adverse impact upon the environment. A number of available options are listed below. 1. This proposed dredge disposal plan is based on the results obtained from the central water Analysis laboratory of CWRDM. 2. The Client is recommended to confirm these test results by repeating the tests with some other laboratory to avoid any complications for a safe disposal plan prior to commencement of the works. Conditions may change over time. 3. The present laboratory analyses indicate that there would not be any harm to the aquatic ecology if the dredged material were dumped in the Vembanad Lake. 4. An open Sea disposal is also seen as an Option for safe disposal of the dredged material. 3 5. An open lake disposal also can be explored, as the sediments will not create any threat or disturbance to aquatic ecosystem other than in the area of the dredging and the area of deposition. Since these are slow processes the actual negative impact to the ecosystem would be small. 6. It is expected that there would a numbcr of willing buyers for the dredged material for filling mixed crop areas 3 7. The filling of paddy field areas should not be permitted, as it is a sensitive land use of the state and hence an important resource of the State. The Contractor has to ensure that the willing buyer will not fill paddy-cultivating areas without the permission of the District Collector on behalf of the State Government according to the land Utilisation order of 1967. | 8. Possible land fill to create new paddy areas from shallow lake areas: 9. The contractor should refer to the website

I http://www.epa.gov/owow/oceans/framework/index.html this is about evaluating environmental effects of dredge Material Management Alternatives. A technical Frame Work EPA US Army Corps of Engineers, July 15,1997

LBIICES /Sheladia/ICT Annexure to EA- 14 Kerala State Inland WaterTransport Pilot Project Annexure to EA -October 2000

10. The Client may wish to insert an additional clause in the Technical I Specifications: 3.1 (contd) The Contractor shall allow for sampling and testing of the dredged material at 3 weekly intervals to ensure that the sediments removed conform to the quality of those from the test sampling. Any non-conformnance should be brought to the attention of the Engineer for consideration of alternative means of 3 disposal. REFERENCES

APHA, 1995(19 ed.)Standard Methods for Examination of Water and Wastewater. American Public Health Association, AWWA, WPCF, X WashingtonDC. AOCS, 1984,Official Methods of Analysis of the Association of Official Analytical Chemists (14thed.) Association of Official Analytical Chemists Inc., USA. CPCB, 1979, Scheme for Zoning and Classification of Indian Rivers, Estuaries and Coastal 3 Waters. ADSORBS/3/78-79. Central Pollution Control Board, New Delhi Goel, P.K., 1997, Water pollution-Causes, Effects and Control, New Age International (P) Limited, New Delhi | Fresenius,W., Quentin,K.E., and Schineider,L. (eds.). WaterAnalysis-A Practical Guide to Physico-chemical, Chemical and Microbiological WaterExamination and Quality Assurance, Springer-Verlag, Berlin. l Rump, H.H., and Krist, H., 1992.Laboratory Manual for the Examination of Water, Wastewater and Soil, VCH, New York. l Jackson, M.L., 1973.Soil Chemical Analysis.Prentice Hall of India Pvt.Ltd.New Delhi. bkh Consulting Engineers,, 1998,Kuttanad Water Balance Study l

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL lName & Address Fax and Phone Date of Subjectdiscussed Remarks No M number Consultation

I Mr Abdu Sammad Phone:442231 (O) 10 May 1999 Soil Conservation Data and No Published data .No books l SoilConservation Specialist 447830 (O) Resource base available at on Sale Kerala State Land Use Board 475147 (R) Land Use Board. Vikas Bhavan 2 Mr. Haridas P Nair 360982 (R) 10 May 1999 Remote sensing and GIS No Published data No books Systems Manager, Office: 440624, facilities available at this on Sale (On deputation from ISRO) 447830 & 442231 Office Kerala State Remote sensing and E.Mail: Environment kerrsec(a400.nicgw .nic.in 3 Mr.M. Boominathan Phone:322624, 6 May 1999 Various Activities of No in-house Staff for R&R National Transportation Planning 322581, 322681 NATPAC especially R&R and Environmental Aspects. and Research Center (NATPAC) Fax 91-0471- and Environmental aspects ,PRS Road,Thycaud, 329414 TVM 695 014 4 Dr M Baba 442231(0) Consulted Consulted mainly about Received the Environmental Director in Charge /Land use Fax:441167 waterways With Mr. Management plan after two Commissioner Malhotra of PCC. Some days. Kerala State Land Use Board informal discussion about the CRZ Management Plan for Kerala was also discussed. 5 Mr. PKV Nair, Phone:481852(0) 16 April 1999 For Restricted and PIU (PWD) submitted Sul-veyOf India (SOI) unrestr-ictedfSOI maps Application and later we CGO Complex received the SOI sheets Poomkulam (PO) TVM PIN 695522

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

Sb Name& Address TFax and Phone Date of Subject discussed rRemarks No na umber Consultation l

6 Mr. KK Thankappan 322618(0) Consulted With Mr William Cumming All useful gazetteers State Editor 340823(R) of PCC. purchased. KERALA GAZATERS 7 Mr. VK Sinha, Phone:322217(0) Consulted No time for him to devote for Later we submitted our Chief Conservator of Forests 363958(R) this project and asked us to requirements, never replied. (Wild Life) Fax give it in writing. Forest Department Email: 8 Mr. PK Surendranathan Asari, Phone:321610 No formal Invited for Scoping Did not attend the scoping Principal Chief Conservator of 321374(R) consultation Workshop through a formal workshop. Forests Fax required till date. letter. (Development and Project) Email: Forest Department 9 Mr. K Sasidharan Nair, Phone:321798 (0) Consulted He indicated that unlike other He directed me to the Forest Principal Chief Conservator of 325584 (R) States here forest information office at social Forests conservation measures are forestry division (General) very active and successful Forest Department and land taking will have to adhered strictly to Forest conscrvation rules of the State and Central Governments.

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL Name & Address Fax and Phone Date of Subject discussed Remarks No number Consultation

10 Mr. Bhaskaran Phone: 481860 Consulted For Restricted and PIU (PWD) submitted Census Department Fax unrestricted SOI maps Application and later we Deputy Director Operations Email: received the SOI sheets CGO Complex Poomkulam (PO) Thiruvananthapuram PIN 695522

11 Dr. Basak Phone:0495355864 Consulted formally On sediment and water Consulted on advice from Executive Director, & 356242 and Informally testing and Analysis and also Prof. M. Jaya Kumar of State CWRDM Fax: on Scoping workshop Committee on Science (MBR) Email: Tcchnology And Kozhikode Environment. Pin 679573 12 Prof. M Jayakumar Consulted with Mainly Waterways project. It is highly desirable to have State Committee of Science & environmental team Need for Sediment testing the State Government Technology & Environment of the project water quality testing etc. Mr clearance on this aspect. Thycaud Kumar recommended Thiruvananthapuram CWRDM for sediment sampling and Analysis. 13 MrVijaya Bhas Phone: 318153 to Consulted Nothing specific has come Purchased a book titled Environmental Engineer, 55 (3 nos) out from the discussion Environmcntal standards Kerala State Pollution Control Fax No: published by the SPCB Board (KSPCB), Pilamood 14 Survey Society Phone:325492 Consulted Cadastral maps availability Resurvey maps are also Michel Gornas for the project Work. Available. Also received a /Shanmugam/KM Soman, Resurvey work is in Progress. few district maps prepared by

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL fName& Address Fax and Phone Date of Subject discussed Remarks No jiumber Consultation Additional Director, the department Director of land Survey and Records Opposite to Sri Mulam Club, 15 Friends of Trees- Phone320954 Contacted Project Environmentalist did NGO Thiruvananthapuram a consultation with Mr Branch (FOT) Mr Thomas Thomas PauLlosas the contact Poulose,B-8 Jawahar Nagar person of the Organization Thiruvananthapuram 16 Er.SathishKumar, Phone: 364659 (R) Consulted No strip Plans are available PWD City Road Section 3, for Kerala road nctwork. Public Works Department, PMG 17 Mr. R Radhakrishna, 525427(0) Consulted on Land Acquisition, Road NGO Ex, President, 752210(R) 30/04/1999 accidents, and Road safety Kerala Shasthra Sahithy Parishath maintenance concern. They (KSSP),- have promised their help. Vanjiyoor, Mathrubhoomi road Thiruvananthapuram. 18 Mr Bijoy Alex Phone:0471- Consulted on Dr Bijoy Alcx, advised of KN Changappa, Sr Manager, Director 325183 17/09/1999 three personnel whom should Tata Tea limited, HRW & WWF Kerala State Office, 323568 be consulted as resource EPA. Mohan Alember, DFO Rupa,A-10 Tagore Nagar (R) 0471-436499 persons. . Mr Jim Sacharia, TC 15/989 Vazhuthakkad Fax: Research range officer, TVM-695014 Email Periyar. _B/SKerala

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL Name & Address 1 Fax and Phone Date of [Subject discussed Remarks No number Consultation

19 Dr Roy George 325183 Consulted on Forest wildlife aspects related Dr Roy George education Education Officer 4/06/99 to KSITP officer, recommended some World Wide Fund For Nature- Their publications: The other resource persons of the India Natural resources of Kerala- state for consultation. Thiruvananthapuram WWF India, Kerala State Prof Nandakumar Department Office. Land use control on of Geography, University Paddy fields College Thiruvananthapuram. Coastal zone Management Prof.Kunjikrishnan . He also Plan. promised me some recommendations at a later stage.

20 Friends of Periyar Phone:04863- Consulted Their main concerns are The NGO. He later attended Mr Joseph Karoor 22169(R) 04/99 forest and WildLife scoping workshop. President Protection Periyar wild Life Reserve Landslides are also a concern. Po Thekkady He also pointed out the Idukki complication duc to the Pin 685 536 arrival of settlers in the high ranges. 21 Contacted: Mr Jalaludheen Phone:322471(P) Consulted on 14 Number of stations in Kerala Data available for eight Indian Meteorological Departnment 322894(() May 1999 & Type of data available. centers spread across Kerala. Meteo centre Data on Temp, Pressure, Thiruvanathapuram Rainfall, Humidity and wind 695033 data are available on cost basis. Mr Nanda Kumar D Phone:474490 24/0699 His main concerns are that no Very shortly he is leaving 22 Sr Lecturer After 8 PM _ good Road maps are India for Higher education

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL Name & Addrcss Fax and Phone Date of 1Subject discussed Remarks No number Consultation n

Geography Dept 327413(R) available. He develops the (PhD). University College map, which is now available, and this is the map given in the CES Resource Atlas. He is happy that people are actually working on the ground to collect basic data. 23 KG Mohanan Pillai, 360965(0) 17/09/99 Forest and wild life sanctuary Director, maps. Forest and wildlife Forest Infonnation Bureau (FIB) published data. Forestry PTP Nagar, publications and brochures. Thiruvanathapuram. 24 Dr Shankar 0487-282064 26/1/00 during He offered his help on any Indicated about new Scientist band Head EIA group E-Mail- Scoping Workshop forestry studies. Presented a sanctuary being created. Kerala Forest Research Institute libkfri 0tmd2vsnlne case study on Eco-tourism (KFRI). Thrissor-680 653 t.in project in Kerala. 25 Prof: E Kunji Krishnan 442853(R) 21/06/99 His main concern is whether He pointed out instances Department of Zoology the fund will be utilized where the gross mis- University College properly. He wants a working utilisation of funds from Thiruvanathapuram accounting procedure within World Bank and ADB had the PWD setup. Who can taken place. guaranteed a honest system where the funds are timely and properly utilized 26 Dr PKK Nair 0471-432159 Consulted Bio-diversity issues, Natural Planting on both sides with Director 0471-435115 23/06/99 conservation measures, a trees or bushes especially in Environmental Resources 0471-433159(R) _ __ complete EIA is necessary for those places where there are

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL Name & Address Fax and Phone Date of Subject discussed Remarks No number Consultation

Research Center any Road widening Project. paddy fields. PBNol 230, Development of Parks along Thiruvanathapuram 695005 Kerala the Road. Medicinal Plants India Etc Parking Places especially for the Sabarimala Pilgrim center. 27 Mr Sivakumar 431300 Consulted Endangered flora and Fauna They are only working on Warblers and Waders 1/3/2000 endangered avifauna. NGO Environmental Engineer, Thiruvanathapuram. Project Implementation Unit

28 Dr. Khandoori, 328347 (0) Consulted Rock blasting inside forest is The tree species of Chief Conservator of Forests 357005 (R) 13/10/2000 banned. According to Kerala Sandalwood, Teak, (Special Afforestation) and Nodal Preservation of Trees act Rosewood, Irul, Thempavu, Officer, (KPT act), permission from Kambakam, Chembakam, Thiruvan anthapuram DFO is needed for cutting Chidachi, Chandanavembu certain species of trees. and Cheemi are included in According to Supreme court the KPT act. direction regarding avenue trees, no tree can be felled without a management plan. If forestland is acquired for any purpose, afforestation at a rate of 2500 plants per hectre is to be carried out. Book on

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APPENDIX 8.1 K1ERALASTATE TRANSPORT PROJECT CONSULTATION

p SL Name & Address | Fax and Phone 1Date of TSubject discussed I Remarks No number Consultation l

rates of afforestation is available.

29 Mr. Abraham 04862 - 32271 20/10/2000 Location of Idukki sanctuary Wildlife Warden - Idukki reservoir and bcyond Idukki that. Owners on the sides of ldukki - Puliyanmala road have no Pattayam. There is a tunnel of 2 m diameter under the road to divert water to the reservoir. No tiger, gaur or sloth bear in the sanctuary. A new management plan for the sanctuary is under preparation 30 Dr. J.K. Sharma 0487-282064 21/10/2000 KFRI is providing only Some publication of KFRI Director, E-Mail- research data to Forest were obtained. Kerala Forest Research Institute, libkfri(Th,md2vsnlne Department for preparation of Peechi t.in a Sanctuary management plan. List of flora and fauna for each district has been ______prepared under the peoples

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

, | Name& Address Fax and Phone CsDate of | Subjectdiscussed Remarks No number Consultationl plan compaign. Not much research has been carried out on mangroves.

31 Mr. Kanakarajan 23/10/2000 Forest areas near Kuttiyadi - Forest Range Officer Kellur road - 250 m of vested forests. Pattayam has not been issued to road side property owners. 32l Mr. Sathyanathan 23/10/2000 On the right side of Kuttiyadi Forest Range Officer, - Kellur road, from Periya Reserve Pakramthalam to Mananthavady Onnamvalavu, there is Periya RF, Vested forest is also deemed reserved forest.

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL Name & Address Fax and Pitone Date of Subject discussed Remarks No number Consultation

33 Mr. Damodaran 23/10/2000 50 m long reserved forest Deputy Forest Range Officer, stretch of Periya reserve is Periya Reserve present on the left side of Mananthavady Kuttiyadi - Kellur road before Niravilpuzha 34 Mr. K. Suresh Menon 24/10/2000 Felling of road side trees is to Divisional Manager be done by Forest Kerala Forest Development Department. Corporation, Kottayam

35 Mr. James Zacharia, 0481 - 565940 24/10/2000 Elephant migration routes are For information on elephant Mr. Sivadas, intercepted by existing roads. crossing points on the road, Mr. Kumaran Elephants will not be able to contact Dr. Easa of KFRI. Assistant Conservators of Forest cross cuts and fills. So, in They are interested in Project Tiger these places easy side slopes attending any workshops to Nattassery, Kottayam should be provided. be held in future. For rock blasting along Idukki - Puliyanmala road. Permission from KSEB will be required since dam is situated very close to the road.

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

|SL| Name & Address 1Fax and Phone Date of | Subject discussed 1Remarks No number Consultation

36 Mr. N. Sasidharan 24/10/2000 Forest land along Idukki - KPT act is applicable to Divisional Forest Officer, Puliyanmala road. private land only. Collectorate, Kottayam From to Idukki, both sides of the road are handed over to Idukki Development Authority (IDA). Land is to be purchased from them. Encroachers will have to be rehabilitated. After Idukki, the land belongs to Cardamom hill RF. It has a dual status. It is revenue land, but the trees are owned by the Forest Department. The area is encroached by private parties. For cutting trees on road side, apply to Assistant Conservator (Social Forestry) who has jurisdiction over the area. 37 Mr. CNS Kaimal 4/12/2000 Faecal waste from boats is Boat Master, SWTD disposed into the canal water Changanasserry Changanasserry jetty. SWTD office has a pit latrine.

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APPENDIX 8.1 KERALA STATE TRANSPORT PROJECT CONSULTATION

SL rName & Address Fax and Phone Date of Subject discussed Remarks No number Consultation

38 Mr. P.K. Surendranathan Asari 15/12/2000 Rock blasting along Idukki - Principal Chief Conservator of Puliyanmala road is not Forests permitted since it is situated Thiruvananthapuram very close to the wild life sanctuary. However, concealed blasting can be done. No emission or noise is permitted. For Kumili - Poopara road, forest clearance is needed. For - road, forest clearance is not needed. No information on Vembanad lake action plan. 39 Mr. D.S. Rao, 15/12/2000 Even though there is a project Dr. Manoharan of CESS has Chief Conservator of Forests report on development of conducted research on (Development), mangroves of Kumarakom, mangroves. Thirivananthapuramii that project is undertaken by Agricultural University. Forest Department has undertaken a study on mangroves in Kannore. 40 Dr. Pushpangadom 0471-448881(0) 11 December 2000 On advise from WB contacted The Project Social Impact Scientist 0471-445277(R) Dr Pushpangadhanregarding the specialist and Environmental Centre for Development Studies low cost sanitation facilities for Specialist consulted Dr Thiruvananthapuram the Kuttanad region. Pushpangadhan of Centre for _ _ _ _ _C _E _S/IC _ _ 1______De v elo p me ntnstu dies

LB I I,SheladWaCES!tCT Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

| APPENDIX 8.2 MINUTES OF SCOPING WORKSHOP KERALA STATE INLAND WATER TRANSPORT PILOT PROJECT

1) ScopingWorkshop -1, Thiruvananthapuram,18'h January, 2000

An environmentaland social scoping workshop was held on the 1 8th January in the PWD Rest House at Thycaud, Thiruvananthapuram. This was the first of the three that were proposed to help identify priority environmentaland social issues, covering the districts of Thiruvananthapuram,Kollam, and Parthanamthitta. Mr. Karrappuni, Chief Engineer,Roads and Bridges Department of the PWD opened the workshop with a keynote address. Mr. David Wood, Team Leader of the PCC, made a welcome speech. Mr. DushyanthaKumar, Director of the Project ImplementationUnit, was Chairman.

Apart from the organizers, the various NGOs and officials who attended the workshop I included: 1. K. Viswanath,Director, Mitraniketan. 2. M.P. Muraleedharan,Geological Survey of India, Kerala Unit, Trivandrum. 3. K.M. Ravindran, SpecialOfficer, Roads and BridgesDevelopment Corporation. 4. Shiju Cherian, Kodumon GramaVikasana Samithy,Pathanamthitta. 5. C. Christu Das, Director, The Dale View, Punalal P.O., Poovachal (via), Trivandrum. I 6. Dr. S.P. Thampi,Director, Marine Archeology,Govt. of Kerala, Trivandrum. 7. K. Thomas Paulose, Vice President,Friends of the Trees, Trivandrum. 8. S. Chandra Mohan, Asst. Director,Kerala State Land Use Board, Trivandrum. I 9. Sudheer Babu, S., EnvironmentalEngineer, Kerala State Pollution Control Board. 10. Abdul Samad, Specialist(Soil Conservation),Kerala State Land Usc Board. 11. C.K. Karunakaran,Secretary, Friends of Trees, Trivandrum. 12. Anil Kumar,P.V., Rajiv Gandhi Cultural StudyCentre, ,Trivandrum. 13. Edwin George,The SalvationArmy, Kawdiar, Trivandrum. 14. Mr. Sunder, Project Coordinator,Rajiv Gandhi Centre, Tyrivandrum. 15. Tommy Cyriac, Consultant,Finance Department,Govt. of Kerala. 16. Jacob Mohan George,Asst. ExecutiveEngineer, Trivandrum. 17. Ms Sonia Kapoor, EnvironmentalSpecialist, The World Bank, New Delhi.

Mr. Karrappuni mentioned that the aim of the project is to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and maximum benefit to the population at large. The objective of the workshop is to gather inputs and concerns from the public, NGOs, and experts for the scoping of the environmental | and social aspects of the project.

After the welcome address, the various experts addressed the audience with their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the environmental and social assessment process for the highways. Bill Cummings, Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the environmental concems in highways and waterways, and Dr. Biswanath Debnath, Social Impact Coordinator,discussed social concernsrelating to highways.

-LBII/Sheladia/CESfICT Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

The participants joined the discussion with their presentation. Mr. M.P. Muralidharan of the Geological Survey of India talked about the physical environment. He mentioned that the road alignments and widths in Kerala are unscientific, which may be made better with the use of satellite survey information. Moreover, water logging on roads recurs during monsoons due to inappropriate design for the soil conditions. He suggested that the design of north- south roads and the east-west roads should be different.

Mr. Abdul Samad of the Kerala Land Use Board mentioned that there is a land degradation problem in Kerala due to the varying terrain and the fact that approximately 40% of the landmass of the State is prone to landslides and slope instability. He also mentioned that consideration should be given to a proper water management system, minimizing disturbance to the paddy fields, and the biotic issues during the execution of the project.

Mr. Sudheer Babu of the Kerala State Pollution Control Board mentioned that the PWD has to submit an application for conducting public hearing with the prescribed fees and 20 copies of the executive summary of the project for clearance by the KSPCB. The KSPCB will convene a panel for conducting the public hearing and subsequently make recommendations to the MoEF.

Mr. Christu Das, Director of Dale View, mentioned the apparent absence of coordination between the PWD and other line departments. He criticized the inadequate traffic signals, signboards and milestones and the frequent digging within the highways.

Mr. Ravindran, Special Officer, Roads and Bridges, described the difficulties involved in land acquisition for the roads. He mentioned that the effective width of the roads is reduced due to inadequate provisions for the pedestrians using the roads and also due to the existence of the utility poles.

Mr. Thomas Paulos, Vice President of Friends of the Tress and a retired town planner, also mentioned the difficulties involved in land acquisition for the roads. He mentioned that strict laws and regulations should facilitate land acquisition.

Mr. Karunakaran, Secretary of Friends of Trees mentioned that a committee should examine the environmental aspects and ensure that the guidelines are being followed. He maintained that the biological aspects of environment should be given more importance in this project. Various mitigation measures and safeguards should be ensured to protect the bio-diversity of the State.

Dr. Thampi of the Dept. of Archeology dealt at length with the importance of heritage tourism and the need for creating a cultural awareness in Kerala.

Ms Sonia Kapoor of the World Bank discussed the importance of the NGO involvement in this project and explained that the mitigation measures for various impacts can be formulated by conducting talks with stakeholders like NGOs, local people, etc. She also mentioned that the environmental and social impacts cannot be solved by the PWD alone. Hence, we should be realistic and pragmatic in dealing with these problems.

Mr. Anil Kumar of the Rajiv Gandhi Cultural Study Centre urged that coordination of various agencies should facilitate the rehabilitation programme, undertaking awareness classes for the pedestrians, and creating road management committees at the panchayat level. LBI/Sheladia/CESlICT l Kerala State InlandWater TransportPilot Project EnvironmentalAssessment -September 2001

| The workshop closed with thanks to the various attendees by the Chairman.

2) Minutes of Scoping Workshop - 2 Ernakulam, 25thJanuary, 2000

An environmental and social scoping workshop was held on the 25 January in Hotel Renaissance, Ernakulam. This was the second of the three that were proposed to help I identify priority environmental and social issues, covering the districts of Alappuzha, Emakulam, Kottayam, Thrissur, Idukki, and Palakkad. The Project Implementation Unit (PIU), lrrigation Department and PCC decided to cover the entire Waterways issues at this * scooping workshop. The Thiruvanathapuram workshop also discussed the waterways issue at a low profile. Er. E.K. Govindan, Superintending Engineer, Roads and Bridges Department of the PWD Central Circle, Aluva, opened the workshop with a keynote address. Mr. Andrew Blelloch, Environmental Specialist in the PCC, made a welcome speech. Mr. Dushantha Kumar, Director of the Project Implementation Unit, was Chairmnan.

I Apart from the organizers, the various NGOs and officials who attended the workshop included: 1. Mr. K. K. Abdul Gaffoor, KSINC, Kochi. 2. Dr. Shankar from the Kerala Forest Rcsearch Institute, Peechi, Thrissur. 3. Mr. Ravindran from the Kerala Shastra Sahitya Parishad, Thrissur. 4. Dr. Komala Valli Amma, SE, ID, Govt. of Kerala, Thiruvananthapuram. 5. Dr. V.N.Sivasankara Pillai ,Cochin University for Science and Technology, Kochi. 6. Mr. Raji G. Nair, Assistant Executive Engineer, Irrigation Department, Kollam. 7. Mr. Joseph J. Karoor from the Friends of Periyar, Thekkady.

Er. Govindan mentioned that the traffic volume in Kerala is annually increasing at the rate of 10-11% and discussed the vital role of the road network in the state's development activities. He also mentioned that the aim of the project is to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and maximum benefit to the population at large and the resettlement and rehabilitation objectives would be followed up with the panchayat level discussions.

3 After the keynote and welcome address, the various experts addressed the audience with their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the environmental and social assessment process for the highways. Mr Willium Cummings, N Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the environmental concerns in highways and waterways, and Dr. Biswanath Debnath, Social Impact Coordinator, discussed social concerns relating to highways.

The participants joined the discussion with their presentation. Dr. Komala Vally Amma briefly described the Kerala waterways and made a comparison of the relative maintenance costs of the railways, the highways and the waterways and mentioned the cost per km in the waterways is Rs. 1000/- while it is Rs. 5000/- in the two other modes.

Mr. K K. Abdul Gafoor of KSINCO described at length certain waterways related facts of the cargo transport in Kerala. He mentioned that IWT carry both passengers and cargo. Industrial * raw materials are being transported by IWT in Ernakulam area. Many parts of Inland Waterways have insufficient infrastructure facilities. Another problem faced by IWT sector in 3 LBlI/Sheladia/CES/ICT l 3 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

Kerala is insufficient loading and unloading, facilities. Only 75% capacity of the boats and barges is being used. Optimum size capacity of the barge is 500 MT but now only 150 MT vessels operate. The width and depth of Inland Water ways are not sufficient for this purpose. There is a future for Water Transport in Kerala for tourism as well as Cargo transport. The I roads and railways have already reached a stratum point. Main problem associated is the hanging of power lines. There is a proposal for a joint venture high-speed catamaran service through the coastal area from Ernakulam to Thiruvanathapuram with private participation. I Valiyathura in Thiruvananthapuram is easily accessible by the Harbor Engineering Department. Mr. Kumar suggested that their facts be put forwarded to the W.B officials when they reach Kochi.

Mr Raveendran of Kerala Shastra Sahithya Parishath mentioned the bad condition of National water way -3. He is of the opinion that National Waterways are not developed properly. He further talked about two facts first is about the optimum use of present roads and the second one is the construction companies building new roads.

Mr. Regi G Nair - Asst. Engineer Irrigation Department, Kollam talked on the optimization of the containerization.

Dr. Shankar- Kerala Forest Research Institute, Peechi - Scientist in-charge, Agro forestry cum publicity. He compared Kerala to an Oceanic island. The principles of island biology 3 should be taken into account. The climate of Kerala is also important. Statistically speaking Kerala receives 90% of its annual rainfall, in about 10 hrs. Tree cover of Kerala has decreased considerably. He clarified the following data of decreasing trend of forest coverage in the year 1900 -70% forested area, 1950 - 50% forested area. 2000- 25% forested area. He presented a case study of Forest related EIA the eco-tourism project for the participants. He explained the methodology followed to arrive at reasonable conclusions.. 3 The EIA also focused on attitudes and approaches of people. Landslides usually occur in , region. Placing project components makes matrices. The eco tourism project is a registrered charitable society. Mr. Mohanlal of the Indian Forest Service | is the Secretary of the Thenmala ecotourismSociety.

To a question from Mr Joseph J Karoor Friends of Periyar, Thekkady consultants stated that C approaximately 300 km length of roads out of 2800 km passes through ecologically sensitive areas. Consultants also explained the selection and screening process of roads. They indicated that economic interest and environmental aspects are prime concerns. Ecologically sensitive U roads will not be deleted but will be subjected to detailed Environmental investigations to prepare an EIA in order to obtain MOEF for clearance in case these are included for further investigations.

The consultants mentioned that a large percentage of accidents are taking place in rural areas.

A resident of Kuttanad area (Professor at CUSAT) where the three proposed waterways are planned explained the reasons for negligence of IWT. One of the main reasons is due to the | faster mode of Road and Rail Transport. There are some private operators of boats. His impression is that through water ways only Cargo transport is possible and it is not profitable also. There are many country boats plying in Kuttanad area, which serves as a means of | transport for the local people.

| LBIUSheladia/CES/ICT l 3 Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

Dr. Komalavalli Amma mentioned that at present waterways are neglected and there is ample I scope if it is properly developed. 3) Scoping Workshop - 3 Kozhikode, 2thFebruary, 2000

An environmental and social scoping workshop was held on the 2h February in Hotel Malbar Palace, Kozhikode. This was the last of the three workshops that were proposed to help * identify priority environmental and social issues, covering the districts of Kasarkode, Kannur, Kozhikode, Malappuram and Wayanad. Kozhi kode workshop also discussed the waterways aspects in a low profile. Er.K Narayanan, Superintending Engineer, Roads and Bridges I Department of the PWD North Circle, Kozhikode, opened the workshop with a keynote address. Mr. Andrew Blelloch, Environmental Specialist in the PCC, made a welcome speech. Mr. Dushantha Kumar, Director of the Project Implementation Unit, was Chairman.

Apart from the organizers, the various NGOs and officials who attended the workshop | included:

8. Mr U Chandran Assistant General Manager Telecom Department, Kozhikode 9. Mr KD Joseph, Assistant EE, Kerala State Pollution Control Board, Kozhikode 1O.Mr AM Jayan, Town Planner, Calicut Development Authority, Kozhikode. I 1. Mr. Shanmugan , Assistant Executive Engineer, Kerala Water Authority, Kozhikode 1 12. Mr. KG Harshan . Assistant Executive Engineer, Kerala Water Authority, Kozhikode 13. Mr KM Unnikrishnan, Society for Protection of Environment, Kerala. 14. Mr Mohan Kumar, Deputy Director, Anthropology, KIRTADS, Kozhikode 15. Mr Dinesh Kumar, RASTA, Kozhikode 16. Mr Jayendran, Executive Engineer, PWD,Vadakara 17. Mr. Narayanan Namboothiri, EE roads division 18. Mr.Abdul Khader, Executive Engineer, PWD Roads Division, Kozhikode

Er. Narayanan during his keynote address mentioned that the state government has undertaken major policy refonns as a part of this project with the World Bank Assistance. An institutional Development Study is planned to review the institutional needs, options and resource requirements for sustainable road sector management reforms in planning financing I and development of network assets. Er. Narayanan mentioned that the traffic volume in Kerala is annually increasing at the rate of 10-11% and discussed the vital role of the road network in the state's development activities. He also mentioned that the aim of the project is I to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and maximum benefit to the population at large and the resettlement and rehabilitation objectives would be followed up with the Panchayat level discussions.

After the keynote and welcome address, the various experts addressed the audience with their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the U environmental and social assessment process for the highways. Mr Willium Cummings, Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the * environmental concerns in highways and watervays, and Dr. Biswanath Debnath, Social Impact Coordinator, discussed social concerns relating to highways.

3 LBtl11SheladiaXCES/ICT Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

Mr Narayanan Namboothiri mentioned that Telecom and Kerala Water Authority works are affecting the road traffic. He argued for an out side the road space forrnation for separate space for the utilities and drainage facility. He mentioned about a proposal for bypass. This bypass alignment identified is about two km mainly passing through paddy fields.

Mr U Chandran of Telecom department opined that suggestions for putting ducts are well and good. He also suggested having removable slabs along footpaths so that the telephone cables can be taken through the ducts provided below the slabs. He sought better facilities for crossing of roads. Mr Kumar later replied that there should be economic assistance from the concerned departments and the present cables, which are already laid, cannot be removed.

Mr Abdul Khader told that in this project the past history of the road development should be evaluated. Ribbon development is everywhere. He is in favour of parallel roads and bypass roads to get away from the present narrow roads. He mentioned that all roads become drains during monsoon season and there are sewerage outlets to the road. Surface water is entering the roads. Capillary effect on the roads should be considered and also the topography and climate. In Kerala there is very little budget for road improvements. He told that facility of roads is limited and there are no traffic regulations. Providing standard width is impractical. Access roads are the main problem for PWD Roads. These should be included in the project. Mr Kumar later replied that environmental and social concerns are given high weight age in this project. He mentioned that that minimum width of the road is provided according to the traffic. State has to justify all investments to the bank. Capillary rise is considered in this project design. Geometric correction of roads will be carried out wherever feasible. Mr Sundara Rajan later explained that total solution of our problems cannot be achieved by any single project however all viable alternatives will be taken in to consideration. He mentioned that state government has taken a major initiative towards most of the problem through the recently introduced Highway protection bill.

Mr KD Joseph mentioned that during public hearings public conccrns are carefully considered.

Mr Jayan of Calicut Development Authority. He is in favour of controlling visual pollution effectively. The road markings should be considered. In the case of bypasses it is possible to collect betterment revenue. He stated that it will be very useful to every one if the already approved alignments are considered.

Mr Shanrugam of Kerala Water Authority mentioned that in the case of provision of water supply pipes provided along the roadsides, the department could pay the expenses. Widening in fact shift the existing pipeline towards the center so provision of relaying of pipes should be made.

Mr KG Harshan of KWA told that the cost of relaying of pipes should be included in the project budget. He also told that there are environmental and social concerns of this pipe laying should be taken in to account.

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Kerala State Inland Water Transport Pilot Project Environmental Assessment -September 2001

Mr Unnikrishnan representing an NGO mentioned the need for avoiding ecologically sensitive areas. Rehabilitation of the people should be given more importance. The impact on low-income groups is high although the cost of land acquisition is very low. There should be some way out for the storm water drains. It is time to prevent the garbage being thrown in to * the drains. In all project related matters there should be 100 % transparency. If this is done there will not be any difficulty in convincing the people. Social and environmental impact should be considered seriously.

Mr Mohan Kumar of Kerala Institute for Research training and development studies for SCs and STs mentioned that there are about 103 SCs and STs in Kerala. Most of these weaker sections live along the roadsides. In the case of low income group's rehabilitation will be very difficult as the culture is linked with the land they hold. The encroachers should be, classified and given compensation. Mr Mohan Kumar mentioned that in the case of SC and ST rehabilitation, it is always better to be spread and mixed with all other communities but they usually don't like the idea than a colony.

Mr Dinesh kumar of RASTA an NGO mentioned that the roads are very important for social advancement. People should be made aware about the various positive aspects of the project.

Mr Jayendran mentioned that overloading of vehicles is a serious concern as this cause accidents and damage to the road as well. Hence he explained the need for controlling these aspects. In the case of drainage accidents and divider accidents it should not be charged against the people who construct this. Mr Sundara Raja later mentioned that in foreign countries this is charged to the corporate body not to individuals.

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