INDIA: PROPOSEDANDHRA PRADESH STATE HIGHWAY PROJECT
E-I/6O 1 PUBLIC WORKS (ROADS & BUILDINGS) DEPARTMENT GOVERNMENT OF ANDHRA PRADESH INDIA Public Disclosure Authorized
Andhra Pradesh State Highways Project Project Coordination Consultancy
ENVIRONMENTAL ANALYSIS Public Disclosure Authorized
FILEC Public Disclosure Authorized
May 1996
SNOWY MOUNTAINS ENGINEERING CORPORATION PTY LTD AUSTRALIA
In Association with CONSULTING ENGINEERING SERVICES (INDIA) PVT LTD Public Disclosure Authorized ,IFl
Public Works (R&B) Department Government of Andhra Pradesh India
"ffI1 Funded by InternationalBank for Reconstructionand Development
Environmental Analysis -II1l for the
ANDHRA PRADESH STATE HIGHWAYS PROJECT I
Project Objective: To reduce the total cost of road transport in Andhra Pradesh, by improving AIi road condition and capacity, along with R&B's in-house capacity to design, manage and operate the road network. l 1 (*' "SMEC I
Snowy MountainsEngineering Corporation (Australia) Ltd
MAY 1996 Andhra Pradesh State Highway Project Table of contents
TABLE OF CONTENTS
Page
EXECUTIVE SUMMARY ...... vi
1. INTRODUCTION .1-1
1.1 Project Background .1-1 1.2 Institutional, Legal and Policy Context .1-4 1.3 Study Area .1-7 1.4 Project Proposals .1-11
2. EXISTING CONDITIONS ALONG PROJECT ROADS .2-1
2.1 Bio-physical characteristics ...... 2-1 'I 2.2 Socio-economiccharacteristics ...... 2-8 2.3 Sensitive areas and priority issues ...... 2-9 n 2.4 Project action areas ...... 2-11 2.4.1 Road sections for design in Phase I ...... 2-11 2.4.la Warangal to Raiputnarn ...... 2-12 3 2.4.1b Addankito Narketpalli...... 2-15 2.4.1c Cuddapah to Tadipatri ...... 2-25 2.4.2 Road sections for design in Phase II ...... 2-29 I 2.4.2a Lakshettipetto Gudihatnoor ...... 2-29 2.4.2b Pericherala to Kumool ...... 2-33 2.4.2c Cuddapah to the State Border ...... 2-37 I 2.4.2d Warangalto Deepavali...... 2-40 2.4.2e Tadipatri to State Border ...... 2-43 2.4.2f Bhimedolu to Kovvur ...... 2-45 2.4.2g Madanapalle to Renigunta .2-47 2.4.2h Renigunta to Nayudupeta .2-52
* 3. ASSESSMENTOF ENVIRONMENTALIMPACTS .3-1
3.1 Major Issues .3-1 3.2 Physical and Natural Environment .. 3-2 3.2.1 Topography/Soil and Landform .3-2 i 3.2.2 Water .3-3 3.2.3 Air Quality .3-4 3.2.4 Flora and Fauna .3-5 I | 3.3 Human and Social Environment.3-8 3.3.1 Community Life and Economic Activity .3-8
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Page rl 3.3.2 Land Acquisition and Resettlement .3-10 3.3.3 Indigenous and Traditional Populations .3-11 3.3.4 Cultural Heritage .3-11 rl 3.3.5 Aesthetics and Landscape .3-12 3.3.6 Road Safety .3-12 3.3.7 Urban Centres and Built-Up Areas .3-13 || 3.3.8 OccupationalHealth and Safety...... 3-16 3.3.9 Non-Motorised Transport ...... 3-16
4. ALTERNATIVES...... 4-1
4.1 Do-nothing ...... 4-1 4.2 Optionsconsidered ...... 4-1 4.2.1 Geometric ...... 4-1 3 4.2.2 Design and ConstructionMethods ...... 4-2 4.2.3 Bypasses ...... 4-2
5. MITIGATION AND ENHANCEMENT RECOMMENDATIONS .5-1
5.1 General .5-1 | 5.2 Constructioncontract Provisions .. 5-1 5.3 Supplementary Mitigation .. 5-4 5.3.1 Institutional .5-4 I 5.3.2 IncreasedRoadside Tree Planting.5-5 5.3.3 Integration of Road Improvements within Urban Settlements ... 5-5 5.3.4 Resumption and Resettlement .5-6 5.3.5 Non-Motorised Transport .5-6 5.4 Costs of Mitigation .5-7
6. ENVIRONMENTAL MANAGEMENT AND TRAINING .6-1 1 6.1 InstitutionalRecommendations .6-1 6.2 Recommended Training and Monitoring Activity .6-2
7. ENVIRONMENTAL MONITORING PLAN ...... 7-1
7.1 Baseline Studies and Key Parameters ...... 7-1 ii 7.2 Audit and MitigationPlans ...... 7-1
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Andhra Pradesh State Highway Project Table of contents fl Page
LIST OF FIGURES
Figure Title
1.1 Andhra Pradesh road system ...... 1-3 1.2 Roads and Buildings organisation chart ...... 1-5 I 1.3 PopulationDistribution in AndhraPradesh ...... 1-8 2.1.1 Conservation areas of AP ...... 2-3 2.1.2 Forest areas of AP ...... 2-4 I 1 1 2.1.3 Rivers and Waterwaysof AP ...... 2-5 2.1.4 Topographical features of AP ...... 2-6 2.1.5 Soils ofAP ...... 2-7 2.3.1 Failed avenue planting ...... 2-11 2.3.2 Poor batter revegetation ...... 2-11 1 2.4.1 LocalityPlan (Warangalto Raiputnam) ...... 2-14 2.4.2 Singaraya Konda ...... 2-17 2.4.3 Cemetry near proposed bypass route at Nalgonda ...... 2-19 1 2.4.4 Nalgondabypass route options ...... 2-20 2.4.5 Temporary huts requiring R&R at Mirialguda ...... 2-21 2.4.6 Mirialguda bypass route options ...... 2-22 I 2.4.7 LocalityPlan (Addankito Narkatpalli) ...... 2-24 2.4.8 Encroachment and Non-motorised transport at Yerraguntla ...... 2-27 2.4.9 Accident zone ...... 2-27 2.4.10 Locality Plan (Tadipatri to Cuddapah) ...... 2-28 2.4.11 Cross-drainage structure in Kawal Sanctuary ...... 2-30 2.4.12 Avenue planting at Gudihatnoor ...... 2-31 2.4.13 Locality Plan (Gudihatnoor to Lakshettipet) ...... 2-32 2.4.14 View of Nagarjuna Sagar-Srisailam Sanctuary ...... 2-35 1 2.4.15 Locality Plan (Gunturto Kumool) ...... 2-36 2.4.16 Nandular tank ...... 2-38 2.4.17 Locality Plan (Cuddapah to State Border) ...... 2-39 2.4.18 Locality Plan (Warangal to Pollacollu) ...... 2-42 2.4.19 Locality Plan (Tadipatri to State Border) ...... 2-44 2.4.20 Archway across road ...... 2-49 I| 2.4.21 Locality Plan (Madanapalle to Renigunta and Reniguntato Nayudupeta) ...... 2-51 3.2.1 Pavement damage caused by trees ...... 3-7 3.3.1 Pedestrian access along highway .3-9 3.3.2 Crop drying on highway. .o 3-9
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Andhlra Pradesh State Highway Project Table of contents
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LIST OF TABLES r Table Title
1.1 Basic characteristics of the Divisions crossed by project roads ...... 1-9 1.2 Scope of work ...... 1-11 3.3.7 Major centres along each route ...... 3-15
| LIST OF ANNEXURES
Annex Title
I Supplementray notes on APSHP Environmental Impact Assessment for Techno- Economic Fesibility Studies - Il 2. References 3. Environment/Road Data 3A. Endangered Species 3B. Nature Reserves 3C. Environmental Standards 3D. Environmental NGOs 4. Environment Unit Proposal 5. MOEF Submission Proforma (Draft) 6. Environmental Monitoring Proforma (Draft) 7. Terms of reference for a full environmental impact assessment on the APSHP 8. Contract related specifications relating to the environment I 9. Typical designedcross-sections for the upgradedroads 10. Line diagram of Project Roads showing major towns 11. Abbreviations 12. Report by World Wildlife Fund - Madanapalle - Chandragiri Road
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i ~~~SMECInternational iv Project 56112 Version 2.03 August 1996 Andhtra Pradesh State Highway Project Table of contents liii This documentis producedin accordancewith the SnowyMountains Engineering Corporation's Quality System as documented in the Corporate Quality Manual, Edition 4, Revision 1, dated July 1995.
PREPARATION, REVIEW AND AUTHORISATION r This Report was prepared by:
Signature \ Date: _ _ _ _
and reviewed and authorised for issue by:
Signature e______Date:______l Revision Date Amendments Prepared Authorised 2.02 25th July 1996 Page marked Version 2.02 2.03 29th August 1996 Page marked
______V ersion 2.03__
ISSUE REGISTER
Issued to Number Project Director I SMEC H & T Library,Cooma I Sydney Office
R & B, Hyderabad 11 File (A copy of this page only) 1
USAIEC International V Project 56112 Version? 2.03 Augzust 1996 l
Andhra Pradesh State Highways Project Executive Summary Executive Summary
An environmental review of the roads to be constructed under the Andhra Pradesh State Highways Project (APSHP) has been carried out by the Snowy Mountains Engineering Corporation (SMEC) as part of the services it has provided as the Project Coordinating Consultant (PCC).
V The APSHP provides an opportunity for the establishment of environmentally sound road construction practices in Andhra Pradesh, at a time when expenditure on road infrastructure is expected to increase rapidly. The project is a rural roads project and will involve a new generation of highway construction technology and contracting procedures for Andhra Pradesh. It is- important, therefore, that adequate attention and resources are given to environmental concerns throughout the project cycle.
i This report contains the findings of the environmental review together with recommendations for measures to mitigate the adverse impacts of the project and to enhance the positive impacts. The r reportalso makes recommendationsthat will allowthe Roadsand BuildingsDepartnent (R&B) to continue ecologically sound road improvements in the longer term.
The roads assessed in this report are listed in Tablel.
Table 1 Summary of Project Roads Length(km) Route Road Road Section fl ______No Phase I PhaseII Gunturto Bellary Road 2(b) Pericherla-Dornala-Kurnool 226.6
Puttur to TadipatriRoad I(c) Tadipatri-Cuddapah 104.0 2(c) Cuddapah-Renigunta-Stateborder 172.0 Narketipallito AddankiRoad l(b) Addanki-Kondamed-Narketipalli 200.0 Gudihatnoorto PollacoluRoad 2(a) Gudihatnoor-Indenpalli-Laxettapet 108.6 1(a) Laxettepet-Karimnagar-Warangal 111.0 2(d) Warangal-Nalajerla-Pollacolu 345.6 Kovur to ElluruRoad 2(f) Kovur-Bhirnedolu 48.5 Nellore to Bellary 2(e) Tadipatri-Gooty-StateBorder 101.6 3 Bangaloreto NHS via Tirupathi 2(g) Madanapalle-Chandragiri-Renigunta 128.0 2(h) Renigunta-SriKal.-Nayudupeta 56.0
.MFA [ntor1nnfi,rnnl Vi Pr I,rSf 117'JI Vaorvi,n l Af1U IOO 'Ii r Andhlra Pradesh State HiglhwaysProject Executive Summary 'll The proposed work under the project will involve repair of damaged pavements, strengthening, widening, drainage structures and furnishings, with a limited number of bypasses and minor realignments.
Since the majority of the work is restricted to the existing Right-of-Way (ROW) the direct impact will be spatially restricted and limited land acquisition is expected. The improvements in road services will have, however, widespread impact in allowing development and improved access to a large part of the state. Positive benefits from reduced congestion will occur.
A summary of anticipated levels of the impact of APSHP is given in Table 2.
| Table 2 Summary of Environmental Impacts ImpactCategory 3 RoadSection Soil Water Air Flora/ Land Displ. Fauna Acq. People 3 yPhase I a.Warangal-Kari.-Raiputnam Low Low Low Low 16ha Nil
b.Narketipalli-Addanki Low Low Low Low 63ha na
c.Tadpatri-Erra.-Cuddapah Med Low Low Low 5ha na
* Phase If
a.Lakshettipet-Gudihatnur Low Low Low High na na a bb.Guntur-Atuakur-Kumool Low Low Low High na na c.Cuddapah-Renigu.-Border Low Low Low Med 13ha na
d.Warangal-Kham.- Nalajerla Low Med Low Med 81ha 60
e.Tadipatri-Gooty-Bellary Med Low Low Low Nil na flBhimedolu-Kovvur Low Low Low Low Nil Nil
g. Madanapalli-Chandragiri-Renigunta Low Low Low Med na na * h. Renigunta-Navadupeta Low Low Low Low na na
Based on the inspections undertaken and analysis of information available, the vast majority of the APSHP will not cause significant environmental degradation. The sites are generally highly modified, free of sensitive areas and with relatively clear Rights-of-Way, except in urban areas. 3| Some trees will need to be removed but will be compensated for by a generous replanting programme. Normal construction controls will be used to limit any environmental damage to water, air or terrestrial ecosystems.
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There are however, two areas on the project roads that have the potential for significant conversion or degradation of critical, or other, natural habitats. The sensitive areas are: r. Kawal Sanctuary on Road 2(a) from Lakshettipet to Gudihatnoor. This is a tiger sanctuary.
* Nagarjuna Sagar-Srisailam Sanctuary on Road 2(b) from Guntur to Kurnool. This is a tiger sanctuary.
Tigers are listed on the IUCN Red List of Endangered Species and as such their survival is of national and international importance. Each of the two sites may house other endangered species.
In terms of World Bank classification, under Operational Directive 4.01, the project would therefore fall within CategoryA, and the two sensitivesites will require a full environmental impact assessment (EIA). Draft terms of reference for this EIA are included in the report. ii Other key outcomesof the environmentalreview are:
Environmental input should continue throughout the project and be available for all future projects. This can best be done by establishment of an environment unit within R&B with specific assistance to that unit provided by domestic and international advisers. Road planning and design needs to ultimately integrate environmental factors as part of the normal planning and management process. The development of a full environmental unit will not occur immediately and will be a lonaterm objective An environmental officer should, howeverqbe included in the proposed APSHP cell immediately.
*| Enhancement of the environment through roadside planting is a potentially valuable I outcome of the APSHP. Details of roadside planting and landscaping will be included in the Contract Specifications.
* Awareness of environmental issues in the road construction industry in AP is at a very early stage. Environrmentaltraining is therefore recommended for a variety of personell involved in the construction of the project.
;* The 1995 IRC Road and Bridge Works specificationprovides a number of clauses which 3| address protection of the environment concerns. A series of additional clauses are recommended to be included in the contract documentation for the project to ensure that adequate constructioncontrols are available. These stress the erteIirements 3| as well as raising concerns for pollution from construction camps and plant, control of dust, restoration of borrow areas, as well as occupational health and safety.
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|l* The project will have a significant long tern impact on road safety, particularly with repect to non motorised transport (NMT). A pilot safety study to enhance the safety of fl NMT is recommendedfor inclusionin the project.
The APSHP is a rural roads project and is not intended to deal with urban conditions. Bypasses of major urban areas require detailed study to determine the impacts on the environment, affected people, traffic, economics and the community as a whole. These studies are considered to be outside the PCC's scope of work. Subsequently, it is recommended that where urban areas are large, no work will occur inside towns. In smaller towns, where practical, the road will be strengthened to a width which minimises or preferably avoids the need for relocation of project affected people.
* Local administrations and other service providers such as electricity and telephone authorities should be consulted as a matter of routine proceedure during the design of R&B projects.
Summaryof Initial Action Recommended
In order to ensure that Government of India policies are addressed and environmental concerns are fully taken into account in the APSHP, the following recommendations are made for immediate action:
I * Complete EIA on critical natural habitats and implement recommendations made in the EIA. The EIA has to be completed before project appraisal by the World Bank currently progranmmedfor September 1996. It is recommended that a consultant is appointed to i carry out the work immediately. It is estimated that the EIA will take approximately 6 weeks to complete.
I * Implement institutional reform recommendations within R&B. A programme for the implementation is included in the PCC's Draft Institutional Review Report.
| * Include recommendations for enhancement and protection of the environment in the contract documents. This work should be carried out as part of the project documentation and should be completed by project appraisal.
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1. INTRODUCTION
1.1 Project Background
In early 1994 the Roads and Buildings Department (R & B), on behalf of the Government of rl Andhra Pradesh (GoAP), commissioned 6 local consultants to identify sections of State Highways and Major District Roads, and to report where reduced carriageway width and/or pavement deterioration constrained traffic capacity. The consultants reports were combined into a Strategic rl Options Study in April 1994 in which some 3000 km of roads were identified as high priority. Following a World Bank (WB) agreement, four local consultants were commissioned in May 1995 to prepare detailed road inventories and feasibility studies for these priority roads. The IU study included the collection of environmental information necessary for an assessment of the environmental impact of the APSHP in accordance with Ministry of Environment (India) Guidelines, as well as land acquisition and resettlement plans.
In June 1995 the Snowy Mountains Engineering Corporation (SMEC) signed a contract with the R & B on behalf of the GoAP to act as the Project Co-ordinating Consultant (PCC) to carry out an economic evaluation of the 3000 km of roads. From the economic evaluation 1400 km of road was identified for upgrade funded through a WB loan. SMEC is currently carrying out the survey 3 and detailed design of an initial 400 km of high priority road. Included in this consultancy is an environmental impact assessment which is contained in this report. In July 1995 the PCC issued a guideline document to the local consultants to supplement the Terms of Reference, outlining 3 the type of environmental information required (see Annexure 1). This was to complement Ministry of Environment and Forests (MOEF) Guidelines and to ensure that environmental factors were considered in the recommendations for road improvement work and conceptual I designs. Subsequently, the World Bank sought a more substantial social assessment, in order to proceed to a Resettlement Action Plan.
I The local consultant's Feasibility Study reports varied markedly, regarding the attention given to the specific environmental impacts of proposals and the extent of relevant baseline information.
* The PCC's First Interim Report submitted in December 1995 identified which roads should be included in the 1400 km of project roads and included a draft Environmental Assessment of the | recommendedroads.
The EnvironmentalAssessment second draft of the recommended 1400 km of road was submitted 3 to R&B in March 1995. Comments made on that draft have been addressed in this revision of the report. 3 In April 1996, R&B requested that three additional sections of road, not considered in the Feasibility Study reports undertaken by the local consultants in 1995, be included in the roads 3| to be considered for construction as part of the project. The additional roads to be included are:
I SMEC International 1-1 Project 56112 Version 2.01 May 1 996 Andhra Pradesh State Highway Project 1. Introduction
*~ Madanapalli-Chandragiri-Renigunta(128 km) Renigunta-Nayadupeta (56 km) Puttur-StateBorder (22.5 km)
At the time of writing, the economic and technical feasibility studies of the additional three roads, being undertaken by local consultants, had not been completed. The choice of the final 1400 km of road to be included in the project has therefore not been finalised. To allow early submission of this Environmental Analysis, all of the roads that will be considered for inclusion in the project (the originally recommended 1400 km plus the additional three roads) have been analysed for environmental impacts. This report presents an environmental impact assessment for each of these roads, based on the inventory material collected, inspection and supplementary analysis.
A degree of emphasis is given to the 400 km being proposed under Phase I. The general purpose of the environmental assessment is to improve the decision making in the selection of priority roads, by includinga valuationfor mitigationmeasures, and to ensure that the environmental consequences are taken into account throughout the project cycle, and any adverse impacts are either minimised or eliminated. All the roads covered in this report were inspected with similar concerns and conditions applying to each section.
Locations of the roads evaluated in this report are given in Figure 1.1. Clearly the coastal routes are currently the most accessible and the project roads are designed to complement the coastal road system by linking it with areas to the north and west. l l l
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SME;CInternational 1-2 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 1. Introduction
Figure 1.1 Andhra Pradesh Road System r
l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1.hp. .
I I
l ->>chiltpaxnam~~~~~~Up- Stage 2 (IlOOOkm)-__
U _I
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The State roads in Andhra Pradesh which have limited carriageway width and maintenance, will continue to deteriorate as traffic volumes and loads increase. Design speeds can rarely be maintained due to surface condition, congestion and encroachments. Vegetation growth on shoulders and the erosion of verges has reduced road serviceability, and contributes to a relatively high accident rate.
The stated objective for the APSHP project is;
To reduce the total cost of road transport in Andhra Pradesh by improving road conditions and capacity, along with R&Bs in-house capabilities to design, manage and operate the road network.
Costs of vehicle damage, additional fuel usage and delays as a result of road condition and pt congestion are evaluated in the economic assessment for the project.
1.2 Institutional, Legal and Policy context
11 The Roads and Buildings Department (R&B), of the Andhra Pradesh Public Works Department, has responsibility for the construction and maintenance of 45,452 km of the state road network. The Engineer-in-Chief (A & E) currently has responsibilities for both National Highways (on behalf of the National Highways Authority), State and District roads, and has a headquarters in Hyderabad with a decentralised implementation structure based on District Circles.
The APSHP focuses on State Highways and Major District Roads. At the present time, no planning win1g or specific environment unit exists within either R&B, nor the Ministry of Surface I Transport (MOST) which has national coordination functions. The Transport Department has licensing, vehicle registration and control functions. The Andhra Pradesh State Road Transport Corporation (APSRTC) is the main public road transport operator in the state. The Police I Department has legal powers in relation to operations and activity on the road Right-of-Way (ROW). Local government, municipal and town development authorities may control road sections within built-up areas, and District Commissioners have overall administrative coordination and land control functions at the district level.
In June 1994 the R&B Department had approximately 17,700 employees. Road construction and maintenance is managed through 12 Circles in the Roads Wing, each headed by a Superintending Engineer with up to 6 Executing Engineers controlling District operations. Separate Circles exist 3| for ADB construction work and Cyclone Rehabilitation work. This APSHP project spans 13 of 21 Districts in Andhra Pradesh. Separate District administrations which are involved for each Circle, will be important to the APSHP project in terms of their coordination, land registration and general administrative control duties. A Chief Engineer (Design and Planning) position exists but advice was that this is primarily involved in national highways and building work. No policy statements nor corporate plans are known to exist.
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Andlhra Pradesh State Highway Project 1. Introduction
Figure 1.2Roads &Buildings OrganisationChart I
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SMEC International 1-5 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 1. Introduction
The Ministry of Environment and Forests (MOEF) has overall responsibility for administration and implementation of government policy in respect to conservation, ecologically sustainable development and pollution control. The government concern for the environment has been promulgated through the National Conservation Strategy, National Forest Policy and the Policy for Abatement of Pollution (1992). MOEF which is responsible for various action plans and 5 programs, research, funding and guidelines has representation in Andhra Pradesh. India is a signatory to all the major international Conventions and Protocols with respect to the environment, and was a major participant at UNCED 92.
Key domestic legislation includes;
* . * The Environmental Protection Act, 1986 The Water (Prevention and Control of Pollution) Act, 1974 1 * The Air (Prevention and Control of Pollution) Act, 1981 _. The Public Liability Insurance Act, 1991 *" The Forest (Conservation) Act, 1980
A key document under the Environmental (Protection) Act (No.29 of 1986) is the Handbook of Environmental Procedures and Guidelines (1994) which outlines the requirements for environmental clearance of new development proposals, as part of the New Industrial Policy. This states that, under Schedule I, "Highway" development projects require environmental clearance from the Central Government. A specific Environmental Guidelines for Rail/Road/Highway Projects was promulgated by MOEF in 1989, in conjunction with MOST, and includes a summary questionnaire for submission purposes. This earlier guide document is 3 generally used as the basis of EIA for domestic road project clearance purposes. It provides some absolute standards but is primarily a checklist and is limited in the depth and detail of information. Under the TOR for the domestic consultant Techno-Economic Feasibility Studies, I these guidelines were to be used for EIA purposes. The Indian Roads Congress has also issued a guideline document for EIA (1988) and this provides general issue and impact guidance.
X| In practice, the State Pollution Control Boards (SPCB) have been established for implementation of the rules and procedures. In Andhra Pradesh the SPCB will act as the initial contact point for environmental clearancepurposes. The project may, however, need to be environmentally cleared at both state and federal level, and will be submitted to both concurrently by R&B. Draft summary documents for each of the proposed road sections are given at Annex 5 for submission 3| purposes.
Standards for the discharge of environmental pollutants have been notified under the I Environmental Protection Act for various classes of recipient waters and noise standards for vehicles also exist (see Annex 3). Whilst the primary intention of standards, to date, has been for the control of industrial sourced pollution, the same rules apply to road construction activity. IJ Legal action has been taken on environmental damage in India and sufficient legal precedence exists to expect that domestic legislation is adequately effective. Many of the SPCBs are being strengthened through donor assistance with AusAID commencing such a project in Andhra
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Andhra Pradesh State Highway Project 1. Introduction
Pradesh. This complements earlier Swiss support of the Environment Protection Training and Research Institute (EPTRI).
An important associated consideration in relation to the APSHP is that of forest protection and arboriculture. Any arboriculture activities in relation to roads have generally been undertaken by the AP Forest department on behalf of R&B and it has supplied seedlings for roadside planting, but no regular links nor roadside planting programmes exist. Little attention has been given to the development of road reserves as biodiversity stores and only limited arboriculture work occurs on construction work, with no policy on species selection.
The Chief Conservator of Forests has control powers in relation to the removal of trees or tree products in any Forest Reserve areas, but these powers under the Andhra Pradesh Forest Act (1967), for road reserve areas at least, were delegated to the R&B Engineers by Gazettal (Issue 20, 19 December 1991). This allows the Chief Engineer to exercise Chief Conservator powers in relation to protection of trees in the ROW, and grants Superintending and Assistant Executive Engineers the ability to exercise Conservator and Divisional forest Officer functions respectively. This means that R&B owns trees on the ROW and has the legal right to approve the removal and disposal of trees in the ROW, although the District Collector, and the District Committee, would generally exercise some veto power.
Increasing forest resources in AP appears to have been a priority with massive reforestation programmes implemented under the Forest Department, using World Bank support, and any resumption of Forest Reserves now requires central government clearance under the Forest Conservation Act. Such a process is expected to be lengthy and a compensation policy, of four trees to one, exists. The value of reserves for wildlife conservation has also been recognised as important with the Wildlife Act 1972. A series of 75 National Parks and 421 Sanctuary areas have been declared in India to protect species threatened with extinction and a number of these are to be found in AP (see Annex 3).
Parallel to GOI requirements, for World Bank funding, are those under Operational Directive OD4.01 Annex A (October 1989) on Environmental Assessment. These require that environmental issues are fully considered throughout the project cycle and due provision given to mitigation and monitoring. This report is structured in accordance with these latter guidelines. It is the borrower's responsibility to prepare TORs for the EA or other analysis, and to obtain necessary expertise.
1.3 Study Area
The State of Andhra Pradesh lies between 13 and 20 degrees North latitude and longitude 77 and 84 degrees. It covers an area of 275,070 sq.km (8.4% of India) and the 1991 Census recorded a population of 66.5 million people (7.9% of India). Of these the female/male ratio was 972/1000, and the urban population was 26.9%. The Scheduled Tribal population was 6.31%, and the overall literacy rate was 44.09%.
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As the fifth largest area state in India it is a complex and diverse study area. With an average population density of 242 per square kilometre (1991 Census) it is a highly productive state. It is a major producer of rice, groundnut, cotton and tobacco, and has developed a large ferro-alloy, cement, cigarette and mineral production base. In 1990 it had the largest number of registered factories (16,007) of any state and per capita electricity consumption was 312 kWh (7th rank) in 1992-93. All the rural population is covered by electricity supply.
Figure 1.3 Population Distribution in Andhra Pradesh
r *-tk k TOWNS-1971
0~~~~~~% n~~~~~~~~~~~~ N~~~~~~~~~~~~~~~~~~~~eW ; 8 @ t X @ @ @ , 9 &~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~971
3 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~INDEXOFURBANIZATION
AP is administratively organised under 21 Districts with District Commissioners having powers for land and general administration, reporting to the State Secretariat. Districts are broken down
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Andhra Pradesh State Highway Project 1. Introduction
into 112 Municipalities and 19,497 Gram-Panchayats. In 1992-93 there were 353 separate property registration offices.
Table 1.1 gives an outline of the Districts affected by the road proposals. Some difficulty was experienced by the local consultants in defining the exact influence and catchment areas of the 3 road proposals. This depends on the feeder network, alternative routes and the approach of the local consultants varied from assuming the whole District crossed to a 40 km band, with one also including the influences of adjacent states. This dilemma is appreciated, particularly where J selected state roads are considered in isolation of the national and local road systems. Without more detailed mapping or aerial photographs being available it is difficult to predict expected catchments, and only District level data is readily available (although village level data exists under national census collations). 3 Table 1.1 Basic characteristics of the Divisions crossed by the proposed project roads
3 West Godavari 7700 1764.1 1753.5 20.7 53.4 1931 Guntur 11400 2084.5 2022.5 28.9 46.4 3664 31 Prakasam 17600 1400.5 1358.7 16.5 40.3 2375 Nellore 13100 1208.4 1183.9 23.8 47.8 3184 3 Kumool 17700 1522.6 1450.4 25.8 39.9 3678 Anantapur 19100 1636.0 1547.8 23.5 42.2 2936 3 Cuddapah 15400 1159.9 1107.8 24.0 48.1 1792 Chittor 15200 1658.5 1602.6 19.8 49.7 2907 l RangaReddy 7500 1314.6 1237.4 47.2 49.1 1845
Nizamabad 8000 1010.0 1027.6 20.3 34.2 1350 | Medak 9700 1152.1 1117.7 14.5 32.4 1646
Mahbubnagar 18400 1559.6 1517.4 11.1 29.6 2004 3 Nalgonda 14200 1453.9 1398.2 11.9 38.0 2607 Warrangal 12900 1436.7 1382.2 19.4 39.3 1813 3| PKhammam 16000 1130.0 1085.8 20.2 40.5 2734 Karimnagar 11800 1529.8 1507.7 20.6 37.2 1677 3| | Adilabad 16100 1052.0 1030.5 23.1 32.9 2027 Source: AP Statistical Abstract 1993
S SMEC International .1-9 Project 56112 Version 2.01 May 1996 Anidlira Pradesh State Higlhway Project 1. In2troduction
The AP road system comprises 2,587 km of national highways, 8,651 km of State Highways, 25,463 km of major district roads, 46,713 km of Zilla-Praja-Parishad Roads, 42,509 km of Panchayat roads, 5,407 km of urban roads and 7,581 of Project roads (1993 Census). In terms of road length per unit area it ranked number 12 among Indian states. In 1991 Andhra Pradesh was ranked 14th in terms of vehicle ownership with 1.46 million vehicles registered for use, including r 79,600 cars, 34,180 Jeeps, 20,889 buses (15,000 are APSRTC) and 92,900 Trucks, but 5th in terms of total petroleum product consumption.
Annual funding for PWD roads in recent years has been primarily utilised for the externally aided Rajiv Rahandari road between Hyderabad and Ramagundam, and the Kakinada-Rajanagaram road, as well as for cyclone restoration along the coast. The State Government has stated that it aims to increase road funding in the future.
Motor vehicle accidents have been increasing rapidly with 16,941 recorded by the Police in 1992, many involving goods vehicles and buses, but much greater numbers are expected to have occurred and not recorded. Few details of accidents are available but the cost in life, delay and fl damageis likely to be high.
The rail system is extensive with 5,086km of railway lines, of four gauges, under four systems fi and AP state ranks 11thin terms of distanceper unit area.All majorcentres are servedby regular train connections with 650 stations in Andhra Pradesh.
The port system is based on 1O seaports with major ports at Vishakhapatnam and at Kakinda (handling 1.56 million tonnes in 1992-93) and Machilipatnam with 7 mini-ports, including Krishnapatnam. Principal exports are iron ore and iron/steel, with imports of cooking coal and II oil predominating.Kakinda is receivingADB support. Around2,747km of inland waterway is suitable for transport, with coal the major commodity moved.
| Airports with Regular Passenger Transport (RPT) services are limited, with only Hyderabad having daily jet services, although 8 civil aerodromes and other military bases do exist throughout the state. Indian Airlines and VIF currently operate 'skeleton' intra-state services to Rajahmundry, Tirupati and Vishakapatnam.
In 1992 approximately 25 million domestic and 37,000 foreign tourists arrived in Andhra Pradesh. 3 Forest cover in Andhra Pradesh is above the Indian averagewith a cover of 22.8 percent, or some 62.7 lakh hectares. This is organised under 10 Circles with Reserved Forests, Protected Land and unclassified areas, producing teak, eucalyptus, casuarina, cashew, Red Sanders, Sandalwood, 5 Bamboo and other species. The Adilabad, Warangal, Khamman and Rajahmundry Circles are major timber producing areas.
I
SMfEC international 1-10 Project 56112 Version2.02 July 1996 n
AndhiraPradesh State Highway Project 1. Introduction II 1.4 Projectproposals
The Andhra Pradesh State Highway Project is a rehabilitation and maintenance project, based on existing road alignments with relatively minor realignment and bypass provision expected. As such the risk of significant environmental damage is low, but this depends on the sensitivity of 3 the areas traversed, and the imposition of appropriate mitigation and control measures. Under World Bank categorisation, it would normally be classified as Category B, requiring more limited environmental analysis, and for which appropriate environrmentalmanagement might be readily 5 specified. However three roads proposed in Phase II of the project may cause significant environmental degradation and subsequently the project will be classified as Category A. It is recommended that a full EIA be carried out on the sensitive sections of these three roads which 3 will eventually be added as an addendum to this document. The terms of reference for the EIA are presented in Annex 7. I Table 1.2 presents the construction work that would be undertaken for the roads assessed in this report. I Table 1.2 Scope of work in project road proposals . ~~~~~~~~~~~~~~~~~~...... a.-..:...... : _ .. :>: :. -::::::::: B:.:::: -:engthX::- -- ::::-:::. meuzB::S.t: --::.a -ement .aypass/le t = gya. Phase I - For Detailed Design a. Warangal - Karimnagar - Raiputnam 110.8 yes yes Nil b. Narketpalli-Nalgonda-Piduguralla-Addanki 200.0 yes yes 2 (or 3) l _ bypasses c. Tadipatri-Erraguntla-Cuddapah 104 yes yes Nil Phase II - Proposed a.Lakshettipet-Utnur-Tocham-Gudihatnur 108.65 yes yes minor E| b.Pericherla-Narasaraopet-Atmakur-Kurnool 226.6 yes yes Nil c.Cuddapah-Rajampet-Renigunta-State Border 172.0 yes limited Nil I d.Warangal-Khammam-Nalajerla-Pollacolu 345.6 yes yes yes e.Tadipatri-Gooty-Guntakal-State Border 101.6 yes yes Nil f.Bhimedolu-Kovvur 48.5 yes limited Nil g. Madanapalli-Chandragiri-Renigunta 128.0 yes yes Nil h. Renigunta-Sri Kalahasti-Nayadupeta 56.0 yes yes Nil Details as availablefrom domestic consultant reports and site assessments SMEC International 1-11 Project 56112 Version 2.02 July 1996 Andlhra Pradesh State Highway Project 1. Introduction aII The initial 400km proposedfor detaileddesign are; | * SH7/SH1: Warangul (km6) - Karimnagar (km67/kml 64) - RaiputnamlNH#1 6 (km218) Total length: 110.8km - excludes Karimnagar town Warangal/Karimnagar Districts 3 * SH19/MDR1/MDR81/SH2/MDR3004: Narketpalli (kmOO)- Nalgonda (km2O/00) - Mirialguda (km43) - Piduguralla (km236/0) - Addanki (kmlO) Total length: 200.0km - plus bypasses of Nalgonda and Mirialguda and possibly 1 Piduguralla Nalgonda/Guntur/Prakasam Districts *s MDRl: Tadipatri (kml04)- Cuddapah (km 00) m Total length: 104km Anantpur/Cuddapah Districts Designs for Phase I will not be finalised until July/August 1996 so exact details of the work for each road will not be available until that time. To date, however, a standard 7 m wide pavement and 2.5m wide shoulders (1.5 m sealed) has been adopted with a design speed of 80 to 100kmlhr (refer Annex 9). Modified IRC Geometric design standards are to be used. Phase II work is to be progressivelv designed and implemented over a five year project period following project loan 3 approvals. Three bypasses on roads being designed in Phase I were recommended by the domestic * consultants in the Feasibility Study reports. All three of the bypasses are on the Narketpalli- Addanki road around the towns of Nalgonda, Mirialguda and Piduguralla. 5 To determine the feasibility, location and impacts of each bypass, a full social, economic and environmental investigation of each bypass site should be carried out to ensure that the bypasses are integrated into the urban road system of each town to minimise adverse affects and to determine the extent of benefits. The studies to determine the requirement for and the design of bypasses is considered to be outside the PCC's scope of work. However, preliminary investigationsfor each of the three bypasses to identify possible alignments have been carried out by the PCC's design team using engineering (constructability) criteria and with the added aim of minimising the number of structures and agricultural land affected by the road. Environmental assessments of the preliminary alignments resulting from the bypass investigations have been undertaken. Delays to the project may occur because of land acquisition requirements on bypasses. It is therefore recommended that the studies of the bypasses on the roads being designed in Phase I U are carried out early in Phase II of the project. Through larger towns the road surface will be smoothed and strengthened in such a manner to I avoid impacts on structures. I SMEC International 1-12 Project 56112 Version 2.02 July 1996 =U Andhra Pradesh State Highway Project 1. Introduction Some realignment of low radius curves will also be undertaken, mostly within the ROW but some will require land acquisition. r1~ It is important to stress that road improvements, once identified and agreed, will be implemented by Contractors working on behalf of R&B, and not by R&B directly. As such, the specification of the work can be strictly enforced and will be closely supervised by consultants in conjunction with local R&B staff. For the majority of the road sections, the work will be confined to the existing Right-of-Ways (ROW) and on existing horizontal alignments. It will primarily consist of; * Rehabilitation activities - where distressed pavement areas will be identified and replaced, or strengthened by a new pavement structure the design of which is based on forecast traffic needs. * Widening of Pavements and shoulders - where the pavement width is below 7 metres and shoulders are less than 2.5 metre, wideningwill occur to provide a safe and consistent width, provided feasible. This will be done on one side where necessary, to minimise disruption and loss of roadside planting. * Widening, or replacement if necessary, of drainage structures to ensure clearances and traffic safety, and fl* Asphaltic concrete surfacing of all pavement areas to provide a smooth wearing course, with regular crossfall and lateral drainage. IIS R I SMEClInternational 1-13 Project 56112 Version 2.01 May 1996 Andlhra Pradesh State Highway Project 2. Existing Conditions 2. EXISTING CONDITIONS ALONG PROJECT ROADS 2.1 Bio-Physical Characteristics Andhra Pradesh is a large state with a variety of physical and ecological characteristics. It is a highly modified environment, affected by centuries of habitation and use, but a number of areas have been set aside for conservation purposes, ranging from 3568 sq.km sections down to 1.4 sq.km. The Forest and sanctuary areas are an important asset that are understandably guarded and I! a numberof reforestationprojects are proceeding.There are 20 Sanctuariesin the State with the Sri Venkateswara Sanctuary recently reclassified as a National Park. Andhra Pradesh has a number of tiger sanctuaries that have been set up as part of Project Tiger. The Indravati and Nagarjuna Sagar-Srisailam Sanctuaries, of 2048 and 3000 sq.km respectively, are the more important conservation areas in Andhra Pradesh. The location and relative size of each conservation area in Andhra Pradesh are shown in Figure 2.1.1. Over 2,500 plant species have been identified in forest areas but the emphasis for forest fl management is on exploiting about 12 commercial species in plantations. The forest areas are shown in Figure 2.1.2. Since a number of the project roads cross forest reserve areas it will be important to advise the Chief Conservator of Forests of the road proposals. Under the Forest rl Conservation Act 1980, Reserve Forest land cannot be diverted to other use, including roads, without Gol approval. fl Physically the state is dominated by three major rivers - the Godavari, Krishna and Pennar.The basins of these three rivers cover 73% of the state. These rivers, and their tributaries, drain the state to the Bay of Bengal, along with a number of shorter rivers such as the Nagavali, N!l Vamsadhara, Gundlakamma and Swarnamukhi (Figure 2.1.3). The coastline is long, at around 900km, and the adjacent sea is relatively shallow. l PhysiologicallyAP can be classifiedinto three regions; || * The Coastal Plains, between 0 and 150 m above sea level and around 3.7km wide in the north to 72km wide in the delta areas to 22km in the south, with a clear escarpment of up to 600 m. It is dotted with lakes such as the Koleru and Pulical. It covers nine districts. *| Eastern Ghats, a chain of broken hills some 610 to 1200 m above MSL, stretching from Srikakulam district in the north east to the Cuddapah range in the south-west, and * Western Peneplains, or Deccan Plateau, a savannah area with scattered hillocks and open shrubland, covering Kurnool, Anantapur and the greater Telanga region (some ten I districts). This is an old plain, made up of deeply dissected plateau of Archaen gneisses and granites with hills of small relief. Tor and boulder forms are conmnon. These regionsare illustratedin Figure 2.1.4. I SMEC International 2-1 Project 56112 Version 2.01 May 1996 l Andhira Pradesh State Highway Project 2. Existing Conditions - | Numerous tanks and lakes cover the state, having irrigation and conservation value. Project roads either cross or are adjacent to a number of water reservoirs and particular care will be taken in maintaining water quality. Since the project roads follow existing alignments, few new bridges will be requiredbut wideningof existingcrossings and provisionof additionalcross drainagefor low sections will be involved. The climate is generally tropical, with temperatures between the mid 40s and around 16C, with both the south-west (June to September) and the north-east (October to December) monsoon I| affecting the state. Rainfall varies from 140 cm annually in the far north to less than 60 cm in the south west. The south-western and central areas, where hot steppe conditions occur, are water deficient and drought prone. Cyclones from the Bay of Bengal may cross the coast in October to December but these rapidly lose intensity. if Geologically Andhra Pradesh contains a wide variety of formations, from the oldest Dharwar (Lower Pre Cambian) Schists to recent alluvium. Remnant volcanic formations are common and rock types are reflected in relief character. Soil types present make AP naturally fertile so that regeneration capacity is high. The general soil classification applied is shown in Figure 2.1.5 and consists of; ;* | Zonal Soils - red sandy, loamy and lateritic soils l i * Intra-Zonal Soils - including deep black soils and mixed soils, following the main rivers, and *| Azonal Soils - including deltaic and coastal alluvial, sandy and skeletal soils. Erosion is not a major issue but sediment loadings of streams can be high. Wasteland l| l development has, however, received attention and maximum use of land resources is pursued. High fluoride levels are a common water problem in AP as a result of rock composition. ii Each of the proposed roads has been inspected and specific problems or issues are identified under section 2.3. As a result of centuries of dense habitation and development the landscape retains little of what might be called the original environment, and population densities continue to place major demands on the natural ecosystems. Aerial photographs or recent topographic maps were not available but 1:250,000 land use maps produced by the National Remote Sensing Agency were used to confirm general development patterns. The major environmental problems facing AP are those related to air and water pollution, 3 primarily industry sourced, and urban deterioration under the pressure of urban drift and overpopulation. l SMEC International 2-2 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.1.1 Conservation areas of Andhra Pradesh I\ ADILABAD \ WILDLIFE SANCTUARIES AND .KAKAL,fnr ) NATIONALPARKS OF o R I S S A 2a3PRAMu ANDHRA PRADESH |. S ARAMf -\MADHYA P R A D E S H - | a 5 S t \) r ~~KARIMNAG' - f r - ,I-/ 2 < t iD At 5w( s T vY;2DAK ~~~~~\\,N~~~~~~~~~~~~~\"V 3~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~G. O/ U | TURNAKASAM8N 4 2(e)RNGAL - 'iIN-E'ROADGAUGE t Cc 1( ),,,* ~~~~~~~~F] RIVERSAL ,LAKES APTNA INDEX PRAKA ~~~~~~~BOUJNDARIES:STATE,DISTRICT-- _ -o " < 'RIS"^-I*4A lG*r I BROADGAUGE METREGAUGE AERODROME A1 LANKAiALLESHWA HEADQUARTERS: STATE, DIST. 0 0 KAN ARA I ANANAR18.3\ /A2(e) HIGHWOCC ~R ~UL AAWILD LIFErAY2b SANCTUARIES ~~ ------'~~~~~-~~. ~PROPOSED WILDLIFE SANCTrUARIES9 * ~> (\ \\ DD~ ~5X~' - ,_. RIVERS,LAKES 1,N ~~~~~~~~~~~~~~~NATIONALPARKS-0 I~~~~~~~~~~~~~~~~~~~L2(c) ~~~~~~~~Projectroad 2(b) KARNATAKA ~* CITO _OTAMILNA D U SMEC international 2-3 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.1.2 Forest areas of Andhra Pradesh M A H A R A S H I R A .9~ ~ W-. *9t A , M A D H Y A r.i 4,Cif_' W , P A D E S H, - IM. .AIIARMUN(AA ; 4 -||^s8 ¢>> wA^-- D ,! _ ; .' 5' KUHNJ(XL, * e - ' r-*1 ° > :FSaleBup RiN7r.. lo rlfl ; sar v @ g <~~~~~~~~~~. FORESTTYPE ,s, 6 S / ~~~~~~~~~~~~~SouliwinTopagmni-I Mlronwrdou _00 . S,. P0/5,or8l / A/ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Sor4frerTro~norUaO7 de00idous Foresl 7DAP . FSAa5n Foresi s_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Sorr/ ofTropJnhjThoomFo,r1 - ; / _ ~ ~~~~~~~~~~~Dry Sn, green For,60 _____ -DryrXuDFore D E FrponRmEaTnYPE SMEClInternational 2-4 ProjectS56112Version 2.01 Mayl1996 Andhra Pradesh State Highway Project 2. Existing Conditions n Figure 2.1.3 Rivers and waterways of Andhra Pradesh Ft}tS5 r ~ X~~~~~~~~~~~~~~~~~~~~~~~~~~~~~".J V. 1... gWs PXD e> . f i'-DR}t4wfE*-., ''I Ct-g~~~~~~~~~~~~~~~~~~~.., > _ \ Mwn R"er gratenc I/400~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I l Gu ,eg _g 4.-._;I:>DDDDDNoc_ DopedIro IriydwzAxl o Inlk 97 7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~O.an l~~~~~~SE inentoa 2n-5 Prjc 61 esin2 My19 III Andhra Pradesh State Highway Project 2. Existing Conditions fl 2.1.4 Topographical features of Andhra Pradesh n N B~~~~~~~~~~~~~~~~~~ I~~~~~~~~~~~~~~~~~~~~~~~~~~~~I4 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I SMEC International 2-6 Project S6112 Version2.01 May 1996 . I a Andhra Pradesh State Highway Project 2. Existing Conditions r Figure 2.1.5 Soil classification of Andhra Pradesh r M~~~~~~~~~~~~~~~~~~~~~~5 SIL CLASSFirATiON RssodZONIAL I Cos s0; sos < III ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~INTRA-ZONAL M.-! .d bis.so AZONA.L -I~~~~~~~~~~~~~~~~~~~~~~~~~- SMEC International 2-7 Project56112 Version 2.01 May 1996 SMEC International 2-7 Project 56112 Version2. 01 May 1996 D Andhra Pradesh State Highway Project 2. Existing Conditions 2.2 Socio-EconomicCharacteristics The urban population in AP is unevenly distributed with the Hyderabad agglomeration accounting for one quarter of the urban total and Rangarredi the other highly urbanised district. The Rajahmundry - Vijaywada - Guntur coastal strip is another major concentration, as is Fi Vishakhapatnam. In 1993 there were some 264 towns and cities, and over 26,613 villages recorded. Agriculture remains the lifeline of the State's economy but, despite massive public investment, production has been stagnating. Irrigation schemes have been massively expanded with groundwater utilisation increasing, along with salinity and waterlogging. The village population is organised under the Panchayat Raj system, a three tier administrative l l structure,comprising: * Gram Panchayat, the grass roots level that has existed for 50 years; r Mandal Praja Parishad, or middle tier constituted for 30-45,000 people (1,092 in State); and * fZillaPraja Parishads, or District Boards. Governmentworks are generallyimplemented by Departmentsthrough District heads but District Rural Development Agencies (DRDA) exist in 22 Districts and are responsible for planning and execution of rural development activity. Urban settlements (over 5000 population) are classed according to size (Class I to 6) and are either administered by a Municipal Corporation (Class 6), a Municipality, notified area committee or development centre. Master Plans exist for 85 urban centres. Industrialisation has been encouraged as an employment generator and AP is among the top six industrialised states. Incentives were introduced in 1989 with an investment subsidy, deferment of sales tax and interest free sales tax loans offered. Growth in small scale industries has been significant and incentives are available for non-resident Indians to invest in selected areas. The Eighth Five Year plan (1992-97) provides the overall Government policy with Annual Plans establishing financial outlays. In recent years the irrigation and power sectors have been given priority, but with an increasing emphasis on the social services. Archaeology and endowment preservation are particular issues that deserve attention. Numerous historical sites exist throughout AP with civilisation remains dating back to 200BC. The Andhra Desa was a centre for Buddhist art and culture. The Krishna and Godavari valleys were particularly fertile areas and development flourished between 225BC and 225AD, with cave sculptures, stupas and temples to be found. It continued until around 400AD. The evolution of the Hindu religion and its associated sculpture has provided archaeological richness, and with Moghul influences, forts and temples, there has been a concentration of remains. The AP Ancient and Historical Monuments and Archaeological Sites and Remains Act, 1960 and promulgated Rules, have been established to provide for the protection and conservation of SMECInternational 2-8 Project56112 Version 2.01 May1996 Andhra Pradesh State Highway Project 2. Existing Conditions remains. Excavations are strictly controlled and areas can be designated as Protected Areas, with clearance by an Archaeological Officer needed. No protected areas are known to exist on the project roads but should remainsbe exposedthen these wouldneed to be notified. Numerous, more modern, temples and grave sites are known to be in the ROW and these were noted duringinspections. Sensitive treatment will be neededin suchcases and they will generally be avoided. 2.3 Sensitive areas and priority issues Environmental concerns in AP are becoming more public. Whilst industrial pollution and urban deterioration are receiving institutional and local attention, there is an evolving concern with the broader issues of resource protection and the quality of life. There is an active environmentalNGO presence in Andhra Pradesh with affiliations to WWF and IUCN. Some 168 organisations in Andhra Pradesh have registered with WWF as Environmental NGOs, although many of these have marginal environmental interests. Many also represent specific areal interests and have limited resources. Contact was made with the SPEQL group which, whilst primarily Hyderabad based, has particular interests in biodiversity and urban | planning. The issue of roadside vegetation was one that raised particular concerns, as was apparent with the East Coast Road proposals. A list of NGOs is given at Annex 3. l| There is a strong faith in India in the sanctity of life and the divinity of trees and plants. The traditional interest in the medicinal value of plants and the place of the Banyan tree in cultural * perceptions are possible indicators of a strong concern for maintaining this flora. There are no significant forest, sanctuary or park areas to be resumed by the project but a number of sensitive habitats may be affected as they are crossed by project roads. There are no Biosphere Reserves in AP under the MAB programme in India and the only wetland in AP that has been identified as a priority area by the National Wetland Management Committee is Kolleru Lake, in West Godavari and Krishna Districts. It is well away from any proposed road works. The important mangrove areas of Coringa, Godavari Delta and Krishna Estuary will also | not be directlyaffected in any way. Concerns will exist, however, for even limited tree loss and it is imperative that a good 3 arboriculture program be established as clear and effective compensation. The limited effectiveness of some road replanting schemes, as shown in Figure 2.3.1 for the ADB Hyderabad Ramagundam Road, should not be repeated. Batter erosion problems on other road work will 3| also be specifically addressed (Figure 2.3.2). Revegetation related specifications for inclusion in the roadworks contracts are presented in Annex 8. Other more general environmental -| considerations to be included in the Contract Specifications, such as soil erosion, already exist in the IRC Specifications. SMEC International 2-9 Project 56112 Version2.02 July 1996 Andhra Pradesh State Highway Project 2. Existing Conditions The only other major issue that has arisen is the resumption of, or interference to, Tribal Areas. Scheduled Tribal Areas extend over 31,485 sq.km or 11% of the state with 5936 villages ir | Srikakulam, Vizianagaram, Visakapatnam, East Godavari, Khamman, Warangal, Adilabad and Mahbubnagar districts. There are two particular tribal areas that may be affected by the proposed roads. The Gond Tribe lives in Kawal Sanctuary and the Chenchu tribe are found in Nagajn-ma | S Sagar-Srisailam Sanctuary. The effects of the road upgrade on these people will be assessed as part of the Social Impact Report. An assessment of the effects the tribal people have on their environment and the wildlife nearby will be part of the full EIA that is recommended for the six environmentally sensitive areas traversed by the road.. n ii l I I . .I I I SMEC International 2-10 Project 56112 Vzersion 2.02 July 1596 4 3 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.3.1 Failed avenue planting on the Hyderabad to Ramagundam Road I~~~~~~~~~~~~~~~~~~~~~~~~~ .~~~~~dQ Figure 2.3.2 Poor batter revegetation leading to soil erosion problems In Pr : 1 ~~2.4.1Project action areas 2.4.1 Road Sections for Design under Phase I In order to gather more detailed information, the priority roads proposed were visually inspected I and significantfeatures noted. 3 SMEC International 2-11 Project 56112 Version 2.01 May 1996 If Andhra PradeshState HighwayProject 2. Existing Conditions 1(a) State Highway No. 7 and 1: Warangal (km 6) - Karimnagar (km 67/km 164) - Raiputnam (km218) Item Number Critical natural habitats None Sacred Groves None r Forest Reserves None Areas of Significant Encroachment 1 l I Graves 110 Temples 5 Locations of Large Volumes of Non-motorised transport 3 Bridges 25 rl *Causeways 4 Culverts 147 This section crosses the inland plains area and,slowly rises in altitude in moving westward to a hilly, granite outcrop area. The overall road route will provide an important connection between III traffic coming from Delhi and the coastal ports of Andhra Pradesh, bypassing the urban conglomeration around Hyderabad (see Fig. 2.3). It is a highly developed area with rice based agriculture predominating and isolated towns/villages along the road alignment. The road itself is primarily on low embankments with widening to 7 m previously attempted, but now failing, but sections down to 3.6 m width occur after km 38. The right of way appears relatively free of encroachment except in villages, where shelters and poor drainage are found. The horizontal alignment is relatively good, but some raising of formation is needed where the road follows natural surface levels. Roadside vegetation consists of mainly of thorny shrubs, while wild mint was in profusion at the time of the first inspection in October 1995, creating heavily overgrown shoulders and restricted visibility. The mint had died by the end of summer and it caused no visibility problems. Roadside planting of Neem, Pippal and Gudga exist but primarily as irregular remnants rather than as * continuous avenue planting (see inset to Figure 2.4.1). In some cases, trees were within 1 m of the pavement edge (some over 1m in diameter) but are generally well off the pavement and I| limited numbers will be directly affected. Sections of palms exist around km 50. 110 graves and five temples are found nearby to the road. None of these will be affected by the 3 proposedroad upgrade. A number of lateral drainage structures exist, with general flow from west to east, but these suffer from lack of maintenance. Longitudinal drainage and crossfall was generally poor with ponding on the road, and subsequent pavement failure, common. A number of irrigation channels are crossed and wet rice production is common and particularly intensive around km 51 to km 54. SMEC International 2-12 Project 56112 Version2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions At km 39.8 there is a tank through which the road embankment crosses, where fish and heron were observed, but it is relatively minor site and any widening of the embankment needed will be controlled. The city of Warangal had a population of 460,000 in 1991 and is a District Centre with rapid urbanisation and expansion. The proposed road works commence at 6km from the centre and outside the built-up area. The Municipality of Karimnagar has more recently become a District centreand in 1991had a populationof 148,000but was increasingeven more rapidlyat over 7% annually. ADB funded road w~orkbeing done on the Hyderabad - Karimnagar link should further encourage development of this mineral rich area. Road work proposed under this project ceases I I at km 67 near the connectionof the Hyderabadroad (near a large tank on the left and a relatively new bridge crossing of the Maher River, a tributary of the Godavari) before recommencing on the outskirts of the urban area at km 164. It then proceeds north through increasingly hilly areas until it meets SH#16 and crosses the Godavari River. Traffic delays in Karimnagar could become a concern and, although a bypass was not proposed by the domestic consultant, should be considered a longer term option. This is outside the scope of this project. The town of Huzurabad at km 28-31 has highly congested sections but adequate ROW appears available. Other than minor villages adjacent to the ROW this is the only major settlement area on the project road and very little industrial development occurs. It is primarily a rural setting * based on wet rice and dry season crops. A range of remnant avenue planting exist along the road, primarily of Nimli, Neem and Pipal, and at various distances off existing pavement but are irregular in length, spacing and size. Distinct 1X avenues do exist in some locations but the pattern is not well established, although the often large trees would provide welcome shade in summer. In many cases trees could be retained on both sides of the road, however, there are cases where trees are close to the road on both sides and it will not be possible to construct the new road between them because of inadequate width. In these situationsthe new road will be constructed offset from the existing road and removal of the trees on one side of the road will be necessary. The local consultant offered no estimate of numbers to be removed, but it is expected to be in the order of 100-200. A revegetation component will be included in the project contract (see Annex 8). Regular cross drainage structures exist on this section, with 25 bridges and 4 causeways, but no major changes in waterway provision are expected. Artificial and natural ponds, for water or aquaculture, exist adjacent to the road in a number of locations and care will be needed to prevent siltation and turbidity. The work proposed by the domestic consultants on this section consists of strengthening and widening, with reconstruction of pavement sections and intersection improvements as well as signage. No bypasses were proposed, nor significant realignment, but it was estimated that 16.2 ha of acquisition was needed between Karimnagar and Luxipetta for minor realignment. The ROW is restricted, and often well below the 30-50 m recommended, but no long-tern acquisition program was proposed. Compared to other areas, encroachment is not a major issue on this section and it is a highly modified area where agriculture has already caused alteration. No other environmental problems are expected. SAMECInternational 2-13 Project 56112 Version 2.01 May 1996 I|' Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.1 Locality Plan (Warangal to Raiputnam) If \ \ fO~M ) 44E~~LKSMPT < t ~~~~~~~FOADAND, fl \ X V ALEGEND l(a)~~~~~~~~~~~~~Io HOUAD SMC1ARY OTlERROAO NATUIALIWI4WAY I~~~~~~~~~~~~~~1I~~~~~~~~~~~~~~~~~~TOWN *~RIM I , w0-PT ROAD _PEDAAtAA l SMEC International 2-14 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions 1 b) MDR(km 10 -73) (Addanki - Rompicherla): SH#49 (km 82-97): SH#2 (km 240-213) Piduguralla - Dachepalle): MDR#81 (km 11-0): MDR#1 (km 0-66) (Krishna River - 5 Nalgonda): SH#19 (km 0-18) (Nalgonda - Narkatpalli) 1 Item Number Critical natural habitats - 1 r SacredGroves None Forest Reserves None Areas of Significant Encroachment 3 Graves 155 Temples 2 Locations of Large Volumes of Non- 8 nl0 motorisedtransport lII Bridges 38 Causeways 16 Culverts 137 3 This section of road connects NH#5 at Medarmetia (stopping 10km away at Addanki) and NH#9 at Narkatpalli, and will be a major bypass of Guntur on the Hyderabad - Madras route. It is a connection of a number of different State Highways and Major District Roads (see Fig.2.4.7). I It passes through a number of major towns and crosses the Krishna River (bridge opened in 1992). | The road falls from around 300m at NH#9 to the coastal plain. It passes a range of landuse and soil types, from zonal to intra-zonal to azonal profiles. A number of major cement factories are 3 locatedbetween Mirialguda and Dachepalle. I I - ~ SMEC International 2-15 Project 56112 Version2. 01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions I e ete alngE the ru' =- ; r ~~* Ti- gpparti 6 ; r tAddan.kX,i-Panchaya . d... t ntre (9 p... .p.. 24,00.... 0) ...... Each town andl .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... village causes at least minor delays to traffic, as a result of congestion an encroachment. The three major towns on the route, Nalgonda, Mirialguda and Piduguralla, have n ~~hadpreliminary assessments on bypass route options and Mirialguda and Nalgonda have had preliminary environmental assessments. A full description of each proposed bypass will follow. Numerous other smaller villages exist and, combined with the poor condition of the road and their largeg amounts of NMT, capacity is limited. As a result of traffic, poor drainage and lack of maintenance, road pavements within the town areas are frequently very poor. Despite this, the o ~~roadis already used as a bypassat least until Pidugurallawhen traffic deviatesto Naraosopet. The road is primarily on low embankments but sections at grade do exist. U ~~Thelandscape is dominated by adjacent agriculture activity with limited avenue planting. Isolated Banyan trees provide welcome shade. There are no forest or reserve areas traversed. Wet | ~~riceis commonl 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. but responds to local conditions and long sections of scrub and wasteland...... exist where water is not readily available. Rock outcrops are frequent. Isolated industrial activity exists with up to 400 rice mills, marble cutting factories and, at two locations, the road is crossed by | ~~majorrailway lines (the crossing between Rompicherla and the SH150providing a bad approach alignment and only 5.5 m clearance). At least 4 cement factories are located along the road, s ~~concentratedaround the Krishna River, and these generate traffic as well as air and dust pollution. Two temples are found alongside the ROW, one at 5km north of the Krishna River and the other 14km south of Nalgonda. Neither are close enough to the ROW to be affected by the road I widening. A multitude of graves are situated alongside the ROW, particularly around 10 to 25km i ~~~southof Mirialguda, but none of these will be affected by the road widening. I ~~38bridges and 16 causeways exist on the section, particularly on the coastal plain area where braided streams are common, and will require significant structures. Two major tanks exist 3 adjacent to the road between Rompicherla and Addanki. The first, Santagudipadu (on southern , * side at 55km) had become overgrown in December while still being a useful bird habitat. g ~~~Howeverby April it had dried up completely. No doubt with the monsoonal rains in July it will I | ~~berejuvenated and again become a useful bird habitat. It will not be affected by any road work. The Singaraya Konda is a sacred grove and critical natural habitat situated on the northern side at 20krn. The sacred grove is associated with the temple alongside the damn.The sacred grove | [ ~~SME;CInternational 2-16 Project 56112 Vzersion2.01 May 1996 i Andhra Pradesh State Highway Project 2. Existing Conditions occupies an area of some 20 ha. The grove itself is well away from the road so it will not be affected by the road upgrade. Singaraya Konda is in association with a 200m causeway immediately downstream of the spillway and the road follows the base of the dam for nearly lkm kl (see Figure 2.4.2). The dam wall will not be touched as part of the road improvement. Other tanks occur and the canal system from Nagarjuna Sagar irrigates the road corridor area, with canal crossings at km 55 (Machavaram), km 74 (Guntur branch), km85 (Piduguralla Minor) and km 150 (Vemula Palli). None of these will be affected by works associated with this project. r OOnlythe Krishna River is perennial and most other drainage channels are seasonal, but flooding does occur at a number of these. Irrigation and canals are common in the area with a new canal crossing (and presumably road bridge) being constructed at 13km south of Piduguralla. The local consultants estimated that some 1800 trees would need to be felled for this section and proposed a replacement/compensation planting of at least 7200 roadside trees. An additional 40 ha (4000 trees) were suggested as a social forestry/afforestation measure. The work proposed involves widening (from mainly 3.6 m. to 7 m.) and strengthening of the lll pavement, which will involve formation widening, throughout the length. Three bypasses, at Nalgonda, Mirialguda and Piduguralla were recommended in the Feasibility Studies by the local consultants.. ROW available is limited, particularly in the villages and towns, but acquisition will primarily be associated with the bypasses. Figure 2.4.2 Singaraya Konda and the road passing along the base of the dam wall U B~~~ypasses 3 ~~Asdiscussed in Section 1.4, bypasses are generally outside the PCCs scope of work for this project, however, the three locations recommended for bypass construction in the Feasibility SMEC International 2-17 Project 56112 Version 2.0.1May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Studies have been investigated and possible alignments identified. A preliminary environmental assessment has been conducted on two of these, Nalgonda and Mirialguda. 111' 1. Nalgonda bypass Without aerial photographs it was extremely difficult to review options for bypasses. Site inspection did reveal, however, that options are limited and have been based on restricting the bypass to agricultural and fallow land only. The domestic consultants have estimated that 40 ha r of agricultural land and 12 ha of fallow land will be required. Three options for the bypass of Nalgonda were investigated, two to the east of the town beside the railway line and one to the west (Figure 2.4.4). The western route leaves the existing road at the railway overpass at km 14 north of Nalgonda and rejoins the existing road at km 3.0. This route passes to the west of the twin hills. The two eastern bypass options both utilise the cleared land beside the railway line. The major problem with this route was its 13km. length. The bypass to the west of the railway line (Eastern Option 1) is the most desireable of the three alignments investigated from an engineering point of view, but it would require acquisition of some land belonging to Indian Railways which has a history of refusing such acquisition. This option was therefore discarded. The recommended bypass route (Eastern Option 2) runs along the eastern side of the railway line. This route leaves the existing road immeadiately to the north of the railway overpass at km 14 north of Nalgonda. The route will pass to the northern side of a cemetry nestled at the junction of the road and the railway easement. No graves will be disturbed. For its first 3km the road runs beside the railway line and traverses an area of undeveloped I residential plots. A grove of palms situated alongside these residential plots will not be affected. The route crosses the Pangal road and then will probably pass along an existing road and continue in a straight line as the railway line bends to the south. Nearby the existing road is another * cemetry which also will not be disturbed (see Figure 2.4.3). The route then travels through a wasteland of small scrub before entering an area of fallow rice paddies 1km from where it rejoins the existing road. The owners of this cropland will be compensated for any loss of land. The route will probably pass to the south of existing the Food Corporation of India factory and Indian Railways storehouses which will not be affected. The exact route and the number of - residences that will be affected has yet to be determined, however they are not expected to be high. Recent aerial photographs are required to determine the precise route and it has not yet been possible to obtain them. The preferred option (Eastern Option 2) traverses approximately 25-35ha of mostly fallow land. It is understood that a significant proportion of this land already belongs to the State Government. =-1 4 ~~SME;CInternational 2-18 Proj ect 56122 Version 2.01 MXay1996 Andhra Pradesh State Highway Project 2. Existing Conditions The route will cross the railway line via an overbridge and rejoin the existing road at km 2.4. The total length is around 7km. Because of its proximity to the railway line, the use of an existing road for part of its length, and the use of agricultural land and unused residential plots, the route does not have any significant environmental problems. Three large culverts will be required to match those of the railway but apart from these there are no expected alterations to the regions current hydrology. The route has already been extensively cleared of vegetation so no significant species or habitats are found nearby. Figure 2.4.3 Cemetrynearby proposedbypass route = l | | ~~~~~ ... . r~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.; Y'|M N~~~~~~~~~~R l SMEC International 2I19 Project 56112 Version 2. 01 May 1996 I l l l I :1 SM}ECInternational 2-19 Project 56112 Version 2.OI May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.4 Nalgonda bypass options and recommended route r i ExlstXng \_ s s t*%st >gpExisti. optiorn _n / * OPtin 2 1 1t § . HIU _ \ ~~~~~~~~~--_ ^* ttHIL 1;R \ ------ ExIst0HIU K x& 4% 2. Mirialguda bypass Three options were also considered for the bypass of Mirialguda township, two to the east and one to the west. The eastem routes were much shorter yet passed close by a tank serving the | ~~townshipand traversed rich agricultural land. The western route although being longer than the * ~~easternoptions has the advantage of allowing traffic approachingMirialguda from the southwest (Peddevur) to also bypass the town to the north or south (Fgure 2.4.6). The eastern route was | I~~~~~~~~~~~adopted as the preferred route.-4 The western route starts at km 38.4 and travels in a south-westerly direction through very gently 0 | ~~undulatingland, cultivated with rice. Near the routes crossing of the Nandipahad road there is a small watercourse to be crossed which will require a culvert. A grove of trees is situated here as 0 ~~welland will not be affected. The road bends around the township to the south-east as it crosses X | ~~theVenkeatadripalem Road. A small temple is located near the bend and this will not be disturbed. - ~~~Theroad continues through cultivated land until it nears Peddevur Road, where it traverses a - | ~~smallsubdivision on the northern side. There are currently very few buildings either completed ,- | ~or under construction on the subdivision and the bypass could be constructed through the g ~~~subdivisionwithout affecting these structures. - * ~~Tothe southern side of Peddevur Road the route passes through the drying area of the Bhagya Lakshmi Rice Factory. Purchase of a replacement area will be necessary and lanidis available SMEC International 2-20 Project 56112 Version 2.02 Julyl1996 Andhra Pradesh State Highway Project 2. Existing Conditions behind the factory. Approximately seven temporary houses (mud) will require demolition on the south side of the road. A road easement exists on the north side of the road although approximately four temporary huts (thatched) will have to be removed from the easement (see Figure 2.4.5). The route rejoins the existing road at km 43.4 and passes to the left hand side of a large hut. The approximate length of the bypass is 7.7km. Figure 2.4.5 Available road easement with temporary huts that require relocation l~~~~~~~~~~~~~~~~~ -~~~~~~~~~~~~~~ l~aen te oeta mpcsthsbps ot te thathe relcaio of afecersint I | ( ~~andcompensation for agricultural land traversed (30-40ha). I S (a;Cndomensation fra grclua land (er30n24Oha).9Proaversed1 I Andhra Pradesh State High way Project 2. Existing Conditions Figure 2.4.6 Mirialguda bypass options and recommended route r AI n II~~~~~~~~~~~~~~~~~~~~~~~~~~~~~/S 3. Piduguralla bypass A bypass was recommended by the domestic consultants for Piduguralla. Two different routes were considered one to the north and one to the south of the town. The southern option is I unfavourable due to the southerly direction of urbanisation within the town meaning that the bypass will eventually be engulfed by the town. The northern route is 500 m. longer than the southern route at 6.2km., however, it is advantageous in that it follows high ground near the I Piduguralla tank, land is cheap due to the proximity of lime kilns and less earthworks are required for improving horizontal geometry, constructing a road overbridge and for a bridge crossing of 3 the Bugga Vagu (as it is alreadypresent). The option of not constructing a bypass was also considered because of the apparent adequacy of the width of the road and footpath construction between the permanent building in town. It is possible to construct two 3.5 metre wide lanes in each direction with a one metre median strip at the narrowest point while leaving a 2 m. wide footpath on either side. This could be done without 3 disturbing the existing permanent buildings. However, a large number of temporary structures in the town centre would be affected. Parking bays could be added in wider sections. A minor d realignment to the south would allow space for a rail overbridge. This option has been adopted z=i||as the preferred option. -1. Because the preferred option for Piduguralla is not to constructa bypass, no environmental g-J* assessment of this option has been carried out. IS SMEC International 2-22 Project 56112 Version 2.02 July 1996 Andhra Pradesh State Highway Project 2. Existing Conditions 4. Further Investigations Encroachments exist in almost all the towns along this road. Further attention to bypasses may F- be warranted for Dachepalle (where a culvert is frequently overtopped) and Brananapalli (where the ROW is particularly constrained). It is recommended that further studies as discussed in Section 1.4 are carried out for each of the major urban areas to determine the requirement for - ~bypasses. r n I -IK - ~~~SMECInternational 2-23 Project 56112 Version 2.01 May 1996 = E Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.7 Locality Plan Addanki to Narketpalli r - I!~~~~4 NOTES NATIONALHIGHWAY PROJECTROAD TOWN NALOOVMA RAILWAYLINE 111H11H-H jIJ .4v6rilDISTRICT BORDER 5 Extremelypoor sectionof road south of Mirialguda I~~~~~~~~~~~~ I~~~~~~~~~~ I c SMEC International 2-24 Project 56112 Version 2. 01 May 1996 ,U 1 Andhra Pradesh State Highway Project 2. Existing Conditions rD c) SH#32: km 5-103 (Cuddapah - Tadpatri) Item Number Critical natural habitats None r Sacred Groves None r Forest Reserves None Areas of Significant Encroachment 1 Graves 52 Temples None fl Locations of Large Volumes of Non- 8 motorised transport Bridges 20 Causeways 9 i Culverts 114 This section forms less than half the section considered by the local consultant study and provides a link between the major municipal centre of Tadipatri (1991 population 71,000) in the Anantpur District to Cuddapah City (1991 area population 215,000 and District centre). The road (MDR I4 #1 and SH#31) crosses the Chitrava and Papagni Rivers, and parallels the Madras - Bombay Rail cornidor. The road follows a broad valley surrounding the Pennar River and crosses a relatively sparse and barren landscape, with rainfall between 60-80 cm per year and temperatures between I the mid 20s and 40s (degrees C). Wet rice is produced in some irrigated areas but it is a comparatively open, barren area with dryland agriculture and little in the way of roadside planting. The land is relatively stable, consisting of red soils, gravel or moorum. Short, intense * rainfall tends to occur causing drainage problems, whilst dust and wind erosion are summer features. There are no forest reserves or sanctuaries on this section of the road. Roadside 3 vegetation consists of scrub, with few trees and no true avenue planting. No heritage sites are known to exist. 3| At the present time this section is primarily of 3.6m pavement with some widening to 5.5m (that is generally failing) and with particularly bad shoulders. It closely follows the rail line and there are 3 level crossings (some with bad approaches and differences in level), including at Sl Mangapatnam and immediately north of Cuddapah. Rail traffic is insufficient to warrant grade separation in accordance with IRC guidelines. A small industrial area and power station exists around 10km north of Yerraguntla, which is itself a major industrial area with cement plants and quarries. SMIC International 2-25 Project56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions A significantnumber of smaller villages exist along the alignment (Chevatipdi,Settamapalli, Kammopalli, Chilamakur, Kondapuram, Sugummchipalli,Mangaputnam, Thalla Proddattur etc) with larger towns at Yerraguntla and Muddanuru. Congestion and encroachment at the former town is fairly significant whilst the latter is at the junction with another State Highway (Figure 2.4.8).No bypassesare being considered. 20 bridges and 9 causeways are provided on the length, some for relatively large drainage channels, and around 180 other culverts were recorded. In many instances widening of culverts and bridges to 7 m clearance has already occurred. A major bridge crossing of the Papagni River occurs immediately before entering the outskirts of Cuddapah and the rail crossing (km 24), before a tight S-bend and an arch bridge over the main canal (km 5). NH 18 to Chittoor provides a partial bypass to Cuddapah, in which congestion and encroachment are severe. The parallel railway embankment may have altered drainage patterns, with the road rarely having the equivalent bridging structure, resulting is wet season overtopping. Irrigation flooding of road areas was also noticed and rarely is lateral drainage of pavement adequate. The proposed work involves widening and strengthening pavement, with associated shoulder and drainage work. The domestic consultant estimated that 5.1 ha of land acquisition was needed. It was also estimated that some 204 trees needed to be felled on this section. Realignment at | some of the railway crossings may also be necessary, although this has yet to be designed. ROW details were not completely available, but field observations suggest that this may be limited in many locations. Existing stone quarries are at Tadipatri and near Cuddapah, with numerous gravel I and sand deposits in the many nullahs. The domestic consultant also noted 6 accident zones for this particular road section (see Figure 2.4.9). | There are 5,588 trees located within 5 m. of the edge of the bitumen on this road between Tadpatri and the State Border via Renigunta, 3,317 on the left-hand side and 2,271 on the right- hand side. A large scale revegetation scheme will be conducted over the 377.6km. section of road. This specifics of this revegetation scheme are included in Annex 8. I I I j ~~~SM:Cinternational 2-26 Project 56112 Vzersion2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.8 Encroachment and non-motorised transport at Yerraguntla r AriA Figure 2.4.9 Accident zone near Kamalapuram 7-~~~~~~~~ -. ~~~~~~~~~~~~~~~~~~ - -- -I I ij ~~SMECInternational 2-27 Project 56112 Version 2.01 May 1996 l Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.10 Locality Plan - Tadpatri to Cuddapah I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ N~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~LGN WAhET OTHERROA _ (-NADULAR//...... |PROJECT ROAD | \ t T A ~~~~ ~ ~~~~~~~~~~~~~~~TOWN*EUR : * \ A | 2(hX g TANKW 2(g) ,/su STATEBORDER - rTNR /A FORESTAREA MADANAPAUIE0* X NATIONALX o PARKP * ( \ - c Vsion SMEC International 2-28 Project 56112 Version 2.01 Maylg996 Andhra Pradesh State Highway Project 2. Existing Conditions 2.4.2 Road Sectionsfor Design underPhase II All of the road sections identified for design under Phase II were travelled. Most of these roads were driven both before and after the monsoon and conditions along each road varied considerably with the season. By using these inspections, in association with the landuse maps of the state, domestic consultants reports and photographic records established for each of the project road sections, a reasonable assessment of the conditions and relevant issues was gained. 2(a) Laksheftipet - Indenpalli - Utnur - Tocham - Gudihatnoor (NH#7) Item Number Critical natural habitats 1 Sacred Groves None Forest Reserves I Areas of Significant Encroachment None o ~~~Graves 41 Temples 4 l Locationsof Large Volumes of Non- None motorised transport Bridges 80 Causeways None Culverts 30 This is an extension of the Warangal - Raiputnam section under Phase I and completes the connection to NH#7. Starting from NH#16 around 3km west of Lakshettipet, and north of the Godavari River crossing, the road rises from the river valley into the Satmala Hills. In moving north-west average annual rainfall increases from 100 to 120 cm. Deep black soils give way to effusive deposits of the Deccan Trap (see Figure 2.1.5). Initial sections of the road are low lying, easily flooded and traverse small streams feeding back into the Godavari. Agriculture predominates the landuse and few roadside trees exist, although v remnants of avenue planting, up to 300 mm. diameter, are to be found. A number of small villages are found in the first 20km, with some minor encroachment by residential shelters. Approximately 22km. before the road passes into the Adilabad District it enters the Kawal Forest and Sanctuary area. This is an important wildlife protection area as it is a Tiger Sanctuary. It is estimated that there are 12 tigers within the 893 sq.km sanctuary which is split in two by the existing road. Core tiger areas are located on either side of the road which may act as a barrier to SMEC International 2-29 Project 56112 Version 2.01 May 1996 Andhra Pradesh State HightwayProject 2. Existing Conditions wildlife movements. A full EIA should be conducted on this site to determine the impacts of the upgraded road on all the wildlife in the sanctuary. The terms of reference for the study presented in Annex 7. Kawal Sanctuary is protected by a checkpoint at km 145. The forest area is more undulating and small cuttfill patterns emerge, with rock outcrops. Trees are up to 600mm diameter and frequently within 2m of the existing 3.6m pavement, but the land opens up to sections of farming by the Gond tribe as the road weaves through the forest boundary. Villages are to be found in these clearings. The impact of the tribal people on the environment they live in will also be assessed in the EIA. At kmnl36 the road crosses a flooded area where wet rice has been introduced. In a number of areas space for widening, on one side, is available due to power line clearing. At 44km from NH#16 the project road turns right to Utnoor (60km), near the Karimnagar/ Adilabad boundary, whilst most traffic continues on to Nirmal. The 3.6m road continues through n,1lthe KawalForest area for another25km, on embankmentsand cuts up to 1-2mhigh withminimal ROW to trees of 200-300mm diameter. This is a dry deciduous, broadleaf forest with teak and bamboo. A number of clearings occur, where farming and villages exist. At 20km inside Adilabad the road crosses a small wetland area where culverts are permanently submerged following the rainy season, and snakes are common. Cross drainage structures in Kawal Forest are generally large and are often bridges (Figure 2.4.11). It is unknown whether or not these were designed as wildlife underpasses, but enlarging these during the road upgrade is a potential mitigation method. Kawal Sanctuary ends at a bridge at km 40 and the forest checkpoint is situated about 3 2km further on. Figure 2.4.11 Cross-drainage structure in Kawal Sanctuary t~~~~~~~~~~~~~~~~~~~~~~~~~.~ .'~~~~~~~" ,.I SMEC International 2-30 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.8 Encroachment and non-motorised transport at Yerraguntla r AriA Figure 2.4.9 Accident zone near Kamalapuram 7-~~~~~~~~ -. ~~~~~~~~~~~~~~~~~~ - -- -I I ij ~~SMECInternational 2-27 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions I Figure 2.4.13 Locality plan - Lakshettipet to Gudihatnoor GUDIHATNOOR LEGENi J(4 >'~AL CORE A J / \ ~JANNAR UM SANCTUARYBEARY M 4 WzSLS 7 TO,WYT N TOWAM PROJECTROAD II 1RA]PUTNAM LAKSHETTPCET KARMNAGAR 3 1 WARANGAL i I 4 ~~SMECInternationazl 2-32 Project 56112 Version 2.02 Jfuly 1996 Andhra Pradesh State Highway Project 2. Existing Conditions b) Pericherala - Narasaraopet - Vinukonda -Atmakur - Kurnool I | Item Number Critical natural habitats 2 *l Sacred Groves 2 Forest Reserves 2 Areas of Significant Encroachment 6 r Graves l Temples ri Locationsof Large Volumesof Non- 8 motorised transport Bridges 35 Causeways 14 Culverts 197 Pericherala is located some lOkm from Guntur and is the start of an east-west crossing of the lower half of Andhra Pradesh between NH# 5 and 7. The road commences on the coastal plain and then rises over the Nallamala Hills before falling again into the Kunderu valley to follow the Krishna - Tungabhadra rivers to Kumool. From coastal catchrnentareas it moves into the Krishna River upper catchment. 3 In moving across the state it passes over a range of geological deposits with mixed red and black soils. Rainfall decreases in moving west from around 100 to 60 cm annually. Vegetation and 1 landusechange with ecologicalconditions. Environrnentally important is the presence of major Forest Reserve areas between Domala and Atmakur. as the road rises over the hills. 40km east of Atmakur, conditions are mountainous with 60-70 degree slopes and major cuts. It is a dry deciduous forest area with bamboo, part of the major Nagarajuna Sagar-Srisailam and Gunda Brahmeswaram Sanctuary network. Nagarjuna 1 Sagar-Srisailam is a tiger sanctuary set up as part of the Project Tiger scheme. It has an estimated 80 tigers within its 3568 sq.km. Its area surrounds the Nagarjuna Sagar. The project road runs along the edge of the sanctua 6km of the core tiger habitat. The Gundla 3| Brahmeswaram Sanctuary is situated on the southern side of the road between Atmakur and Dornala. This is not listed as a tiger sanctuary however its proximity to the Nagarjuna Sagar- - Srisailam Sanctuary and he thick forest beside the road suggest that suitable tiger habitat may exist within this sanctuary The affect of the upgraded road on these two areas should be assessed in a full EIA along with any mitigation measures.1 l SMEC International 2-33 Project 56112 Version 2.02 July 1996 Andhra Pradesh State High way Project 2. Existing Conditions 5IlIn the early stages the road crosses a dense mixed farmingarea with a number of rail crossings and some industrial development. Roadside tree planting, particularly Banyan, are common, as are irrigation canals. The landscape is relatively flat with rock hill outcrops. A 7m pavement is reduced to 5.5m and causeways are frequent. At some 50km from Guntur the road passes through Narasaropet, a large Municipality with some 90,000 people. Encroachment is extremely bad and the route torturous for 3km as it winds through the urban area. The local consultant did not reconmmenda bypass but it may be essential. West of Narasaraopet settlement becomes more scattered, with wet rice and isolated planting of Imli more obvious. Causeways remain common and temporary encroachment at the villages I noticeable. This continues for 40km until Vinukonda. Vinukonda is a Panchayat centre of over 35,000 people and represents a problem for through traffic. Pavement in the centre of the town is badly damaged and, whilst the ROW is available, congestion is severe and a bypass might be considered. West of Vinukonda the road reduces to 3.6m although widening had, and was, occurring. Land becomes more undulating and agriculture more mixed with scattered roadside planting. Cotton begins to be grown. Villages tend to occur at intersections with side roads and the countryside more open. Temporary encroachments at villages occur but fewtrees are to be affected. At 21km east of Domala the road rises over a low saddle of around 100m. Occasional tanks and irrigation support wet rice. Dornala is in Kumool District and stretches over 1.5km with a limited ROW for i 300m due to stall encroachment. West of Domala the road runs alongside 300m hills and at 10km out starts to rise. The land gives | way to forest and at 20km out it is in a narrow valley with bamboo forest as it rises quickly (Figure 2.4.14). For the next 22km it passes through steep country and Forest Reserve until coming out onto the valley floor the other side of the hill range. A limited number of scattered I villages occur but it is a relatively dense forest area with side cuttings and some tight alignment. Trees are within 1-2m of a 3.6m to 5.5m pavement. Atmakur is entered 12km later. The road through Atmakur has some encroachment and a bypass in the longer term may need to be considered. I I SMEClInternational 2-34 Project 56112 Version 2.01 Mayl1996 r Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.14 Nagarjuna Sagar-SrisailamSanctuary and forest area n A good section of avenue planting occurs to the west of Atmakur for one km. From here the road runs along the Nandyal Valley, which consists of very flat and dry land. A forest reserve is located to the north of the road just outside the village of Karnbalapalle. Initially the main form of landuse is cotton farming, however, this gives way to irrigated rice farming just outside the village of Nandikotkur. A number of large bridges are found here to cross the dried up Nandikotkur Tank. Care will need to be taken in upgrading these bridges. The township of Nandikotkur does not require a bypass as it has very little encroachment and has sufficient ROW. For the next 30km the road passes through cultivated land interspersed with minor villages. The area is largely treeless and no significant avenue planting exists. 11km from Kumool is the village of Gademadugu which has a minor level of residential encroachment and non-motorised transport. The road continues for 9km until Kumool is reached. Two sacred groves are found nearby the ROW in this section, one about 7km east of Kurnool and the other near a small village 1Okm to the west of Nandikotkur. Neither sacred grove will be affected by the proposed road widening. Numerous graves, both Hindu and Moslem, are also located alongside the road. Those few that occur within the ROW will not be affected by the road widening as the road will be realigned. I -~~~SE nentoa -5Pojc 61 eso .1My19 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.15 Locality Plan - Guntur to Kurnool n r m4aG&mBNAAa4R-mmmmL4SAN=IARY N~~~~~~~~~~~~~~~~~~~~ II ._. rIa 3 KW~~~~~~~~NOOL~~~~~~~~ ~LEGEND OUINDLABRAMMIUM~SAA U~A :2 sr~~~~~~~~crvRARr ~~~~~~~~SANCTUIARY NATUMAjIQ{WAY I' ~ ~ ~ TQUWN AWA2MA. ii~~~I ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~PRIiCTRO3AD Ir ME Inentoa( 2=3 Prjc 61 eso .1My19 Andhra Pradesh State Highway Project 2. Existing Conditions 2(c) Cuddapah - Rajampet - Renigunta - State Border Item Number Criticalnatural habitats 3 Sacred Groves None r Forest Reserves 5 Areas of Significant Encroachment 6 Graves 165 fl 1Temples 1 Locations of Large Volumes of Non- 4 motorised transport Bridges 22 Causeways 11 Culverts 104 This is the southern extension of the section proposed under Phase I to connect to Madras, and consists of SH3 1 running between the Velikonda and Palkonda Ranges. It crosses from the Penner River catchment over to the coastal plain where it drains towards the Palicat Lake area. There are 11 causeways and nine rail crossing on the section. The road follows Upper Pre-Cambrian deposits and red sandy loam sediments. The section is environmentally significant in that it passes close to three critical natural habitats. The most significant of these is the Sri Venkateshwara Sanctuary and National Park, to the west of the I existing road. This conservation site has an area of 506 sq.km and is home to endangered species such as the Golden Gecko. This area is also significant in that the Red Sanders (Pterocarpus santalinus) is endemic and is found in low numbers throughout most of the region. Two other I habitats are found along this road, the Nandular Tank and the Vontimitta Tank, whose bird habitats are included as part of the Sri Lankasmalla National Park. I| The road continues to follow the Bombay to Madras rail line and crosses the Cheyyuru River. Bypasses have been proposed for Cuddapah, Rajampet and Kodur. Additional analysis is * recommended for these bypasses and this is considered outside the scope of this project. Commencing at Cuddapah the road enters a narrowing valley where reafforestation is occurring over nearly 1 Okm.This changes to mixed farming and villages before running along the bund for the Vontimitta Tank at km 25. Reafforestation work then continues until two bad rail crossings ESMCInternational 2-37 Project 56112 Version 2.02 July 1996 Andhra PradeshState Highway Project 2. Existing Conditions at km 35 and km 40. The area between is a mixture of forest and villages with encroachment. The Nandular Tank and Bird Sanctuary is located on the right before entering Nandular Village and a 500 m. long causeway crossing of the Chetteru River (see Figure 2.4.16). It is a scrubby area with few roadside trees, rocky outcrops and a number of villages. 9km further on is Rajampet in Nellore District. This is heavily congested with a concrete road and a ROW down to 8m width. Figure 2.4.16 Nandular Tank with the road running along the dam wall South of Rajampet are the villages of Pullampet, Reddipalle, Gallapalle, Koduru, Settigunta and Momanduru. It is a mixture of open scrub land, industrial development (km80), coal mines and mixed farming. Encroachment and unauthorised use of the ROW are common, particularly in the villages. At Baleppalle, at kmr105,the Settigunta Reserve and Bamboo forest commences. This 5 is a forestry plantation area and continues for nearly 20km until the Karakarambapi Forest check- point on the southernrside. | Around 6.5km further on is Renigunta, off to the right. Before meeting with SH32 and 61 at a rather complex rail/road interface, the road passes through an area of rock cutting and marshy land, below the rail embankment. Shoulders are overgrown but few roadside trees exist. The road continues through Renigunta and on to Puttur, 24km away. Three large bridges occur along this stretch of the road as the topography rises and falls with the Nagari Hills. Encroachment occurs in Puttur and Renigunta and a bypass may be considered in the future, but is outside the scope of this project. The road crosses the Surarmutha River via a causeway at km 63 just outside of Renigunta and the nearby area is irrigated rice paddies. Between km 62 and km 59 there are two villages with ROW restricted by encroachment. The road crosses over the rail line at five narrow at grade crossings and two underpasses. Most of these will require widening. = | ~~Anumber of minor tanks occur close to the road but will not be affected by the roadworks. Social forestry occurs at kms 28, 48 and 52, with the plantation at km 48 being of Mango. The road continues on to the state border through more cultivated land via the village of Nagari which is SMEC International 2-38 Project 56112 Version 2.02 July 1996 Andhra Pradesh State Highway Project 2. Existing Conditions already bypassed.The proposedproject road ends at a rail crossing9.5km from Tirutani. An estimated 6089 trees occur within 5 metres of the centre line of the existing road. Where possible only those trees on one side of the road will be removed. The area will be fully revegetated following the upgrade (see Annex 8 for the revegetation related contract recommendations). Figure 2.4.17 Locality Plan - Cuddapah to Renigunta and the State Border l *~~ 4' | -~~~~~~~~~~iJaDDAPAH LEGEND l T RAJA NWET OTHERROAD \NA /U |RPROJECT ROAD : \ 9 zA A ~~~~ ~ ~~~~~~~~~~TOWN*ELLR I 2(h) | TANK _5z ,/ a2 STATEBORDER -- - l TIRUPATI FORESTAREA MADANAPAU.EXUAIt2p / | | | \-/$1fus NATIONALPARK =~~~~~~~~~~~~~ SMCItraina -9Poet 61 eso 2 1MyI9 .1XI I SMEC International 2-39 Project 56112 Version 2.01 May 1996 r Andhra Pradesh State Highway Project 2. Existing Conditions 2(d) Warangal - Khamman - Aesharaopet - Koyyalgudem - Deepavalli (MDR#1801/NH#5) Item Number Critical natural habitats None SacredGroves None Forest Reserves None Areas of Significant Encroachment 14 fl Graves Temples Locationsof Large Volumesof Non- 8 motorised transport Bridges Causeways lICulverts i This section will complete the connection from NH#7 in the north to the east coast and connect Kakinda Port (see Figure 2.4.12). It is currently in poor condition, particularly in the east, near Ashweraopet. No forest reserves occur on the whole length and soils are consistently red loams. j A connection from Nalajerla to Pollacolu had also been proposed but has been reduced to a link from NH#5 to Pollacolu. This latter section runs through the heavily congested Tadepallegudem urban area and along back-roads on irrigation canal banks, to connect to Maruteru, a sensitive wet rice area with major encroachment and land acquisition problems. The road proposed drops from around 280m at Warangal to 150m at Khamman and then I continues across the coastal plain, to connect with the Eluru - Rajahmundry road (MDRl 801) at Deepavalli (or Devarapally, west of Nalajerla), which makes use of the relatively new bridge crossing of the Godavari at Kovvur. It is dry area with 60-80 cm annually. The road proposed is a slight variation from that considered by the local consultants, who looked at a connection right through to Palakollu and Narasapur, via Potavaram, Tirumala and Tadepallegudem. Warangal is a large sized city with a half million people (1991 data) and the connection through the urban area will pose problems. Built-up conditions continue for nearly 9km from the town centre and encroachment is severe, with an extremely variable ROW. No bypass was proposed by the domestic consultant, with the project designed to start at km 2 from the centre, but this may need to be considered in the future in another more urban orientated project. South of Warangal agriculture predominates with wet rice, orchards and mixed crops. The pavement of SH#8 has been widened to 7 m for over 70km and, whilst some realignment of SMEC International 2-40 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions fl sharp curves may be needed,the alignment is generallygood and condition reasonable.The domestic consultant estimated that 43.3ha of acquisition was needed between Warangal and Khamman, some 126km apart, with 15 families affected. Roadside planting on this section is extremely variable. A number of avenue plantings exist, including Banyan, some of which will need to be removed. More recent planting was observed mostly clear of any proposed work. Eucalyptus are being used for farm trees in the area. Villages occur regularly, some with minor encroachment, with the main ones being Sangam, Vardannapet, Dantanpally, Yellampet, Mated, Maripeda, Pedda Nagaram and Pindipole. Widening is being continued at around 40km north of Khamman. Some temples do exist in the ROW, but these will be avoided. At 4.6km north of Khamman the project road turns left (right being to Suriapet). Urban development begins immediately after, until the 14 span masonry Munar Bridge crosses the Maneru River (Krishna catchment), 3km north. Khamman is congested with 2 rail overpasses. Between Khamman and Ashweraopet (115.5km)the coastal plain landscape becomes flatter, with fewer villages and more irrigated areas. Tallada is the first major town on SH#42, 3 1km out, in which pavement condition is poor, and the road turns right. The road crosses the Wira River 7km north of Tallada and the area largely of wet rice with scattered villages. Kallur is 14km further on and it has some stall encroachment and road condition there is deteriorating. Limited trees occur in the ROW. Irrigation channel crossings increase with wet rice the main landuse, with the road passing through Vayumbunga, Sathupally and a number of smaller villages, with some encroachment. The Mondaken Forest Nursery (WB funded) is located 6km south, of Vayumbunga but will not be affected by this project. Mixed farming begins short of Ashweraopet with Oil Palm plantations and industry. Few roadside trees exist. At Ashweraopet the 5.5m road veers right and continues east to pass through the villages of I Darbhaguden, Taduvaie, Vegavaram and Jangareddi Gudem. The latter having very bad encroachment and may need to be by-passed. The area is of open mixed farms with the Central Tobacco Research Institute 4km south. Road condition continues to deteriorate and travel times are slow. Drainage damage to the road embankment was observed 16km south but Banyan tree numbers increase, with some distinctive avenues. The proposed project road ends at Deepavalli, east of Nalajerla and approximately 22km west of Kovvur. The connection from NH5 to Palakollu passes through the main street of Tadepallegudem in which congestion is severe. Encroachment problems occur at a large number of villages and the road is frequently located on the banks of irrigation canals. Minimal ROW is available and the area has continuous wet rice production with a tropical climate. Any road construction will cause U major disturbance with the risk of siltation and disruption of water flow. The design of this connection will need to be particularly sensitive in order to minimise problems. U I SMEC International 2-41 Project 56112 Version2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions Figure 2.4.18 Locality Plan - Warrangal to Pollacolu I!~~~~~~~~~~' IM~~._ _ __ | X _I~~~~~~~~~~~~~~~~~~~~~~~~~NOTE5SN ,^ ~~~~~~~~~~~~~~~~~PROJECTROAD S X zw ~~~~ ~ ~~~~~~~~~~~~~~~TOWN*uU S ~~~~ ~ ~~~~~~~~~~~~~~~~~~~TANK STATEBOROER - - _/uar / fr. ,, ' ASHWE TAOPEP /fAOVR I U~~~~~~~~~~~~~~~~~~~~~~~~~~~C- SMEC International 2-42 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions 2(e) Tadipatri - Gooty - Guntakal - State Border Item Number Critical natural habitats None fl Sacred Groves 2 nl Forest Reserves None Areas of Significant Encroachment 2 alj Graves 38 Temples None R1 Locations of Large Volumes of Non- 4 motorised transport Bridges 12 Causeways 10 I1 Culverts 66 This area has less than 60 cm rainfall annually and part of the upper Penner River catchment. Soils are mixed red and black, and deposits Archaean. The topography of the area is flat, boulder terrain, with sparse arid zone vegetation interspersed with fallow land and occasional irrigation I areas. The road is locatedabove 300m in the ErramalaHills. No major forest reserves nor sanctuaries are to be found in the area. Two minor sacred groves are I located near to Gooty and Guntakal, however these are nowhere near the road reserve. The 38 grave sites are also outside the ROW and will not be disturbed. This road section links Karnataka State with NH7 and Madras via the other roads being proposed for upgrade. The road begins two km inside the state border and is in very poor condition. The road runs into the village of Gadekallu, nestled amidst three granite outcrops. Gadekallu is a small village with a tank well to the right of the ROW. This 13km stretch of road until Guntakal appears to be subject to innundation during the monsoon. The road is generally at grade and runs between the numerous granite hills that are scattered across the Rayalasima Plateau. Guntakal is a large town with some residential encroachment and minor amounts of non- I motorised transport. Avenue planting has occurred along the road through the town. An at grade rail crossing occurs at km 326 near Guntakal. A number of small villages are passed on the 30km stretch to Gooty, but none are large enough to impede through traffic. The road entering Gooty I runs alongside the base of the Gooty Water Tank wall to the north, which separates the higher ground from that to the south and retains monsoonal rainfall. This tank was built by King Ramadevaraya in 1619 AD. It runs beside the road for 4.1km and irrigates 450 ha. The dam wall SMEC International 2-43 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions [ will not be affected during the road widening. Rice paddies are located to the south of this bank. Gooty is located at the intersection with NH#7. Some encroachment and a great deal of non- motorised transport are found here. Nonetheless no bypasses of Gooty or Guntakal were recommended by the sub-consultant. Figure 2.4.19 Locality map - State Border to Tadpatri lI. 'I,X GwyTank 2() >LEGEND II- % GUs /TAW EID HABITAT 2 RA*JAMPET I 01Ma / ' - ~SMECInternational 2-44 Proj ect 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions flI 2(f) Bhimedolu (Eluru road)- Kovuur 3 Item Number Critical natural habitats None X SacredGroves None 5 Forest Reserves None Areas of Significant Encroachment 7 l Graves _ Temples I Locationsof Large Volumesof Non- 9 motorised transport i Bridges _ Causeways 3 CCulverts This road (MDR1 801) connection (48.5km) provides an alternate route to NH#5 between Eluru and Rajamundry in West Godavari, using a relatively recent bridge crossing of the Godavari River between Kovuur and Rajamundry, resulting in a saving of almost half the Eluru - 3 Rajamundry distance. For most of the road the pavement has already been widened to 7m but edge failures and shoulder damage, as well as surface deterioration, lessen its capacity. Traffic from the north-west use the link as a more direct connection to the Kakinda area. It is located on the coastal plain and the area feeds into the Kolleru Lake catchment. It is a *- | cyclone prone area and annual rainfall is over 100cm. It is a densely settled area in which * agricultural development is giving way to industrial development, particularly at the Kovuur end, where quarry development is also found. Numerous tanks are nearby the road and irrigated rice predominates. Oil Palm and sugar cane cultivation is expanding. Roadside planting are common I with Banyan avenues around villages frequent. Encroachment occurs and the alignment needs -lr improvementin places. From the Kovuur end the road follows the Godavari River through an industrial area until |u reaching the rural area about 10km out. It then enters a hilly area where a number of rock quarries and crushers have been established at 10-12km north of Deepavalli. Numerous huts are to be found in the ROW but these are clear of expected works. Deepavalli is a major truck stop at the end of the Khamman - Ashaeropet connection and minor congestion exists. Further south, the area becomes more coastal and rural with wet rice common. Road condition deteriorates and tanks become more frequent. Villages include Marapali, Achannapalem, Nallajerla, Bhamdolu, 1ll | Dhubacharlaand Bhimadals,all of which have temporaryencroachments. SMEC International 2-45 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 2. Existing Conditions At the connection with NH#5, on the south-west end, the road enters as a T-junction after passing over a railway line and a number of ceramic factories, with huts lining the intersection. No major difficulties are expected on this road but the extensive irrigation system and the higher rainfall of the area, and cyclone risk, will require particular attention to sediment control during the design phase and the contract preparations. Minor realignment of some curves may also be desired and limited tree removal could be required. IS l l l l I -I SMEC International 2-46 Project 56112 Version 2.01 May 1996 III Andhra Pradesh State Highway Project 2. Existing Conditions [1 2(g) Madanapalle - Chandrigiri - Renigunta Item Number Critical natural habitats 1 fi Sacred Groves 0 Forest Reserves 6 Areas of Significant Encroachment 4 Graves 5 Temples 0 | Locationsof Large Volumes of Non- 3 motorised transport Bridges 3 Causeways 1 | Culverts 55 This road connects Bangalore to places of tourism and religious importance such as Tirupathi and Renigunta and joins with Road 2(h) from Renigunta to Nayudupeta to link with NH5 on the coast. The road extends across the Chittoor district and reaches an height of 950 metres at Madanapalle. The overall road condition is relatively good with double lane width between Madanapalle and Pileru. The road begins at Madanapalle and travels north-east for 12km before turning to the east. There is a level crossing 13 km from Madanapalle from where the road runs to the north of the rail line for a further 45km until it reaches the town of Pileru. The area becomes less arid as the road travels towards the coast. Just outside of Pileru is a narrow rail underpass 3.5 metres wide. The road passes through several villages, including Vayalpad and Kalikiri. No major encroachment and non-motorised transport are found here. Two relatively major waterways are between Madanapalli and Pileru, a tributary of the Bahuda River and the Punchu River. The road continues through Pileru, where congestion and encroachment are substantial, to the east for a further 5 1km until it reaches Chandrigiri. Agricultural factories occur on the outskirts of Pileru and nearby the road passes along the wall of a tank and past a cemetery at km 5 before entering arid, undulating land. Neither the tank nor the cemetery should be affected by the proposed road upgrade. Near the village of Thrippanandandipalli at km 15 the road passes along a large built-up section across low lying land that appears to be susceptible to flooding. The land changes from predominately agricultural land to Reserved Forest at km 26 as the topographybecomes more mountainous.The road entersthe Sri VenkateswaraSanctuary and SMEC International 2-47 Project 56112 Version 2.01 May 1996 AndlhraPradesh State Highway Project 2. Existing Conditions National Park at km 26 and leaves it at km 37. The Sri Venkateswara National Park is reported to house some rare and endangered plant species like Red Sanders (Pterocarpus santalinus), Shorea talura,Shorea thumbuggia, Terminaliapallida, Cycas beddomei, Syzygium alternifolium and Psilotum nudam. Animals found in the park include Leopard, Sloth Bear, Sambar, Chital, Mouse Deer, Barking Deer, Chowsingha, Wild Boar, Wild Dog, Hyena, Jackal, Fox, Civet Catf, Jungle Cate, Golden Gecko, Slender Loris, Indian Giant Squirrel and Flying Lizard. The area is vegetated with thick forest on undulating hills that are interspersed with granite outcrops. This is an area of critical natural habitat and it is recommended that the impacts of the road upgrade on the area are assessed in a full EIA. From km 59 three more Forest Reserves are located on the northern side of the road. The Forest I:l Reserves extend for approximately 3 km along the road. These forests consists of eucalyptus and Red Sanders. The fences for the Forest Reserves are approximately 8 metres off the edge of the road and the vegetation begins some 10 to 15 metres further inside. There is approximately 20 11 metres of available ROW, so the Forest Reserves will not be affected by the road works. On either side of the Forest Reserves are areas of dry land farmning. The Forest Reserves may act as a buffer zone for wildlife inhabiting the Sri Venkateswara National Park and as such wildlife may enter the reserves. The noise and activity of the road would act to keep wildlife away from the road side edge of the Forest Reserves. Nonetheless, several species of animals may be expected to inhabit the Forest Reserves including smaller mammals such as the Wild Boar and Jackal amongst others. At km 43, an archway spans the road (see Figure 2.4.20). The archway allows only one lane of traffic to pass through it at a time and causes significant delays. It is associated with the Sri Venkateswara Swami Temple nearby. The archway should not be affected by the upgrade. One possible way of avoiding disturbance to the structure is to allow one lane of traffic to continue to pass beneath the arch and construct a single lane around the structure to carry vehicles travelling in the other direction. l l I *I ISMECInternational 2-48 Project 56112 Version 2.02 July 1996 - tR Andhra Pradesh State Highway Project 2. Existing Conditions 111 Figure 2.4.20 Archway associated with the Sri Venkateswara Swami Temple that inhibits traffic 3~~~~~~~ t e ...... About 3km outside Chandrigiri there is a level crossing and one km further there is a single lane bridge, both of which cause traffic delays. Bhakarapeta and Narasingapuram are the two major II villages on this section of the route but neither provide any significant impediment to traffic. The road confinuous 4kmnfuirther on to a small village where a large Banyan tree is situated in the centre of the T-intersection. This tree will not be affected by any roadworks proposed in this project. The vegetation is generally dry, arid zone vegetation. There are no sacred groves in the nearby area. It will be possible to construct the project without affecting any graves or temples on this section of road. From Chandrigiri the road leads north-east towards the major tourist destination of Tirupathi. Tirupathi is the service town at the base of the 800 metre high hill, upon which is situated the holy site of Tinumala. Tirumala is one of the most important pilgrim centres in all India, because of ancient Vaishnavaite temple of Lord Venkateswara. An average of 30,000 people per day come to Tirumala to worship, and this total is often as high as I100,000. With such a high tourist centre comes a large amount of urbanisation and the roads leading through the town are generally 7 metres wide and have good quality surfaces. The road passes alongside the Sri Venkateswara National Park and the Sri Venkateswara Zoological Park. The Zoological Park is located approximately 3 km from Tirumala, SMEC International 2-49 Project56112 Version2. 01 May 1996 r Andhtra Pradesh State Highway Project 2. Existing Conditions immediatelyadjacent to the road and is fully fenced. Road works will not affectthe park. While the actual boundary of the National Park is poorly defined on maps, it is assumed that the road forms the park boundary in this area. The road runs alongside the base of the holy hill of Tirumala turning right at a round about and crossing a large bridge. The road here is very good, with lane separation. The vegetationeast of Chandrigiriconsists of dry deciduous,mixed forest withpatches of moist deciduous forest in some valleys. Red Sanders (Pterocarpus santalinus) is endemic to this region and grows throughout areas of remnant native vegetation devoid of human intervention. There are no areas of significant avenue planting along this section of road. This section of road was not studied by the sub-consultants so there are no estimates of the number of trees to be removed. The coastal plain to the east of Tirupathi is characterised by irrigation and heavy cultivation. rl On the eastern side of the bridge is a turn off to the Tirupathi town centre and the route continues to the north-east to Renigunta, about 8 km away. This road has two lanes and has suffered from ribbon development for much of its length. The road surface is poor at the Renigunta junction, beneath the rail overpass, and work is currently being done on improving the surface here. lI l l l I I I I SMEC International 2-50 Project 56112 J"ersion 2.03 August 1996 AlAndlzraPradesli State HiglhwayProject 2. Existing Conditions Figure 2.4.21 Locality Map - Madanapalle to Renigunta and Renigunta to Nayudupeta I+ OUDDAPAH I: At 2(C) 2 LEGEND VONTIMflA ~RAJANUrI' OTHERROAO PROJECTROAO AYUDUPNTA TOWN 0 ELLUR l //X//g 1 2(hr TANK 2(/g/%X% /-tA g STATEBORDER - FORESTAREA MADANAPAUE P NATIONALPARK RESERVEDFOREST i 'C ' / 2 l~~~~~~ I SAIEC1 Inw,n(vvaiional 2-51 Pro/ecd56112 Vzersion2.03 Augusi 1996( . 'I! Andhra Pradesh State Highway Project 2. Existing Conditions 2(4) Renigunta - Sri Kalahasti - Nayudupeta Item Number Critical natural habitats None Sacred Groves 6 Forest Reserves None Areas of Significant Encroachment 1 Graves 34 Temples None l Locationsof Large Volumesof Non- 1 motorised transport l Bridges Causeways l ~~Culverts 3j This route links the important tourist sites surrounding Tirupathi and the Bangalore road to the NH5 running along the coast. The road drops gently as it traverses flat plains. The area is relatively well watered and supports many forms of agriculture, particularly rice. The road travels alongside the railway line through cultivated fields for 27km and through the village of Erpedu. Erpedu has very little encroachment or congestion. The rail line bends to the I north about 4km from Sri Kalahasti and a bridge over a perennial waterway is found on the outskirts of town. Encroachment here is significant and a bypass may be considered, although it would be outside the scope of this project. A number of sacred groves are listed as occurring near Sri Kalahasti. These are Kannappa Konda, Sugha Theertham, Neelaknateswara Swamy Tempie, Ayyappe Swamy Konda, Markanayatheertham and Indratheertham. None of these sites are within sight of the ROW and so they will not be affected. The road continues and 5km from Sri Kalahasti it leaves the Chittoor district and enters the Nellore district. The road crosses the district boundary twice more before reaching Nayudupeta | 29km later. This area is well watered and lies on the coastal lowlands. Cross drainage structures were not counted for this section of road. 3 No Forest Reserves or critical natural habitats are affected by this road proposal. Figure 2.4.21 illustrates this road also, and its important features. I SMEClInternational 2-52 Project 56112 Version 2.02 July 1996 Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts 3. ASSESSMENT OF ENVIRONMENTAL IMPACTS 3.1 Major Issues Environmental impacts can be classified in many ways. A useful way is by impact cause and this generally includes; * Direct Impacts - those impacts caused as a direct result of proect activity (such as the removal of trees, disturbance of borrow areas, sh-i£ingof houses, siltation etc) * Indirect Impacts - those.impacts resulting from aivitdes prom.oted .bythe project but not directly attributable to it (such as future traffic pollution, industrial/economic growth, effects of material supply :etc). * -CumulativeImpacts:- whererelatively mior ipa, in assoiation with the impacts of other activity (now or later), conibute to significant changes. Another classification is on temporal pattern, that is either short term or long term. For infrastructure development this is frequently considered as either construction related impacts (temporary) or permanent impacts. Many impacts are short lived and without any long lasting effect. Other impacts will not become apparent for significant periods of time after the activity is completed. Impacts will also vary with spatial distribution, such as noise. In such cases the impact varies with the distance from the activity and the "significance" of any impact depends on where it is assessed. Environmental impacts can also be positive or negative, reversible or irreversible. Many EAs focus on the negative aspects, such as loss of amenity, but projects like the AP State Highway Project can have significant positive benefits by reducing dust, noise and air pollution, increasing productivity/supply of services and improving safety. Indirectly roads can be major catalyst in the overall development of regions. The positive benefits can also be enhanced by appropriate mitigation and enhancement actions, such as increased tree planting, traffic separation and improved right-of-way control. Impacts cannot always be predicted, and random patterns (such as unseasonal storms or a drought at a critical time) can dramatically change the severity of expected impacts. Many documents and guidelines are available listing the potential impacts of road projects, but the severity and significance of these depends on specific features of the project, site, scale and construction methods, as well as variables such as weather and supervision. Each situation is unique and requires specific attention to the work being proposed. Despite the large geographic spread of the 3000km of road being reviewed under this study all roads were travelled to prepare a detailed environmental analysis. Those sections being proposed for design were, however, inspected for site specific concerns and a significant proportion of the remaining 1000km being proposed were also visited. Based on preliminary scoping of the areas, and the work being proposed, the following key issues were seen as most important to this project; protection of Reserve and sanctuary areas effective restoration of borrow areas and quarries SMEC International 3-1 Project 56112 Version 2.02 July 1996 Andlhra Pradesh State Highway Project 3. Assessment of Environmental Impacts * tree removal and replacement tree planting * maintaining waterway areas and preventing siltation * protection of sacred groves, grave sites and temples * waste management, particularly from construction camps * acquisition of land, displacement of permanent landholders and squatters * encroachment and compatibility with local government development, and * environmental awareness of staff and explicit responsibility for mitigation. These are dealt with more fully under elements of the natural and human environment. In most cases there will be differences in construction related and permanent impacts. 3.2 Physical and Natural Environment 3.2.1 Topograplhy/Soiland landform The key changes to landform resulting from the project will be; (Changes in road embankments. Whilst the project is largely confined to existing alignments, and within existing right-of-ways, the rehabilitation and widening activity will raise, extend and enlarge existing road embankments, or new embankments will be placed. As freshly consolidated sediments these are prone to erosion, and will cause some visual and physical obstruction. In most cases the scale will be marginal, with little change evident. Attention to batter stabilisation, selection of less erodable material and compaction will be needed. Particular batter protection around culverts may be needed and batter drains will be installed on high fills. In all instances, final forming and revegetation will be completed as soon as possible after fill placement to allow natural regeneration. This is generally a short term impact only. *Borrow Pit excavations. Roads in India are bordered by a series of often discontinuous and regularly shaped (easier for measurement) excavations, both within and outside the ROW. These can cause drainage and visual problems, with the potential for increased disease vector activity. Under the new IRC specification borrow areas are to be located outside the ROW with restoration expected. These are frequently subject to negotiation between the Contractor and adjacent landowner. A more positive approach might be taken, with the creation of additional tanks or improvements to local drainage patterns but, at the least, site supervisors will be instructed to ensure that restoration is completed before final acceptance of the contract. Quarry operations. Substantialquantities of crushed rock and sand will be required for the macadam based pavements normally constructed in India, and for concrete. A network of commercial quarries have been established in AP based on the igneous and metamorphic rock outcrops, which occur over the state, and alluvial deposits. A separate study on material sourcing and quarries is being prepared and this should be referred to for more specific detail. Whilst operation of quarries are an independently regulated activity, the project will increase the rate of utilisation and resource depletion. With an indirect effect, it is appropriate that some consideration be given to the environmental implications in selection of quarry sources and that appropriate site restoration plans exist. SMEC International 3-2 Project 56112 Version 2.02 July 1996 Andhra Pradesh State HighlwayProject 3. Assessment of Environmental Impacts The project will contribute to the long term depletion of such resources but the issue of restoration remains more important. Construction Camp sites. The construction work will be contracted in a number of packages and under normal contracting procedures it is expected that each Contractor will establish a base site adjacent to the work site which provides office and residential facilities. These are frequently only temporary sites that are leased from adjacent landowners and become disorganised sites of disused equipment, containers and materials. Considering the problems with rehabilitation of these sites and the lack of arable land in many parts of the state it may be appropriate for alternative arrangements to be considered. This may involve development of the many R&B office and guest house facilities, or those of other local authorities, for later handover or conversion. This can avoid costs of demolition and could provide additional community based facilities. All sites need to be appropriately rehabilitated on completion. Resumption of land is involved (see 3.3.2) and will result in some minor landuse change. In most cases land impacts are relatively short term, but this necessitates attention to restoration and rehabilitation, often outside the direct contractual responsibilities or BoQ items. The tropical climate and soil conditions of Andhra Pradesh provide good regeneration capacity and no unmanageable issues are envisaged. 3.2.2 Water Road projects can create both favourable and unfavourable impacts on the hydrologic cycle, affecting both surface and groundwater patterns, through volume, flow and quality changes. Under the Environment (Protection) Second Amendment Rules, 1993 water quality discharge standards have been established for inland surface waters, sewers, land for irrigation and marine coastal areas. It will be a legal obligation on the Contractor that any discharge from the work site meets these standards. These include up to 46 physical and chemical parameters. Some monitoring mechanism in the contract supervision is desirable and testing equipment needs to be available. The surface drainage system in AP follows a dendritic pattern based on the major river catchments leading to the Bay of Bengal, but interrupted by a well utilised system of tanks and reservoirs. The project roads cross these drainage lines at various levels and locations. Irrigation is widely applied, with 500,000 ha irrigated in 1980, and substantial investment (65% of development outlay in 5th Plan) has been made in its expansion. This has frequently had impact on the roads, often contributing to their damage, through seepage and construction. Since the ioads are existing then provision has been made, in most cases, for cross drainage structures of sufficient discharge capacity, with undue ponding or retention of water previously avoided. A number of causeways will need to be replaced with structures and attention will be needed to design for appropriate return interval rainfall. Flooding is known to occur at a number of road locations and some limited flood hazard mapping has been done by APRSAC. Whilst it might be expected that the project roads will be occasionally blocked, the frequency and duration of closure will be limited, commensurate with the economic importance of the link. Sizing of SMECInternational 3-3 Project56112 Version2.02 July 1996 Andlhra Pradesh State Higliway Project 3. Assessment of Environmental Impacts drainage structures will allow for a discharge event with a return period of approximately 20 years. They will not cause any reduction or inhibition of the waterway compared to adjacent structures, such as on rail lines. Suitable protection will be provided around drainage structures to prevent scour for expected flow velocities. In a number of situations the project roads are either along the containing embankment of reservoirs, adjacent to them, or have themselves created mini-reservoirs (tanks account for 26% of irrigation). This containment of water has frequently led to the creation of wetland and bird breeding/nesting areas as at Nadular and Votimitta. In such cases, widening will need to be strictly controlled to avoid pollution, turbidity or siltation. In many cases any widening can be undertaken on the side away from the reservoir, but where this is not possible then silt retaining membranes will be installed until embankments are stabilised. Care will also be taken in ensuring that road drainage provisions, or new embankments, do not alter current wetland status. Relatively shallow groundwater wells are utilised for 20% of irrigation in AP, particularly away from the coastal belt and in the south west, but the catchment area is large and the project is not expected to have any significant impact on aquifer depletion or recharge. In the longer term vehicle pollutants (dust, lead, zinc. hydrocarbons) are deposited on the road surface and can ultimately find their way into the water system, but should be no more than would now occur. With improved vehicle performance on a new road these may actually be reduced. 3.2.3 Air Quality Dust, noise and vehicle emissions are all associated with roads in India. The surface deterioration of the existing project roads gives rise to major dust problems, particularly in the dry season, and the constant hooting of horns contributes to a relatively high, albeit diurnal cycle, noise level. This is pronounced in towns where congestion, pavement damage and the level of traffic is greater. Under the Air Act, 1981 noise standards have been set for motor vehicles (80-91 dBA), and vehicle emission standards do exist, but are high and rarely achieved. Ambient noise levels in rural areas can be low but in urban and industrial areas, road traffic is but one of many audible disturbances. Some temporary increase in dust and noise might be expected from construction traffic, and some shift in impact locality will occur with any bypass. The degree of impact from these activities can, however, be mitigated by modern engineering practice and equipment. This is discussed in the mitigation section. With growth in traffic using the roads in the longer term, noise and air pollution will increase. This will tend to increase regardless of the improvements and, with a better driving surface, the project will contribute to some reduction in noise. Expected improvements from control of motor vehicle emissions, and unleaded fuel, will also contribute to a general reduction in air pollution over the longer term. SMEC International 3-4 Project 56112 Version 2.02 Iuly 1996 -An-hra Pradeshi Siae HigAhway Project 3. Assessmenit of Environmental Impacts The project is not expected to have any particular impact on vehicle ownership numbers nor usage patterns, and should not affect global climate related concerns. Use of unleaded petrol and catalytic converters, and improved driving behaviour, can have more significant effects. 3.2.4 Flora anidFauna The presence of reserve areas have been noted in the project road profiles and details of threatened or endangered species in India are given at Annex 3. Two roads in particular have the potential to significantly affect areas of critical natural habitat which house important flora and fauna species. These have already been mentioned and a full EIA is recommended for these areas. The two critical habitats are: * the Kawal sanctuary on road 2(a) from Lakshettipet to Gudihatnoor * Nagarjuna Sagar - Srisailam sanctuary on road 2(b) from Guntur to Kumool The proposed terms of reference for the EIA are presented in Annex 7. In addition to the above areas, two roads pass along the boundaries of critical areas. Road 2(c) passes along the eastern boundary of the Sri Venkateswara National Park. However, the existing railway line between the road and the park will tend to mitigate any impacts caused by upgrading the road. The most important impact would be the inhibition of movement for various migratory animals. The rail line is generally on a relatively high embankment with long, high bridges across water courses allowing wild life to pass beneath the line. If the road was to be upgraded in a manner that maintains the movement corrodors accorded by the railway line, the environmientalimpact of the road upgrading would be minimal. Bridges on the road upgrade should therefore be built to correspond in location and size to those of the railway line. Enough room should be available to leave some dry land under the bridge during heavy rainfall to allow animals to pass during these times. Road 2(c) also passes beside two tanks that are included as part of the Sri Lankesmalla National Park. The road runs beside the VontimittaTank and along the bund of the Nadular Tank. Both areas are significant bird habitats as well as supplying water to their respective villages. Strict sediment and erosion control measures need to be undertaken during the construction phase to ensure that the road upgrade does not cause impacts on the water quality of these two tanks, thereby affecting the bird and aquatic life that inhabit them and the villagers that use them. Other effects of the road upgrade on the bird life in these areas will be minor. Road 2(g) between Madanapalle-Renigunta forms the boundary between the Sri Venkateswara Sanctuary to the north and a Reserve Forest to the south. Because of the sensitivity of the habitat in this area the World Wildlife Fund (WWF) was requested to carry out a preliminary investigation on impact and possible mitigationmeasures on this road. A copy of their report is included itnAnnexure 12. Widening of the road will involve the removal of some wildlife habitat in both the sanctuary (3km) and the forest reserve (3km). However the forest affected is not prime wildlife habitat and the widening will have minimal affect on the sanctuary. The most significant impacts to the sanctuary are likely to occur during construction. It is recommended that quarrying of stone, construction of labour camps and collection of fuel are prohibited in sanctuary and forest areas to minimise the adverse impact on the sanctuary during construction. SMEC International 3-5 Project 56112 Version 2.03 August 1996 Andlhra Pradesh State Higqhway Project 3. AssessmentofEnviroiintentalIImpacts Specific mitigation measures for the above mentioned roads are included in Section 5.3.6. Forest Reserves are located throughout Andhra Pradesh adjacent to the road reserve. The Forestry Department runs these plantations and stocks species such as Eucalyptus and Red Sanders. These plantations are not generally stores of biological diversity, stocked with a wide variety of species, but are simply stocks of individual species that have economic value. Red Sanders is a species listed as endemic to the southern region of Andhra Pradesh and its rarity is due to its wide and diverse uses. Utilisation of species within the Forestry Reserves is still allowed. As well as normally having a low species diversity, the Forest Reserve plantations are well off the road (beginning a further 15 metres inside the Reserve boundary fence). This means that despite widening the road, there will be no loss of trees. Forestry Reserves will not be significantly impacted by the Andhra Pradesh State Highways Project. Sacred groves are defined as wild areas containing substantial biological diversity that are held in great esteem or awe by local people. Today, in the vastly altered landscape of Andhra Pradesh, they are the only remnants of tree vegetation in many parts of the state. As well as maintaining biodiversity, they serve other critical functions such as the sources of leaf litter or in the protection of water sources. There are no sacred groves currently known to be situated within the ROW for the APSHP. Only the Singaraya Konda is within sight of the road. This sacred grove covers 20 ha of land associated with a temple. The grove is well protected and well away from the road. All other sacred groves mentioned in the WWF publication, "Sacred and Protected Groves of Andhra Pradesh" are well clear of the ROW. Sacred groves listed in the WWF publication are generally large areas, however, small groups of trees associated with small temples or graves are seen throughout the countryside. These have little significance for maintaining biodiversity due to their size, however, they do have religious significance. Because of their proximity to grave sites they will not be affected by the proposed road upgrade. A number of roadside trees will require removal and an estimate of numbers has been given for certain sections by the domestic consultants. This issue of tree removal is one of particular relevance to any road project in India, as was demonstrated with the reaction to the East Coast Road in Tamil Nadu. Whilst the issue of biological preservation or greenhouse gas emissions may not be the underlying concerns, with issues of shade for travellers in an otherwise hot and dusty country and the "aesthetics" of avenue planting more relevant, roadside trees have developed some very vocal lobbyists. In most cases historical roadside planting (Banyan, Pipal, Neem, Imli etc) are neither rare nor particularly valuable timber species. Many (such as Neem) have some medicinal and supplementary fuel or use values, particularly in fodder short times, and are 'part of the landscape'. This non-timber use is frequently demonstrated by many of the trees being heavily coppiced, making them less than magnificent specimens. Many of these trees are of a large diameter and, located on the edge of a pavement with fast traffic, can be a safety hazard to traffic as well as cause damage to pavements (Figure 3.2.1). SMEC International 3 -6 Project 56112 Version 2.03 August 1996 Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts Figure 3.2.1 Pavementdamaged by trees i ~~Largeand old trees are also not particularly good contributors to greenhouse gas reductions. Their *1 ~~uptakeof carbon compounds slows with age and even if harvested, the timber is norinally used l in forrns that do not add additional loads (furniture, buildings etc). Increased numbers of younger t ~~treesare generally much more beneficial and an active replanting program is the best possible t ~~response,as well as providinglong terrn benefits. | ~~Treeswithin the ROW are under the jurisdiction of the Chief Engineer. Any resumption of Forest | ~~Reserveareas outside the ROW will be subject to central government clearance and appropriate compensation measures are Gol policy. Very few areas outside the ROW will be affected by the | ~~projectroads and even less are Forest Reserves. The project could contribute positively to the conservation of biodiversity by adopting a more | ~~progressiveapproach to roadside planting. Reconmmendationstowards this are made later. -~~ag andEoldntresnaalsontpriualodcnrbtrreon to7grenousetgas1reductions. Their9 n Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts 3.3 Human and SocialEnvironment 3.3.1 Communit life and economic activity There is no clear, nor well developed, hierarchy of roads in Andhra Pradesh. A limited number of National Highways cross the state and connect the major urban centres. State Highways connect District Centres but the local collector road systems are relatively poorly developed. Ribbon development is common and even highways are used as routes for the local movement of stock and pedestrians, as well as grain/brush drying or storage (see Figures 3.3.1 and 3.3.2). 0 0 I l l l l I = ~~SM7ECInternational 3-8 Project 56112 Version 2. 01 May 1 996 Andhra PradeshState HighwayProject 3. Assessmentof EnvironmentalImpacts IF Figure 3.3.1 Pedestrian access along the highway Figure 3.3.2 Crop drying on the highway I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ N ; - :~~~~~~~~~~~~~~~~~~~~~~~~~~~- I | Many of the project roads have not seen major traffic growth as a result of their poor condition, rather than any lack of demand or potential network benefit. Improvements under the project will see speeds and volumes increase. This is indeed the objective of the project. Whilst such an 3| outcome is in the interests of regional economic development and transit users, it will have implications for local residents along the routes in terms of opportunities, outside influences, disruption and safety. A pilot safety pragram is recommended for non-motorised transport and this is discussed in section 3.3.9. SMEC International 3-9 Project 56112 Version 2.01 May 1996 Il Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts [1 Many of the areas have been relativelyisolated, despite mass media and education, and the appreciation of motor vehicle behaviour, and accepted road rules, or risks is limited. There will be temporary effects during construction, primarily by offering employment options and added commercial demands, but in the longer term there will be more significant changes as a result of road improvements. In most cases people see these changes as positive, after having suffered the delays, costs and nuisance of poor roads, but there are some whose traditional patterns of living will be disrupted. Temporary disruption of the road access will occur during the construction period but contract provisions for detours and maintaining a trafficable surface will minimise these. Access and Niu egress to markets and shops in villages will be a particular issue and all work will be coordinated with the local authorities. The opportunity exists for more planned development and control of ribbon encroachment by coordination of town planning activities and recommendations in this regard are made later. 3.3.2 LandAcquisition and Resettlement Land records are not readily accessible and are maintained by a number of different District Administrations. Based on the physical recording of remaining boundary markers in the field by the domestic consultants the existing right-of-way varies from anywhere between 8m to 30 m. The minimum adopted standard for a state highway is some 30 m under IRC guidelines. This provides reasonable protection of the thoroughfare and allows future widening without disruption. In the absence of a full ROW, displacement of people will occur under the project. The number will depend on those using the existing ROW, and where realignment or a bypass is required. A Resettlement Action Plan (RAP) and a Social Report are being produced separately. As part of the RAP a full list of encroachments on the project roads is currently being undertaken. Encroachment and the use of an apparently "unused" road reserve is a reality in India. Landless squatters and adjacent farmers alike see value in using the apparently vacant land. This can be a productive use of otherwise idle land, but can frequently cause damage to the road, either 3 physically by excavation or irrigation, or in performance through added congestion. Historically the responsibility for control of encroachment has been unclear with police, R&B and local administrationshaving failed to exercise their legal powers. Whilst legally the encroachers have fi no right to occupation nor compensation, there is an ethical and moral obligation that their position be considered, based on long-term 'user-rights'. World Bank policy (OD4.30) also requires that all project affected persons (PAP) be considered and through the Social Report they will be. There are three possible bypasses proposed in Phase I at Nalgonda, Mirialguda and Piduguralla on Road l(b). If these are constructed significant land acquistion will be required. Minor amounts SMEC International 3-10 Project56112 Version2.01May1996 Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts of land aquistion will also be required at various locations on the Phase I roads to allow for geometric improvements in the road alignment. Some further widening of the ROW will certainly be required under Phase II and will involve acquisition of a new ROW at the following locations; Cuddapah (5.1ha required) Rajampet (5.3ha required) Renigunta (7.8ha required) others to be specified ri Estimates for land needed and people affected are noted based on the data provided by the domestic consultants but more detailed design is required before final estimates can be given. rl In view of the significance of resettlement and rehabilitation readers are referred to the separate social assessment and Resettlement Action Plan (RAP). 3.3.3 Indigenous and Traditionalpopulations ni Special attention is given in India to minority groupsunder the ScheduledCastes and Tribal Population policies. Specific lands are allocated and government funding available. These are rigidly enforced. The Scheduled Castes account for 15.9% and Scheduled Tribes 6.3% of the total AP population (1991data). Scheduledtribes are more pronouncedin the in the far north of the state whilst Scheduled Castes are concentrated in the north-west, and south-east. I No specific issues in relation to minority groups is expected with the project, but it will be a concern when considering land resumption. Subsequently the impact of the road upgrade on these people is considered in the Social Report and the impact these people have on their environment will be assessed in the full EIA that has been recommended. 1 3.3.4 CulturalHeritage India is a land of historical monuments and Andhra Pradesh is no exception. Andhra Pradesh was created by the combination of the old princely state of Hyderabad and the Telugu-speaking portions of the old Madras state. It has a long history of settlement stretching back to Buddhist times when it was part of Ashoka's large empire, and traces still remain. In the 7th century the Chalukyas held power until they fell to the Chola kingdom in the 10th century. The Kakatiyas rose in the 13th century and were based at Warangal but this gave way to Muslim power in 1323. The Hindu Vijaynagar empire soon challenged Muslim power and in 1543 the Qutab Shahi I dynasty was established at Hyderabad. In 1687 the Mogul emperor Aurangzeb took over the kingdom and established the nizams of Hyderabad, who ruled through to independence. Whilst predominantly a Hindu population (89%) it has a large Muslim component (8%) concentrated on Hyderabad with Christians (3%), Jains, Sikhs, Buddhists also present. I SMEC International 3-11 Project 56112 Version 2.01 May 1996 . Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts Temples, graves and sacred sites abound, along with archaeological remains. Important sites may frequently be a minor structure under a Banyan tree at the side of the road, and its significance may lay in local knowledge alone. The impressive Kakatiya ruins at Warangal, the Buddhist sites at Nagarjuna Sagar and Amaravathi and the Kanakadrga temple at Vijayawada, as well as the temple complex at Tirumala in the south-east are particular, more visible, sites of importance and none of these will be directly affected. The Gooty Water Tank is the most important heritage site found along the project roads and it was built in 1619 AD. It will not be disturbed by the road fl works. It was not possible to do a full archaeological survey of the ROW but the major sites are located off the project roads and the visual inspection was used to pick up the more obvious concerns of temples and graves. There are a multitude of graves and temples nearby the roads however these will be designed around where necessary and none will be shifted. The approach to be taken is to avoid any historical or religious sites during the design and construction phases. Should sites become exposed during construction then appropriate archaeological agencies will be consulted. 3.3.5 Aesthetics and Landscape The project involves an existing road and no substantial landscape change is expected. Increases in embanknent width and height will in places make it more visually obvious and the severance effect will be increased, both by size and traffic patterns. Options for changes in alignment to improve aesthetics have only been considered only where they would not increase acquisition needs and enviromnental problems. Much can, nevertheless, be done to enhance the visual impact of the roads and a specific I treeplanting/landscaping component under each contract will occur and specifications relating to the contract of Phase I are included in Annex 8. It has already been noted that avenue shade trees are well accepted as a social good in India. Some sub-continent countries have even 1 established policies that set aside a percentage of road construction costs for tree planting. Tree planting and vegetation can enhance the delineation of road alignment, offer a buffer (primarily visual but potentially with some noise and pollution attenuation effect) but this needs to be based on ecologically appropriate planting and concerns for safety. Much of the cost of the revegetaion schemes can be derived from selling the timber cut down during the road widening process. 3.3.6 Road safety 3 Road accident statistics were sought as part of the domestic consultant studies from records kept with local police. These are far from accurate nor comprehensive, and the data available is very limited. It is apparent, however, that road accidents in AP are a matter for concern. Some local a consultants were able to identify "black" spots and particular design attention is needed at these locations. SMEC International 3-12 Project 56112 Version 2.01 May 1996 Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts Published Motor Vehicle Accident figures do not note Andra Pradesh Motor Vehicle Accidents fatalities but showed a 32% increase between 1988 and 10- [1 1992. The results of crashes BOO- between buses and trucks fl WCyMI.s are regularly published in at*cB U newspapers, and accidents in 4000-i Unknown this class have been 2000 -_ increasing as shown opposite. foeS There can be little doubt that improving the surface of the road and its alignment will encourage increased speeds and with that the risk of even more serious accidents. Pedestrians, not used to fast traffic, will also be exposedand their behaviour,as well as that of the drivers, needs to be considered. Improvements in alignment and better traffic separation,as well as increased roadway width based on modem standardswill help alleviate current dangers but it remains important that |l due attentionbe given to safety,as a part of any road improvement. Safety audits can provide a useful tool for analysis and consideration will be given to pre and post | constructionauditing as part of the overallproject monitoring. ! '- '''' ' ~~~~~~1vn''""... 'i. . *'.'. -'p'avementand shuder onditi .'*-'-':'''. the p.es enceofroasidetrs, P.. ih t p slps'.:aat ment: X 'signs, road mrngs and Anersectuon lo *' roadside access, parking b--. 'dstop :-'.--.-'e l ' :'.' '.':. ""-'mu ~~~~~~~~~~~~~~~~~~~~~~~~~.e-...... provis~~~~~~~ionforbpdsransi sock and o-ooisdtac I *provision of measures to eotQ Veil. spes inur-baara 1 3.3.7 Urban Centres and Built-UpAreas A significant proportion of traffic entering urban centres is not 'through' traffic. Almost all buses and many trucks stop within these settlements to deliver and collect passengers and goods en route to other destinations. Any bypass of urban areas must also provide for access to the 3 commercial centres of the urban areas. However, once in the urban area it is doubtful whether the vehicles would return to access the bypass prefering instead to continue on through the town, and congestion would remain. Congestion problems still remain in many towns which have bypasses such as Nagari on the Cuddapah to the State Border via Renigunta Road (2(c)). SMEC International 3-13 Project56112 Version2.01 May1996 Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts fl Overtime, and as inducedthrough traffic increases, the proposedbypasses will becomecorridors of commercial activity, generated through passing trade. Service roads to reduce this r encroachment would greatly add to the cost and the duration of the project. Providing improvements on alignments through towns will require custom made solutions which rl will need to take into account encroachment, R&R issues, environmentalissues, economic issues, constructibility and the urban networking effect. rl As the project is a rural road project, the detailed studies required for bypasses and improvements through the larger towns is considered to be outside the PCC's scope of work. The additional studies required could be carried out in Phase II. The following approach has been taken in the design of the Phase I works: n .l Where a town is relatively small (generally population less than 20,000) and the project road is the only major road passing through it, the road will be strengthened in the urban area to a width which does not affect encroachers and therefore will not result in R&R issues. 51* In larger towns which may be serviced by a number of major roads it is not logical to cnstruct the project road through the urban centre because of the relatively high cost of urban construction (underground drainage, intersections etc) which would significantly 3 reduce the length of road constructed under the project and the need take into account other factors such as R&R, economic factors and the urban traffic network. The project roads therefore commence and terminate at the outskirts of the larger towns. In a number I of cases, the roads analysed in the Feasibility Studies terminated at the edges of the larger towns in any case. A summary of the approach taken to the design at major centres is given in Table 3.3.7. l l :I l I - ~~~SME;CInternational. 3-14 PrQoject56112 Version 2.01 May 1996 = t r Andhra Pradesh State Highway Project 3. Assessment of Environmental Impacts r Table.-- 3.3.7 I -- Road .-,-... treatment through major----.. centres . . .::::-..--:-. .. . -. - ... .1.-...... - , -,...---...---.... . --I -...... I ., .. I...II --.. .. : ...... :- .-...... - --.. ... .,- -.. I -..- . -- -..-.. I- .-- -- .-. . ..- . .- .: :: ,I. -::.- ... ---..- ...1- . - .-..... -..---.- ...... a":..1-1.'.-.--..'... - ..'.:. :... ::..:'-- -...... - .--, . ....--.-..---. "M.:.,. W,.-- --T't-...... 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