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Home , Ballia, Bangarmau, Belthara Road, Climate of Uttar Pradesh, Dohrighat, Khutar

Govermnment f Utar Pradesh ENVIRONMENTAL Public Works DepartmentEN IO M TA Lucknowjndla ASSESSMENT

(PHASE- 11) Public Disclosure Authorized December 2003 E505 Volume 9

PL ' c Co-ordnatlngConsltant (PCC)Swvices t~~~~~~~~~~~~~~~~~La l b, 4114- 1N)

seiAies for Wbtr Pradesh

Public Disclosure Authorized Consulftncy SStt Rods ProJect Public Disclosure Authorized

DHV CONSULTANTS BV

Public Disclosure Authorized in associabon with Halcrow and Partners Funding Agency: Operation Research Group Development Consultants Ltd. THE WORLD BANK MDP Consultants ( Pvt) Ltd r s Environment Assessment (Phase 11) DHV Consultants BV December 2003

Project Co-ordinating Consultants Services for the State Roads Project, under IBRD Loan No. 4114-IN

ENVIRONMENTAL ASSESSMENT (PHASE II) EXECUTIVE SUMMARY

1 THE UTrAR PRADESH STATE ROADS 11 environment parameters, seven routes were PROJECT prioritised for taking up for subsequent detailed design work in the second phase as under: The Uttar Pradesh State Roads Project is financed Route 3 -: ...... 72.806 km under the World Bank loan number 4114-IN. The Route 4B -: ...... 73.229 km Uttar Pradesh Public Works Department, as the Route 6 -: ...... 88.336 km executing agency, represented the Government Route 7B -Phephana ...... 100.929 km of in terms of liaison and co-ordination with Route 1OA -Shahganj: ...... 109.656 km the World Bank. The Project is performed by a Route 11 -Bazpur: ...... 36.335 km consortium of consultants consisting of Route 16 Deoria-: ...... 109.447 km DHV Consultants BV as lead consultant, Halcrow and Partners, Operations Research Group, Total Phase II ...... 590.74 km Development Consultants Ltd., and MDP Consultants Pvt. Ltd. Figure 1 gives an overview of roads selected in The Feasibility Study project followed on earlier Phase II upgradation works and Table 1 gives the work done under the Uttar Pradesh State Roads hst of roads, hnks and proposed works. Strategic Option Study (SOS), where a list of Location plans for the seven routes are given as 2,655 km candidate roads for upgrading was follows: generated. This study was based on regional Figure 2: Pilibhit--Khutar approach to road planning contexts to support Figure 3: Lucknow-Bangarmau regional socio-economic development policies. Figure 4: Sitapur-Bahraich Under the feasibility study, environmental Figure 4: Sitapur-Bahraich screening of 18 finally selected project roads was Figure5: Azamgarh-Phephana carried out and the environmental sensitivity of Figure 6: Gorakhpur-Shahganj each road vis-3-vis proposed road improvement Figure 7: Moradabad-Bazpur was assessed. Based on favourable economic Figure 8: Deoria-Ballia assessment of highway, project costs, social and

Table 1 Project road and links

Link Description Proposed Link Description .... - . Length (km) Districts Link No. From To Road No Works 3.1 Pilibhit Puranpur SH 26 35.235 W2 3.2 Puranpur Khutar SH 26 37.572 W2 Pilibhit Sub-tatal Pilibhit Khutar 72.807 4B-1 Bangarmau Asiwan SH 40 26.689 W2 482 Asiwan Lucknow SH 40 42.50 W2 , Lucknow Sub-total Bangarmau Lucknow 73.229 6.1 Sitapur SH 30 31.707 W3 6.2 Biswan River SH 30 29.948 W3 6.3 Chaghara Tikora Mode SH 30 23.448 W3 River Sitapur, Bahraich 6.4 Tikora Mode Bahraich SH 30 3.227 W3 Sub-total .Sitapur Bahraich 83.36

Government of Utnar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services (or Unar Pradesh State Roads Project Environment Assessment (Phase II) DHV Consultants BV December 2003

SH 34 and 7.1 Azamgarh Mau ODR (Mau 43.345 I W2 _ _ I______Bypass) Azamgar___ Mau,_Ballia 7.2 Mau Rasara SH 34 34.200 W2 Azamgarh, Mau, Ballia 7.3 Rasara Phephana SH 34 21.381 W2 Sub-total Azamgarh Phephana 100.929 | 1OA-1 iGorakhpur Sikariganj MDR 49 32.30 I W2 1OA-2 Sikarigan; Shankarpur ODR 14.450 - W2 1OA-3 Shakarpur Start of haghara New Bridge Alignment 3.149 W3 End of Str ofj 10A-4 Ghaghara _.__ ODR 10.057 W2 bridge j Budhanpur Bypass ! 1Budhanpur I _ New Bypass ;______Bypass: IGorakhpur, Alignment 3 3 IEndI Akbarpur, lOA-6 Budhanpur Ahiraula (Start of 1O-6 Budapass W Jaunpur IBas)MDR 97 10.300 W2 10A-7 Ahiraula ~New Bypass __E_____ Alignment 3370 W3 IEnd ofj 10A-8 Ahriaula Ambari MDR 97 14.90 W2 __ Bupass ______i___ 1OA-9 Ambari Shahganj SH 34 12.50 W2 Sub total .Gorakhpur i Shahganj i | 121.336 !_ _ 16.1 Deoria ~~~Salempur! BhagalpuSalempur j SH 01 f 30.127 j W2 16.2 Salempur JBhagalpur j SHOl 16.660 W2 | 16.3 Bhagalpur Chahara Bridge SH 01 ______4.682 W2 _ _ _ _ _ Site _ ~~~i ______16.4 , Ghaghara TBelthara 4.682 Bridge Site______W2 Deoria, Ballia 16.5 Belthara Sikandarpur !SH 01 ! 22.855 i W2 16.6 Sikandarpur Ballia SH 01 33.360 W2 Sub total Deoria Ballia jSH 01 ! 109.447 _ _ _ Moradabad 11.1 (Sheeshama Manpur MDR-65 31.870 W3 Doraha)I

1 1.2 _ Manpur, __Bpur_ MDR-49 - 4.485 W3 Moradabad, Rampur Sub total Sheeshama Bazpur Doraha 36.335 Total j_,__ j 602.42'

* Including bypass lengths. Without bypass length total length is 590.74

Table 2 Corridors included in phase 11Major Maintenance programme S._No. Corridor ._gth (km) _ 1_. Remarks _Khutar-Bahraich 191.80 2 Badaun- Roa (Via-) 97.00 Portion ' between i - Badaun . j j already taken -_--_-L______up in Phase-i 3 j Sikandara Rao-(Via-Hatharas) 72.00 , Bridge over ______i river Ganga

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase ID) DHV Consultants BV October 2003 S. No. ! Corridor Length (km) I Remarks and Kachhala Ghat

4 Mathura-UP Border 19.00 5 jagdishpur-Pratagparh 78.50 _ 6 } Dhakwa-Bela-Patti-Junction (NH 56) 45.00 1 7 Mathura-Vrindaban Naujheel 45.30 Bridge over river Yammuna at Shergarh -______- Lhat _G 8 -Farukkhabad 52.40 ____ _ 9 Etah-Shikohkabad 53.00 10 _ -Bhind 31.00 11 -Raebareily 108.60___ 12 -Bullandsahar 76.00 i 133 - Bullandshahr- 59.00 14 Basti-Tamkuhi 168.60 15 - 144.50 16 Fatehur-Banda 76.50 17 j Meerut-Garh Mukteshwar 42.00 18 Bullandshahr--Garh 5050 19 Barabanki- 50.25 20 Haidergarh-Bacharawan 28.00 21 -Haidergarh _ 17.25 22 Chhatta-Bajana-Gomat 42.00 23 Lucknow- I 188.00 TOTAL ! 1736.2

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III PROJECT DESCRIPTION MDR-49, MDR-97, SH-34 and two ODRs. One ODR is in and other one is in Route 3 Pilibhit-Puranpur-Khutar: The project Akbarpur. Two bypasses at Ahiraula and road connects with National Highway No. 74. Budhanpur towns have been planned on this Route stretch between Khutar and Bahraich has route. One major bridge on river already been taken up for major Ghaghara is maintenance planned at Kumaria Ghat. Approach to bridge under Phase II programme. Hence, site the will be a new alignment and both bypasses will upgradation will provide a better connectivity also have new alignments. Total length of the from Bareilly to Bahraich. The internal rate of route is 109.656 km (exclusive of bypass return for the project route is 25.8%. The route lengths). The proposed lengths of Ahiraula and falls in high environmental category as per Budhanpur bypasses are 3.370 and 8.310 km environmental screening. Total route length is respectively. 72.807 km. The internal rate of return of this route is highest amongst all Phase II corridors and is 53.20%. This route will provide good Route 48 Lucknow-Asiwan-Bangarmau: This connectivity to Gorakhpur town from Azamgarh, route is continuation of route 4A of Phase I i.e. Jaunpur, Kaptanganj and Shahganj. Katra-Bangarmau-. In this phase there will be connection with Lucknow. It crosses Sai river Route 11 Moradabad-(Sheeshama Doraha) - and three irrigation canals. Internal rate of return Manpur-Bazpur (Uttranchal Border): This route for this route is 22%. The route connects to comprises of MDR-49 and MDR-65. Total length Mango Orchard Belt and will provide good of this route is 36.335 km and is the smallest connectivity for transport of the crop through route amongst all Phase II corridors. This Lucknow city. Total route length is 73.229 route km. will provide better access to the tourists travelling to Nainital from /Meerut side. The internal Route 6 Sitapur-Bahraich: Sitapur-Bahraich route rate of return of this route is 19.20%. This route is part of state highway 30. The route will provide crosses two major rivers - Kosi and Gugha. Due a better alternative to Bahraich and short cut to expected high traffic, it is planned to distance to Bahraich from Bareilly. be A major upgraded to 2 lanes with 1.5 m hard and 1.0 bridge is planned on Ghaghara m river at soft shoulders on either side of centre Chailarighat. The internal line. The rate of return for this black top will be 10 m to accommodate route is 24.90%. The tourist route crosses major rivers traffic to Nainital. The route such as fall in Rampur and Ghaghara, Gobrahia, Megha Saut, Gone Moradabad districts. and many irrigation canals. The total length of route is 88.336 km. The existing bypass of Route 16 Deoria-Salempur: This is part of state Khairabad has been included for upgradation. highway one (SH-01). The total length of the Major settlements along the route are Sitapur, route is 109.447 km. The internal rate of Bahraich, Biswan, Khairabad, Tikoramode. return for this route is 27.80%. The route crosses Ghaghara river (permanent bridge over the river Route 7B Azamgarh - Mau - Rasara -Phephana: completed) at Bhagalpur. Hence, this route is a The project route is part of SH-34 connecting vital link between eastern Uttar Pradesh and Lucknow to Ballia. The proposed route . There is proposal to construct a new RUB upgradation will give a major boost to local at Turtipar as the existing RUB (a major bottle economy due to faster connectivity. The route neck to traffic flow) is neither of adequate height length is little over 100.0 km. The internal rate of nor of adequate width.The route passes return for the route has been through estimated to be two districts namely Ballia and Deoria. 37.80%. The existing Mau bypass has also been taken up for upgradation. The route crosses major By passes: Four by passes are planned for rivers such as Tonse and Chhoti Saryu. It execution in Phase ll of the project. They are terminates at Phephana with NH-29 (Ballia- ). The route will provide good . Gaura connectivity Badshapur on route 18 (Phase I to Ballia, Deoria and Gorakhpur corridor) of from Azamgarh town. 6.432 km length. It will have a ROW of 45m and would require acquisition of 12.00 hectares of agricultural land. Part of Route 10A Gorakhpur-Shahganj: This routes bypass alignment utilities starts existing service road at Haraiya Chungi in Gorakhpur and of canal. terminates at Shahganj. The route comprises of Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating xii Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

. Bangarmau bypass on route 4A (Phase I an extensively irrigated area, the canal corridor) with a length of 1.851 km requires network is also extensive. acquisition of 8.1 hectares of agricultural land for ROW of 45 m. . There are a number of ponds along the route which are used by the nearby villages. *Budhanpur bypass is planned on route 10A Drinking water sources, however are by i.e. Gorakhpur-Shahganj. The proposed length handpumps only which are also several along of the bypass is 8.3 10 km. The route does not the routes. have adequate width at Budhanpur, Koyalsa and Athrait towns. This will bypass all these . Project roads have a large number of cultural three towns. The proposed alignment will properties like mazars, mosques, temples, have 45 m ROW. There will be acquisition of burial grounds, etc. land to the extent of 37.40 Ha. It passes through agriculture fields and crosses SH-34 mArchaeological features in the vicinity of the and Tonse river. most of the project roads were not noticed except along route 4B. There are a few archaeological structures along this route. The Ahiraula bypass is also planned on route 10A. chance archaeological finds during road The proposed length of this bypass is 3.370 works are remote. km. The bypass is planned for Ahiraula town. There will be land acquisition to the extent of . Roadside trees are within the Right of Way 15.17 Ha. The proposed RoW of bypass is 45 affected due to widening of the roads. m. The proposed alignment passes through agriculture fields. . Along the project roads there are several settlements both urban and rural. These places The key features have weekly and daily markets and attract of the project roads are given as large slow moving traffic causing congestion, follows: delays and accidents. . The entire area is flat and hence drainage is slow. The area suffers from major floods of Table No. 3 below gives key features for each Ghaghara except route nos. 6, 16 and 7B. route.

. Project roads are in seismic zones IV and IlIl with high to moderate intensity. Project road structures are designed to withstand this level of seismic activity.

. The roads traverse several irrigation canals, rivers and local drains (nallas). The notable rivers are Sai, Sadda, Mala, Khannut, Kewani, Ghaghara, Chauka, Gobrahia, Chhoti Saryu, Tonse, Majhai, Kosi, Chatai, Aami etc. Being

Government of Uttar Pradesh. Public works Department, Lucknow, India xiii Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) December 2003 DHV Consultants BV

Table 3 Key features of Phase II project roads

Route!-No. Bypass Bridges on Village Cultural Historical Settlement Roadside Trees Rivers Ponds/ Lakes Properl Archfeatures Urban Rural (30 m row) 3 - 08 i 01 6 0 03 37 30124 48 ____ 01 | 01 16 02 04 26 12497 6 _ 05 07 j 12 0 07 31 7B 15532 02 09 14 6 5 0 04 12882 1OA 02 08 L 13 22 0 03 24 I6 10091 - 01 - 0 1 0 0 05 86 17920 16 ,' l - 01 05 j 15 0 04 72 L 17767

Upgradation Work 3 POUCIES, LEGAL AND ADMINISTRATIVE FRAMEWORK Various options that have been worked out for the upgradation works as part of Phase II are The project being financed by presented in Table 4 below: the World Bank, follows OP 4.01 Operational Guidelines, January Tableu4 Cross-section options for 1999 and the various state and Government of the India environmental legislation and guidelines which form basis of this report are: Shoulder width I i . Forest Conservation Act, 1981 Opfn. way i Widt tion * National Forest Policy, width | Hard Soft width 1988 *Shoulder Shoulder ! j Wild Life Protection Act, 1972 61x3m)O 1.5m im - r Environmental (Protection) Act, 1986 w2 .70m . 2Sm (2x3.5m) 2Izm . Air and Water (Pollution Control) and 1977 Acts, 1981 W3 7Gm - 15m ' lm - j (2x3.5rn)__ 4 4__12m . Control of Noise Under Environment 2mx 1_.5m imProtection Act, W4 12m5m variesVm Varies 1986, Schedule l1l. . The Environmental Impact Notification, MoEF, 1994 The Right of way (RoW along the project routes of Phase II) varies from 20 to 52.5 m. Since the . The Environmental design adopted Guidelines, Procedures (W2 or W3 option) requires at and updates on least 12m Environmental Assessment clear at formation level and even more and Resettlement at toe vide OP 4.01, OP 4.30 & depending on the height of formation, it is 4.20. felt that enough clear space is available in RoW . Public Liabilities and Insurance Act, 1991 at most of the places. Average Daily Traffic (ADT) per project route varies from 3200 PCU . Vehicle Registration Act, 1998 (Ramunapur-Tikoramode on Route 6 link) to . Indian Motor Vehicles Act 13675 PCUS (Sheeshama (for control of air Doraha-Manpur link of and noise pollution) route 16). Except for settlements where flooding occurs frequently, pavements along all the routes . Ancient Monuments, are flexible. At locations Archaeological Sites and where regular flooding Remains Act, 1958 occurs brick paved roads have been planned. . Land Acquisition Act, 1984 and 1989 Institutional settings in the environment context in India are:

Government of Uttar Pradesh, Public Works Department, Lucknow, Project Co-ordinating India xiv Consultants (PCC) Services for Unar Pradesh State Roads Project Environment Assessment (Phase II) DHV Consultants BV December 2003

* Ministry of Environment and Forests, (MoEF), Table 5: Details of trees in 30 m row New Delhi * Regional Office of MoEF, Lucknow Route ILeh . | Total Trees Density/km * Central Pollution Control Board No. engt (Nos) Nos * Department of Environment and Forests, 3 72.807 30124 414 (high) Govt. of Uttar Pradesh 4B__ 73.229 12497 171 (Medium) Applications will now be made for no objection 6 !88.336 15532 4176 (Medium) and clearance to state pollution control board, 7B 100.929 | 12882 128 (Low) state forest department and MoEF for clearance. 1A 109.656! 17920 163 (Low) The project Phase 11programme does not attract 11 1| 36.335 10091 278 (High) environmental clearance under the environment 16 109.447 17767 162 (Medium) (Protection) Act,1986. The procedure for permission to cut the trees would commence Table 6: Cultural Properties within COI once the Phase II report is accepted by the World Bank.- Bank.______Ro Temples/ Majars/ BurIal Shrines/ Mo 4 METHODOLOGY OF ENVIRONMENTAL No. Chabutara Mosquis Grand Total ASSESSMENT - t------3 6 0 0 6

Methodology adopted for the study is as follows: _B0 16 6 I 0 0 11 * Scoping of workshop organisation with 781 13 - 01 14 various stake holders; -OA 19 - 2 01 22 * Reconnaissance survey to collect information 11 6 01 03 10 in devised formats; 16 1 12 02 01 15 * Analysis of assembly data; Total 93 * Documentation of baseline conditions; . Analysis and assessment of various * Other prominent features are village ponds, alternatives; rivers, wells, hand pumps, rivers and streams * Assessment of potential impacts; and numerous irrigation canals; . Formulation of mitigation, avoidance and enhancement measures; . Landuse characterised by agricultural fields, Integration of environmental impacts in design brick kilns, urban and rural settlements process 'Mainstreaming the environmental (reserved forest on route 3.) component-; * Community consultations; Ambient Air Quality and Noise . Preparation of stand alone environmental management plans (EMPs) for all upgradation Samples for air, noise, water and soil were taken routes; major bridges and bypasses and at locations representative of environmental * Environmental and social management plan characteristics for all routes as per MOEF (ESMP) for maintenance corridors. procedures and are compared with CPCB standards. The key observations are as under: 5 EXISTING ENVIRONMENTAL. SCENARIO SPM levels exceed permissible limits at all Environmental Conditions locations along all routes Baseliestudies involved kilometre-wise Noise levels exceed for residential and Baseline ~~~~~~~~~~~commercialareas and for sensitive receptors. assessment of possible removal of roadside trees, areas of flooding and erosion, fauna and flora, *Water pollution levels exceed permissible land use, urban and rural settlements, impacts on standards for drinking water in all routes due cultural properties and historic structures and on ambient air, noise and water quality.

Detetreesin 30 m corridor and the . Village ponds along all routes Details of roadside adh levels unfi for an use. have pollution tree densities are as per Table no. 5. levels unfit for any use.

Government of Uttar Pradesh, Public Works Department, Lucknow, India xv Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase ll) DHV Consultants December 2003 BV

It can be observed that the existing conditions i.e. recognised and detailed methodology at 'without the has been project' scenario, pollution levels stated. Public consultations were are considerable held at local, on account of SPM/RSPM, Noise district, State and institutional level. levels and (non-road induced) water pollution. At local level, discussions were held Proximity of Project with Roads to Environmentally affected persons and their leaders. At district Sensitive Targets level concerned departments, NGOs and opinion leaders were invited to give reactions to None of the upgradation route passes through presentations by the PWD and PCC Consultants. ecologically sensitive areas such as Wild Life At State level suggestions and views were Sanctuaries, National Parks, Biosphere reserves, obtained from NGO's, various departments of Bird Sanctuary and Zoological Parks. However, GOUP, Central government and concerned Route No. 3 (Pilibhit-Puranpur-Khutar) passes citizens. Inputs from Social Impact Assessment through reserved forests. were taken into consideration along with traffic induced health Two maintenance impacts. Finally inputs for project routes namely Meerut- design and actions were evolved, Garhmukteshwar as given in and Garhmukteshwar- Tables 7 and 8. Bullandshar abut Hastinapur Wild Life Sanctuary.

6 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE

Road projects affect roadside communities residing along the road directly and indirectly. Importance of public consultation has been Table 7: Routewise Representations of Public Concerns and Hearings at District Level and their Incorporation in Project Design

Route No. Public Concerns/Hearings t Incorporation in Design 3 Which portions 0. of project route will require * Enough availability of ROW; hence land land acquisition for central widening: issue acquisition not required . raised at Pilibhit Proper measures to be adopted for protection * Suggestion accepted. Accordingly of environment during construcion in | construction will be restricted during day reserved forest areas: Suggestion given at time only. Workers camp will be Pilibhit located at district level consultation. least 2.0 km away from forest area. Workers will be instructed not to poach wild life and cut tree for cooking. Contractor will ensure i availability of kerosene/ fuel. Area of forestland required for the widening * No forest land acquisition required, as i at both the reserved forests. enough ROW is available. DM at Pilibhit desired bypass for Khutar town i* Suggestion could not be accepted due to cost considerations. i Proper measures to be incorporated in design Air quality predictions done to mitigate and air pollutants effects of air pollutants infuture level not likely to increase till 2011. years due to rise in traffic. Suggestion came at Supplementary plantation planned inaddition I level consultation (Entire to compensatory plantation. Project route falls in Pilibhit district). _

Government of Uttar Pradesh, Public Works Department, Lucknow, India xvi Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmcnt Assessmcnt (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearings Incorporation in Design 4B Noise level in post project scenario and * Noise predictions done in environmental measures to reduce this issue raised at assessment for future scenario. Noise level consultations barriers planned at noise sensitive receptors (educational and health institutions) along project route. No horn zones identified in design and proper signage planned on project route . CDO Unnao suggested for railway over . ROB not possible due to inadequate bridge (ROB) at level crossing near road width and traffic Bangarmau. . Representative of state forest department . Number of trees to be cut minimized enquired about number of trees to be due to adoption of W2 option. cut, compensatory plantation and Compensatory plantation planned in the species recommended for plantation. ratio of two trees for every tree to be cut. Plant species recommended are those l______!______locally grow n. 6 Block development officer enquired . Possibility of Biswan bypass ruled out i about possibility of a bypass at Biswan as due to cost consideration as one major the habitation is congested. bridge involving major investment is planned on Ghaghara river on this route. * One PAP enquired about land . Project director informed that land acquisition from centerline of existing acquisition will only be done for the COI road during district level consultation at f (Corridor of Impact). As such, no land Sitapur. acquisition is envisaged in this route. . One participant from education office . Project director informed that project has enquired about connectivity of project a plan for permanent bridge on route with Bahraich during monsoon Ghaghara river at Chailarighat. IIT season when there is no pontoon bridge is doing mathematical modeling available at Chailarighat. study to decide optimum location of I bridge. The bridge proposal was appreciated by the gathering. i One participant from Biswan enquired * Environmental expert explained that F whether existing noise and pollution existing air quality levels are well within levels. exceeded the prescribed limits. limits specified by CPCB. Issue was raised at level However,.noise levels exceed the limits consultation. | One officer from district census and . Project Director distributed copy of R&R statistics department enquired about policy and details of compensation compensation package to PAPs. Issue package was raised at Sitapur district level consultation. . District Magistrate demanded bypass for . Suggestion could not be incorporated, as Bahraich during district level the need is not reflected in findings of consultation. SOS study, feasibility study and cost considerations. . One participant wanted to know . Environmental expert explained that probable locations of construction construction workers' camp would be workers' camp and suggested that located at least 1.0 km away from flood workers' camp should not be located plains of Ghaghara. near Ghaghara river side. This Issue was raised at district level consultation at Bahraich . One officer from CDO office wanted to . Environmental expert explained that hot | know whether hot mix plants will be mix plants will be located at least one

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Route No. Public Conccrns/Hesrlngs Incorporation in Design safely located or not? Issue raised during km away from habitations. Further district level consultation at Bahraich. contractor will take necessary consent from UP PCB for establishment of these plants. One participant from DM office . Environmental expert explained enquired that about emission control contractor would comply measures with vehicle to be adopted for construction emission norms. All vehicles vehicles will be and machinery. properly maintained. 7B . DM Azamgarh demanded for a ROB at . Suggestion could not be incorporated, as the level crossing during district level the level crossing is not falling on project consultation. route. |. DM Azamgarh raised a query during . Environmental expert explained that district level consultation about water logged areas have been identified treatment planned for water logged and a raised pavement is proposed at portions of road, by these locations. In built up areas covered drains with proper out fall points are planned. . CDO enquired about problems for . PWD executive engineer material procurement from PIU for the project replied that sources for all construction road. Issue raised at district level material have been identified and all consultation at Azamgarh materials will be procured from these designation sources. . DM at Azamgarh suggested that road in . Environmental expert explained city portion should that the also be taken up in proposed upgradation will proposed upgradation start from of Azamgarh - Chainage 270.00 that falls Phephana route. in middle of the town. Suggestion already incorporated. * CDO Azamgarh, during district level * Suggestion could not be incorporated consultations, suggested that Azamgarh due to cost considerations and non- bypass should also be taken up for mention in upgradation the SOS study. Further no data of soil testing, traffic survey, etc. is | available, so design at this stage not possible. | Type of species for tree plantation, source ; Type of species recommended of saplings and plantation in strategy details Environmental Assessment are those sought by a journalist and NGO at district grown locally. Project envisages level consultation at Azamgarh. participation of NGO for tree plantation under guidance from State Forest Department . District Magistrate Mau was concerned . Environmental expert explained with water logging that problem on project water logged areas were identified route at Mohammadabad by and Rasara. the drainage expert along Further he informed with that as a environmental expert. In these whole has waterlogging stretches problem. The adequate cross drainage structures road design should are take into planned. Further at these locations consideration this aspect. carriage way level will also be lifted. In built up areas covered drains along both I side of road with proper out fall points planned. | One participant from district * Environmental expert explained that information/statistics department I during construction; enquired workers working about noise control measures near high noise generating during construction machinery and post will be provided with ear plugs/muffs. construction period. Issue raised at Mau All vehicles/construction rmachinery district level consultation. will meet noise levels specified at one meter distance by the manufacture I______by way of proper maintenance. In order to

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Route No. Public Concerns/Hearings Incorporation In Design mitigate noise levels due to traffic, barriers are planned at noise sensitive receptors such as educational institute and health facilities along the project route corridors. One participant enquired about air . Environmental expert explained that air pollution levels at present, predicted and pollutants levels are within the limits at measures taken to control air pollution present, future levels due to increased during construction and post traffic are not likely to exceed specified construction period. Issue raised at limits. district level consultation at Mau.

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Route No. Public Concers/Hearings Incorporation inDesign District Magistrate Mau during district level . The suggestion was noted and local PWD consultations suggested that telephone office was requested to write to telephone department should be informed for laying department and take action before work for down of cables for future use so that there is upgradation starts. no damage to road after upgradation . What are probable locations of workers camp . Environmental expert explained that site on the project route. Isany camp planned in selection guidelines for construction workers Mau district. If yes, it should be away from camp have been enumerated in EA report. habitations. Issue raised at district level Contractor will take into confidence the land consultation at Mau. owners in the close proximity of the workers' camp. The location of the construction workers camp will be decided by the contractor. . District Magistrate Ballia suggested that | .The suggestion was noted but could not be project should start from Kadam Chauraha incorporated due to cost considerations, SOS instead of proposed start point. Issue raised j study, etc. during district level consultation at Ballia. * DM Ballia suggested that a feasibility study of * The suggestion was noted by the consultants Ballia bypass should be part of the project. and PWD but suggestion could not be Issue raised at district level consultation at i incorporated due to cost consideration, Ballia. | previous SOS study, etc. . DM Ballia suggested that project should | Environmental expert explained that villagers involve villagers in the tree plantation will be definitely involved in plantation (supplementary/compensatory). as for last row of trees ownership is given to farmers. Further NGO will do necessary consultations at the time of project implementation for involvement of villagers in the plantation scheme. I One journalist in district level consultations at !. PWD representative from project director ; Ballia enquired about improvement of sharp office informed that all sharp curves identified curves on project road. Whether these are have been planned to be improved. part of project design. I Wherever necessary land will also be acquired for this. . One participant enquired whether . Environmental expert explained that recommended plant species include 'Mango' recommended tree species included "Mango tree also as there are many giant mango trees I tree also as all species recommended are along the existing alignment. locally grown. . One participant enquired whether project , Environmental expert explained that the said road junction at Pephana with the NH will be intersection would be improved. improved or not? Issue raised at district level consultation at Ballia . One participant enquired whether the project * PWD replied that project roads will not be roads namely Deoria-Ballia or Azamgarh- tolled but any major bridge will be a tolled I Phephana would be tolled. bridge Whethert . bypass is proposed for Sikandarpur. 1- Sikandarpur bypass not proposed due to cost If not, it should be included. considerations. How many ponds on each route of district (Deoria-Ballia and Azamgarh-Phephana) have i* Environmental expert explained that a been taken up for enhancement? Have these i minimum of 3-4 ponds have been selected for been selected based on local level enhancement on each route. The selected consultations? Issue raised at district level ponds are based on local level consultation. consultation at Ballia.

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Route No. Public Concems/Hearings Incorporation in Design

16 . There should be a service lane and truck lay . The Baitalpur oil terminal does not fall on bye at Baitalpur oil terminal complex, Deoria project route and henceno amenity could be city and wherever there is cluster of Dhabas. provided there. No space is available for A suggestion given by CDO during district service lane in the city Also due to level consultation at Deoria. anticipated social problems this suggestion for service lane could not be accepted. . Project director expressed his inability for One participant suggested that the project four lanning due to social, environmental and route from ROB in Deoria town to Sonughat cost considerations. But W3 option will be 1 Chauraha (existing chainage 6+) should be adopted upto Sonughat Chauraha (i.e. 1.5 m four laned. Issue raised during district level hard shoulders will be provided). This will consultation at Deoria. provide additional 3.0 m width of road. . Project director informed that suggestion One participant enquired about possibility of could not be accepted due to cost inclusion of Deoria bypass. Issue raised consideration and non-availability of possible during district level consultation at Deoria. alternative routes. . Project director informed that present traffic . ROB should be constructed at level crossing intensity does not demand ROB as railways at Salempur as many a times there are construct ROB only when traffic is more than !prolonged traffic jams. certain number of PCUs. Suggestion could not be accepted. i Project director informed that proposal for . One participant demanded wide and I additional ROB at Turtipar is submitted to adequately high ROB at Turtipar. As limitied railways and a second ROB is planned. height of ROB at Turtipar will be obstruction Suggestion was accepted for trucks after completion of Bhagalpur | bridge at Ghaghara. * Project director informed that additional two Irrigation regulator at Turtipar is having lane wide bridge is proposed at irrigation limited width and will be a botleneck for regulator. higher traffic flow after completion of Bhagalpur bridge at Ghaghara * Project director informed that additional cross Road stretch between Salempur to Bhagalpur drainage structures in addition to the existing i has water logging problem. Culverts should j ones have been properly designed. If desired, be properly designed. | drawings can be shown to district administration. i Project director demanded that district One participant suggested that before work administration should organize a meeting for upgradation started pipelines should be with PIU and civic authorities. So that correct laid for utilities such as telephone, electricity position of pipe laying is known . wires, etc. Issue raised at district level consultation at Ballia. . Project director agreed to prepare a pamphlet, . CDO Deoria during district level consulation which will be available for circulation before suggested that to bring awareness amongst 1 construction works start. the local public a pamphlets highlighting I project features should be prepared for circulation. 1OA . CDO Gorakhpur during district level , Project director replied that all portion of new consultation at Gorakhpur enquired whether and old alignment would be made metalled. unmetalled road near Kumariaghat will also I be made metalled

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Route No. Public Concerns/Hearings Incorporation in Design * One participant from district administra-tion . Project Director informed that enquired whether a major bridge project plans to have at Chaghara is planned at Kumaria Ghat and proposed a bridge on Ghaghara at Kumaria for this mathematical modeling Ghat. is being conducted by IIT Kanpur to decide optimum location. Project Director informed that new alignment |- CDO enquired about new alignment planned is planned from Shankarpur from Shankarpur to riverfront to Ghaghara front opposite through agriculture fields. The selected to Kumaria Ghat route alignment is one, which has least social and environmental problems. Environment expert replied that measured i.*One participant raised concerns of increased level at present are | air and well within the limits for noise pollution in the vicinity of new air and noise pollution. In post project alignment from Shankarpur to riverfront and scenario levels are not likely to increase due Kumaria Ghat to start of Budhanpur bypass. proposed mitigatory measures. Issue raised at district level consultation at Gorakhpur. o e Environmental expert replied that species iOne . block developmentofficerenquired type selected for both type of of species selected plantation are locally for supplementary and grown. Compensatory plantation is planned compensatory plantation and the ratio in in the ratio of 2 trees for every jwhich compensatory tree to be cut. plantation will be ! Supplementary plantation will be done carried out. Issue to raised during district level I achieve a minimum tree density of 200 trees consultation at Gorakhpur. per km. ! Project director informed that drains will be I . One participant suggested that drains should build in all habitations. All water logged areas ibe constructed in built up areas such as i have been identified. In these Bhainsa Bazar, areas additional Khejuri, Sikriganj, Mahadeva cross drainage structures and covered drains Bazar, etc. Issue raised during district level with proper out falls are planned. consultation at orakhpur. . PWD representative replied that Budhanpur bypass has been planned. Its approximate , District Magistrate Azamgargh during district length is 11.69 km. level consultation enquired whether bypass has been planned for Puranpur as this is a | very congested location on the route. j PWD replied that Ahiraula bypass has been ' CDO Azamgarh during district level planned consultation suggested for Ahiraula bypass. The space available in Ahiraula town is not i adequate for even for a single lane. i PWD representative replied that this curve , There is sharp curve at Maksudia (at change i has been included for improvement. 223-224). Has there been any proposal toimproveit? Issue raised during district level * Social expert replied that all flood prone consultation at jaunpur. locations have been identified . Irrigation department and cross officials during district drainage structure have been designed based 1 level consultation at Azarmgarh advised that on flow data of last 25 years. j remodeling should be done for all cross i drainage structures as project route portion is i prone to flooding and water logging in l . * Environmental expert explained One that noise I. participant during district level barners have been planned at educational consultation at Azamgarh suggested that there institute and health facilities falling along the should be speed breakers and no horn signs project routes. near road side educational institutes and hospitals,. ,. PWD-Superintendent Engineer replied that i One participant from Mahul town on project ! bypass not possible due to cost route suggested for bypass for the town. Issue considerations. raised during district level consultation at Jaunpur. |

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Route No. Public Concems/Hearings Incorporation in Design 11 . District magistrate Moradabad during district * Environmental expert explained that species level public consultation suggested that the recommended in EA report are those locally plant species for supplementary and grown and eucalyptus has not been compensatory plantation should be locally recommended for plantation. grown and as far as possible eucalyptus should be avoided CDO Moradabad requested that Moradabad . Project director explained to CDO that the Bijnor route should be included either for selection of routes for upgradation and upgradation or for major maintenance as this maintenance is not done by PWD and it is i route is worst affected. Issue raised during based on SOS study carried out by a district level consultation at Moradabad. consulting firm. Final decisions are based on intemal rate of retum for each route. It is not . District Magistrate Moradabad expressed his possible to include this route now. I view that arterial roads have been built under * Project director informed that few roads Pradhanmantri of the Sadak yojana and main roads district have been taken up in Phase I and have been neglected. Therefore main roads Phase il under major maintenance should be taken up for upgradation/ programme. maintenance * and Dadiyal towns on project route i have water logging and encroachment . Social expert explained that at water logged problems. Enquiries were made on plans to I areas raised pavement will be constructed, tackle this problem side covered drains will be provided with proper out fall points. The encroachers and squatters will be dealt with as per U.P. Govt. .One participant suggested about post project !approved R&R policy. monitoring, for environmental aspects to find . Project director informed that stand alone out effectiveness of mitigation measures. Issue environmental management plans have been raised during district level consultation at prepared for each project route. Moradabad. These stand ! alone EMPs contain a well defined monitoring plan for construction and operation phases. Moreover, responsible organizations have also been identified for . One participant enquired how maintenance j monitoring in these EMPs. and growth monitoring of newly planted * Project director informed that plantation will saplings is guaranteed. be done by state forest department and they will also maintain the newly planted tree saplings for 3 years. Necessary money for i sapling and for 3 years maintenance will be deposited with forest department in advance. i District Magistrate Rampur enquired about PWD representative from PIU informed that it the probable start date of construction for is expected that by October 2003 work will Phase 11upgradation routes. j start. * One participant pointed out that near . Social expert explained that a new bridge Uttranchal border there is a narrow culvert at ! with two lane width is proposed. The culvert Naiya river. In the upgradation a new culvert has already been identified by bridge and should be planned. Issue raised during district 1 drainage experts. level consultation at Rampur . Project road is in highly damaged conditions . Environmental Engineer, PWD explained that in entire stretch of ODR 65 due to water j design team has already surveyed the project i logging problem. During upgradation this route many times in monsoon season. aspect should be kept in mind. Accordingly adequate cross drainage structures and raised carriageway are planned ______f in this portion of project route.

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Route No. Public Concems/Hearings Incorporation in Design .Enquiries came about the expected . PWD representative from PIU informed that completion date of construction construction will be completed three years from start date. . Hot mix plants and construction workers . Environmental Engineer PWD informed that camp should be located at an adequate hot mix plants, workers camp will be located distance from major habitations such as at 1.0 km leeward sidefrom the major Tanda, Dadiyal, Kosi river, etc habitations. Further the contractor will take | necessary consents from state pollution | control board.

Table 8: Representations of Public Concerns at State Level Consultations (Held at Lucknow on February 11, 2002)

Issue Raised l Suggestion of Participants Incorporation in Design One side widening ! One participant from Meerut PWD . Environmental expert explained that division suggested one side widening detailed analysis of alternatives has should be adopted. It will save tree been done at the time of feasibility cutting at least on one side. preparation and concentric widening has been found to be most feasible I option due to availability of stabilized formation width, minimization in trees ;______cutting, cost consideration etc. Enhancement of i * One NGO participant suggested that 1 Project director replied that ponds temples, etc first enhancement measures should be enhancement measures planned are along road side implemented to gain public confidence part of EMPs and these EMPs are part of and then upgradation work should be ' contract document. Hence contractor f staned. } will take up these measures along I construction. Encroachment I Encroachers will come back once road . PWD will work closely with revenue I construction is over. Compensation to department to restrict encroachment. encroachers will set precedence. Gram Encroachers and squatters will receive Panchayat be involved in control of assistance and not compensation for encroachment of ROW l land. . Loss of trees * Less trees, specially giant ones, will i . Compensatory and supplementary tree cause change in meteorology and plantation planned in three rows. PAPs i increased air and noise pollution. - will own last row of trees. . Water logging and * Water logging and flooding problems . Water logged and flood prone stretches flooding are persisting mostly on route-7B, 11, I already identified. Raised carriageway 1OA, 4B and 6 ! with proper side drains planned. At i flood prone locations additional cross ______c I drainage structures planned. . Safety Road safety is a major concem on all 1 Road safety concerns addressed in EA. project routes as improved road will These include safety signage, speed lead to more operative speeds. limits, improvement of sharp curves and -L _. ______intersections, etc. . Roads passing ' Who will be responsible for . Such roads will be properly maintained through villages maintenance of roads passing through by farming self Help Groups of PAPs. bypassed____ villages, which have been bypassed. . People's . Community participation is essential for . Community will be involved at every participation the sustainability of the project. stage even for maintenance roads and i drains.

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Issue Raised Suggestion of Participants Incorporation in Design High embankment . Has analysis and cost estimate for high . Major bridges planned. Proper stretches embankments been done? approaches have been designed. At most of locations new bridge locations are about 200 m upstream or down stream depending upon suitability. Necessary land acquisition will be done for the approaches.

7 ANALYSIS OF ALTERNATIVES as increase of sediment load on surface water bodies, abstraction for construction causing The analysis of alternatives has been carried out groundwater table decrease, etc. During and concentric widening has come out as the operation phase increased surface run-off has most acceptable choice from environmental and been identified as permanent impact. No impact social considerations. For the upgradation W2 on topography has been identified as all project option has been chosen for five routes due to low routes are in plain terrains. Impact on soil projected traffic and to save giant trees from environment has been identified due to need of cutting. W3 option has been adopted for two borrow material. Soil erosion has been identified routes namely Sitapur-Bahraich and Moradabad- at high embankment stretches if proper care is Bazpur because of high traffic. In W2 option there not taken for stabilisation. Soil contamination has is provision of two lanes 2.5 m wide soft been identified as an impact due to solid waste shoulders on either side of centreline. Whereas in contamination from the labourer camp, stock W3 option hard shoulders of 1.5 m and soft yard, hot mix plants, etc. During operation stage shoulder of 1.0 m width are planned in addition soil pollution has been identified as an impact to two lanes of 3.5 m width. due to accidental vehicle spill. Impact on natural resources will be limited to construction period. The impact would be on depletion of resources 8 ASSESSMENT OF IMPACTS such as quarries, borrow pits, stone aggregates, bitumen, etc. Impact due to project has been assessed on meteorology, environment, ground and surface Road project have significant impacts on water resources, flooding, soils, topography, surroundings. During construction phase noise natural resources, ambient noise levels, flora, generation will take place from construction fauna, human use values (land acquisition, loss of equipment to be used for clearing, excavation private properties, highway amenities and and earth moving, grading and compacting, facilities), land speculation, cropping pattern and paving, landscaping and clean-up, etc. In the productivity, exploitation of resources and operational phase increased noise levels will be archaeological/protected monuments. felt due to increase in traffic and increased operative speed. Impact on flora will be limited During planning and design stage the impacts due to felling of trees within the RoW and will be will mainly comprised of financial hardships subsided once compensatory trees planted are faced due to delay in construction or inadequate grown up in 8-10 years period. Routewise trees compensation. These have been covered in detail to be cut are given in Table 9 in Rehabilitation and Resettlement report under separate cover. Table 9: Trees to be cut on upgradation routes

Impact on meteorology will be temporary in nature due to felling of trees, which could cause day temperature rise, but will be reversible in Route 1 Trees to be nature due to compensatory plantation. Impact No. Route Name Cut on air environment during construction phase 3 i Pilibhit-Puranpur-Khutar 191 would be due to construction machinery, _ 7 movement of vehicles carrying machinery, hot _ -- - c… mix plants etc. Impacts on water environment 6 ISitapur-Bahraich 819 during construction period have been identified 7B FAzamgarh-Mau-Rasara-. 2145 ______Pheohane Government of Uttar Pradesh, Public Works Department, Lucknow, India xxv Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project DHV Consultants BV Environment Assessment (Phase il) December 2003 Trees to be operation phases. No acquisition of forest land is Route I RoW is available No. Route Name Cut required for widening. Enough In these forest 10A Gorakhpur-Shahganj 3616 at both the forest stretches. also observed. 11 Moradabad-Bazpur 385 stretches locally found fauna is is poaching of fauna 166 Deoria-Ballia 2020 Other identified impact stage. There Bypasses during construction and operation along any routes. Impact Bangarmau on Route 4A(Phase are no wild life havens cutting of trees. A 1. 1angarmau 4A(Phase j 52 on fauna will be due to operation Gaura BadshahpuronRoute positive impact has been identified in 2. Gar Bashapur on Route 1 27 (Phase ) 27 phase due to compensatory plantation. 3. Budhanpuron Routel1A [ 107 values have also been 4 Ahirau_a on Route 10A 68 Impacts on human assessed. The human use values, which are likely properties, The most important impact on flora has been to be impacted, are private stations, etc. The identified at two reserved forests through which community buildings, police properties has route 3 i.e. Pilibhit-Puranpur-Khutar, is passing. impact of upgradation on private Impacts identified are high noise levels, air been summarised in Table 10 below: pollution levels during construction and

Table 10: Impact on private properties along upgradation routes jcomercal Redenial Residential cum _Residential ______Commercial Others hotal Route 105 Pilibhit-Khutar (3) | 3 87. 3; 11: 68 Lucknow-Bangarmau (4) 103: 387 144. 23 192 Sitapur-Bahraich (6) 1291 15181 155 1271 541 Azamgarh-Phephana (78) 8s 3971 35s 24 j Gorakhpur.Shahgan; 696 2111 10A); 186 1080 149 588 moradabad-Bazpur 11 271 455, 681 38s Deoria-Ballia 16 64. 452! 16 45. 57 6537 Total 6271 4371' 70i 964 Intersections L r 50 Bhoganipur (14) 0i 31 I9 o. 0 164 (14) 31 149 121 8 Chaudgramode(14) 2 72 15o 0 Katra (7A 10 76 32z 118 Katra (4Ay 0 46y I d 4 46868 Total 15 374! 79 0 Bypasses i_l_i _ Bhudanpur(lOA) | 5_ Total T 473 public amenities A number of facilities important for residents of existing road. Of these following roadside settlements exist along the edge of are likely to be affected:

Table 11: Amenties and Public Facilities Affected

Community Properties ROUTES IOA 11 7. 6 3 16 4B Total 73 638 Hand pump !227 | 50 78 101 21 88 0 14 Police Station 2 31 0 2 s 1 2 0: 3 Inter / GirBs College I 0 o o0 0 12 1 oI 6 Tube well 5slo o1o | o 21 48 Well 7 0 7 1 1 0 122 10 Water Tap 5 2 | o 1 0 1 1 1 xxvi Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

Community Properties ROUTES 10A 11 |7B !6 |3 |16 |4 oa School 5 0 o I 1 2 9 Temple Plot I1 O 0 O0 0 1 Pond 4 0 2 |0 o |oio 6 ater Tank 1 o o 0o o0 1 Petrol Pump 2 1 0 0 4 ospital I 0 | 0 o o 0o o 0 tatue 0 1 o l t o . 2 us Stop o jo 1 8 1o o 8 otal 258 [56 867 109 35 1091 96 I 750

Safety has been identified as a concern. Project cultural properties are likely to be affected to has identified 'black spots' where accidents are widening. The summary of cultural properties to most likely and adequate measures are provided be impacted is given below: in design to reduce risk.

No archaeological or protected monument is likely to be impacted due to project routs. Some

Table 12: Summary of cultural properties impacted in Phase II

Description Route-3 Route-48 Route-6 Route-71 3 Route Route 11 Route 16 Total Temples./_hrines l_6_ I_ 15 ! 1 t11 13 1 _ 6 12 , 82 Cravev'ard __ 0 0 I 0 01 1 3 _ 01 06 Mazar = 0 o 0 0 0 - o0 Mosque ~~ ~~~~~---01-- 0 1 i 0 1 1 I1 1 04 Statue 0 0 1 0 o 0 1 02

Impact on Air, Noise, Water and Soil Quality Ambient Air quality standards The results show that the values of gaseous pollutant (CO & NOX) * Air pollution impacts especially on account will not exceed the specified standards upto the of SPM/RSPM levels are high and with the year 2011. However NOX level will exceed the projected traffic they will increase further specified limits of CPCB at two reserved forests located on Route 3. At bypasses alignments also * Noise levels are high along all routes which CO and NOX levels are not likely to exceed the will also increase further due to projected specified level upto the horizon years 2011. traffic increase The noise level predictions have been carried out for post project scenario, using FHWA model, . Most of the surface water sources are not fit and it has been conduced that noise levels will for drinking. However most of hand pumps exceed the standards because of high background water are amenable for drinking levels. Necessary noise barriers have been planned out for sensitive receptors (education * Soil quality is within limits and health institutes) along project routes. Background levels of SPM exceed the limits at present. In the post project scenario the levels of SPM because of traffic will decrease due to improved operative speeds. Impacts on air, noise, water and soil quality due to projected traffic increase upto 2010 are: The lead levels in ambient air and soil will Air quality predictions have been carried out, decrease in future years due to availability of lead using CALINE - 3 model and finally predicted free gasoline. values have been compared with existing

Government of Uttar Pradesh, Public Works Department, Lucknow, India xxvii Project Co-ordinating Consultants (PCC) Services for Untar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

Impacts due to Major Maintenance on S. Impact Avoidancelmitigation/ Maintenance Corridors No W enhancement measures 6 Water *The ponds close to project routes The impacts due to major maintenance will surces nhancemente be during construction phase only as there is Contracetor will obtain necessary no land acquisition and tree cutting involved approval for water withdrawal from in maintenance. The construction related rivers/ground. impacts will be managed. The mitigation *All the road run off shall be passed measures suggested in generic environmental _ | through oil and grease trap to avoid managementmadvgersenim pactsplan(EMP) will minimise- contamination EM wiliIminimise _ Drainage * All cross drainage structures designed to handle a 30 years back flood level. 9 MITIGATION, AVOIDANCE AND * Road side covered drains planned ENHANCEMENT MEASURES | for water logged areas in habitations The development of mitigation as well as * Additional culverts planned on each route to improve cross avoidance of adverse impacts of proposed road i drainage. development has been an iterative process. There * Silt fencing arrangement planned in has been continued interaction between the jp roximityqf waterbodies. design and environment teams to arrive at 8 ! Water quality * Provision of settling ponds and measures acceptable to both degradation installation of oil interceptor to sides. , prevent contamination of water body (ponds, rivers, The avoidance wells, etc.) and mitigation measures have * All waste from construction site will been summarised in the fol lowing table: | ! be disposed as per SPCB norm. b* Vehicles and equipment will be Table 13: Mitigation measures for identified _ ] properly maintained. impacts Air quality . * Al vehicles, equipment and machinery used for construction S. Impact Avoidance/mitigation/ r'.kS. ! enhactancement measures ~~~~~~~~~willbe regularly maintained to N i t ensure pollution level conforming enhancement measuresO UPPCB noms. Ernvironmenta1 Compensatory afforestation, i * Pollution control equipment 2ISoIl I parametersparmters landscapAng. etc Avoidapnc,etc __fborrow area (Cyclone 2 . Soil * Avoidance scrubber) will be installed of bogrow areas in at the stack of hot mix plant. . agriculture/productive lands ', * Regular spray of water at * Utilisation of topsoil for filling of earthworks, temporary haulage and tree pits ! detour roads. ! *Soil erosion in slopes will be l i * All vehicles carrying construction prevented by turfing them with material to becovered with grass and shrubs * Brick pitching for embankment tarpaulin slopes1:2 gentler than stone5 pintcerthingf * ~~~~~Inthe post construction period embank t j jregular monitoring of vehicle i *Stone pitching for embankment ; > emissions planned. ------sleeper1 slopes than 1:2 10 ! Noise level : * Plant and equipment used for 3 Quarries ! Contractor to identify and procure construction will strictly conform to materials from UPPWD approved i I CPCB noise standards. quarries * Workers to be provided with ear All trucks carrying materials to be plugs ______Icovered with tarpaulin _v ._) d wth tarpaul n!! i plg 4 Contaminatoion * Construction activity should be * Fuel storage and refuelling sites will restricted between 6.0 AM-9.0 PM of soel from be kept away from drainage near habitations. fuel and channels I and water bodies i * Mntorin f ff lubricant * Oil interceptors to be installed at plu 0 eectvness I necePorsI ~~~~~~~~~~~pollutionattenuating measuresof will wash down and refulling areas be taken thrice in operation 5 Contamitiat I * Cut and fil areas have been l - po~~~~~~~inted. of soil from designed to be balanced i 1 Flora * PLoss of trees is being compensated construction .Construction wastes to be dumped I in accordance to the principles laid wastes and I in selected pits devel oped on out in forest (conservation) Act, quarry j unfertile land 1980 materials * Non bituminous waste to be 12 i Fauna * No major impact on fauna is ' dumped in borrow pits and those anticipated. In operation phase a | are to be covered with top soil. i positive impatt is envisaged due to

Government of Uttar Pradesh, Public Works Department, Lucknow, India (xxviii) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

S Impact Avoidance/mitigation/ No, _ enhancement measures ______increased green cover. 13 Safety * Traffic management plan will be prepared and temporary routes will be identified to divert traffic from construction location. All signboards giving cautions cushion ???barricades for diverting traffic will be as per MoST specification. * Safety measures planned at identified accident hot spots. The measures include development of intersections. Reduces speed signs at habitations, smoothening of meanders and zigzag sections, | improved sight distance, tuming radii storage space (at sharp , corners), etc. after receiving and considering feed back from Enhancement of Common Property Resources: local residents during formal and informal Road-side pond is a common feature of all consultations. Routewise selected ponds for project routes. The ponds have been selected enhancements are given in Table 14.

Table 14: Ponds selected for enhancement Si. i Type of Water Body Existing Chainage Left/Right of road No. (km) Route 3: Pilibhit - Puranpur - Khutar Route 48: Lucknow - Bangarmau 01 I Roadside pond _ _ 56.000_ (SH40) Left 02 Roadside Pond __j 60.00c(SH-40) ir ight 03 Roadside Pond 60.2 (SH-40) Right Route 6: Sitapur- Bahraich I 04 Roadside pond _ __ r 82.200 (SH-30) Right OS Roadsidepond 78.375 (SH-30) Left 06_t1 Roadside pond______i 78.000 (SH-30) Left 07 I Roadsidepond _ -_ i76.000 (H-30) Left 08 Roadsidepond 167.638 Left __ -- - 09 Roadside pond 1 80.000 i Left and Right 10 . Roadside pond i 91.400 i Left and Right Route 7B: Azamgarh - Mau - Rasara - Phephna 11 Roadside pond T_2__89.67 (SH-34) Lef 12 Roadside_pond i 328.200 (SH-34) Right 13 I Roadsidepond with temple j 278.80 j Lef 14 Roadsidep pondwhtemple i 363.00 Left 15 Roadside pond 338 680 R!ght __ 16 Roadside pond 1 330.982 Right 17 Roaside pond 9.731I___ Left Route 1OA: Gorakhpur - Shah_anqj_L 18 Roadside pond _R49) Le_ _f= 19 i Roadside pond | 32.65 (MDR49) . Left 20 Roadside pond i 278.85 (MDR-97) Rlight 21 _ Roadsidepond _12.300 (MDR-97) Lehf 22 i Roadside pond ______j 15.276 (MDR-97) Left__ = 23 Roadside pond _1_492 (MDR-97) - Left 24 Roadside pond 22.092 (MDR-97) , Lefand Right_ 25 [ Roadsidepond _ __| 26.784 (MDR-97) j Left and Right Route 11: Sheeshama - Doraha - Manpur - Bazpur

Government of Uttar Pradesh, Public Works Department, Lucknow, India (xXix) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

S.i Type of Water Body Existing Chainage Left/Right of road No. I T (km) Route 16: Deoria - Salempur - Bhgalpur - Ballia 32 Roadside pond 183.500 (SH-01) ! Left 33 Roadside pond 215.50 (SH-01) Right 34 Roadside pond ___ _ 231.500 (SH-01) Right_ 35 Roadside pond 234.00 (SH-01) Right 36 Roadside pond 236.00 (SH-01) [ Right Route 3: Pilibhit - Puranpur - Khutar 01 I Roadside pond = 39.400 = Rightn Route 4B: Lucknow - Bangarmau 02 |oadsicep nSHd40) 56.000 _ Left Route 6: Sitapur - Bahraich 03 Roadside pond |82.200 (SH-30) Right _ _ 04 Roadsidepond 78.375 (SH-30) I Left 05 Roadside pond i 78.000 (SH-30) Left 06 1 Roadside pond | 76.000 (SH-30) Left 07 1 Roadside pond 1 67.638 ijLeft 08 i Roadside pond i 80.000 Leftand Right 09 i Roadside pond X 91.400 Lefand Right Route 7B: Azamgarh - Mau - Rasara - Phephn_a_ _ _ _ 10 j Roadside pond 291.600(SH-34) Left 11 _ Roadsidepond 328.200 (SH-34_ Right 12 Roadside pond with temple 1 279.00 Left 13 1 Roadside pond with_mple _ ____ 363.00 Left 14 ! Roadsidepond ___ _ 325.613 _ Left 15 4 Roadside pond 338.680 _Right 16 Roadside pond _ 330.982 _ Right ____ _ 17 Roadside pond 1 339.731 Left 18 Roadside pond _ __ 4.113 _; ht Route 1OA: Gorakhpur - ShahganL ______19 Roadside 20w075-(MD-R49)- Lef 20 Rocsc~9 560 (MDR-49) 20iRoadside pond ______- t .50MD_ _,eh__ Left __ _ 21 Roadside pond- 1 26.300 (MDR49) Left 22 Roadside pond 32.500 (MDR-49) Left 23 i Roadside pond _ 7.500 (MDR-97) Left 24 Roadside pond ___ 12.300 (MDR-97) Right 25 Roadside pond ______10.725 (MDR-97) Left and Right 26 Roadside pond _ _ 1 9.311 (MDR-97) _ Left 27 Roadside pond _ _9____ .903 (MDR-97) Left and Right 28 . Roadside pond j 15.276 (MDR-97) Left and Right 29 Roadsidepond 17.492 MDR-97) Left and Right 30 i Roadside pond 22.092_(MDR-97) , Left and Right _i-1 ------___l ! ad iht--- 31~Roadside pond 1 6.784 (MDR-97) Left and- Rig_ht _ Route 11: Sheeshama - Doraha - Manpur -Bazpur I None ____ _

Route 16: Deoria SaLmpur -Bh Spur - Ballia _ _ _ . _ __ 32 Roadsidepond _ _ __ 1 183.500_(SH-01) Left 33 _ Roadside pond _ 215.50 (SH-01) I Right 34 Roaclsiclep nd___ -___ 231.500 (SH-01)_,Rh_____ 35 Roadside pond 234G00(SH-01) Right 35______234 .0 .S-1__ 1 ______36 Roadside pond 236.00 (SH-01) Right

The proposed enhancement measures include: surroundings. Proper parking facilities and * provision for structures which increase the access to avoid congestion on road itself will utility of ponds such as platforms for washing also be created. clothes and utensils, bathing ghats, etc . provision for seating and landscaping to Some of the temples and shrines will also be attractstheforoseadsiu tod eanjoyaping th enhanced. attract the roads user to enjoy the The enhancement rheasures include:

Government of Uttar Pradesh, Public Works Department, Lucknow, India (xxx) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11) DHV Consultants BV December 2003

* provision of seats around trees; Si. Chainage Temple/Shrine Left/Right of * paving using bricks will also be provided; No. road . If structure opens directly on to the road, 32 10.676 Temple Right railing will be provided to prevent direct (MDR-97) access on the road; 33 13.108 Temple Left . appropriate plantation will be carried out (MDR-9 7) where free space is available, and 34 26.907 Temple Left * drainage in the vicinity of structure will be (MDR-97)223.866_Mosque; improved by providing drains where needed. , (SH-34) The temples and shrines selected for Route 11: Sheeshama Doraha - Maripur Bazpur enhancements are given in Table 15 36 j 21.435 Mosque Left Table 15: Temples/Shrines selected for (MDR-65) enhancements 7 i 27.370 Temple I_(MDR-65) Right SI. I Chainage I Temple/Shrine Left/Right of 38 47.740 Gurdwara Left No. ______road (MDR-49) ! Route 3: Pilibhit - Puranpur - Khutar Route 16: Deoria- Ballia 01 .46.514 Temple __ Lft 3 175.167 MSq Left 02 74.933 ! Right 40 1 188.927 !T emp Left 03 75.229 Temple_ _ Right 41 1 247.101 _emple - Right 04 140.867 ! Temple Left 42 1251.168 l Temple_it 05 J 21.327 Temple Right 43 ! 190.380 LTe_ple + Well Left 06 1 11.183 1 Temple Left _44 | 246.217 Temple Right Route4B. Lucknw-B__ No enhancements planned on bypasses due to 07 31.857 Te_mpl Left relatively low lengths. 08 I 32.030 Temple IRight 09_ 39.688 _Temple Left Landscape Strategy 10_48759 Sh---i-Arinaeologi-cai~~i LeftndRight Landscape strategy has been developed to _ 56.595 Arhateological Left and RightIenhance Gates_____ the visual quality of the road. In the 12 71.308 Temple and Left landscaping there will be additional plantation _____Chabutara . . _ of trees to achieve tree density of 200 trees per Route 6: Sitpur - Bahraich _____ km in available space within road. 13 4.918 Temple Left 14 12.653 Tempe Standalone Environmental management and 22.602 jTem ple Left Action Plan (EMAPs) 16 41.017 Temple iLeft 17 62.401 Temple Right Standalone environmental management plans 18 64.593 Murali Baba 1 Left have been prepared for three stages viz. Design __- S_hivaiaya..Sh_____i.____- (pre-construction), construction and operational 19 65.880 AMazar i Left - stage. Those environmental management plans Route_7B. Azamgarh - Mau - Rasara - Phephana contain mitigation, avoidance, and enhancement 20 299.20 14Tern -__ Left 20 _ 326.755 -, T-emple~~--- Left _ measures as discussed in previous sections. The 22 t 341.535 _ Temple t Right _ individual environmental management plan will 23 348l55 Shrine Riht become part of tender document. Besides the 24 I 273115i Termple Left mitigation, enhancement and avoidance 25 295.08 Mosque Left measures, the EMAPs have also identified 26 1 356.935 Church _ Left responsible organisation for implementation. 27 t 366.027 ! Temple _ _ igt _ Reporting system formats have been provided in Route 1OA: Gorakhpur- Shahganj _ EMPs for monitoring and evaluation during 28 4.675 Temple ! Left implementation. (MDR-49) 29 16.847 i Temple 1 Right __ .(MDR.49) . _ Environmental and Social Management Plan for 30 20.010 j Temple Left Maintenance Corridors _- M ) ------A separate generic standalone environmental 20.568 DargahRih 3 (MDR-49)2 Right and social management plan has been prepared

Government of Uttar Pradesh, Public Works Department, Lucknow, India (xxxi) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessmsent (Phase 11) DHV Consultants BV December 2003 for all maintenance corridors on the lines of Shahpur Monitoring 336,000 upgradation routes EMAPs. Bypass (6.342km) _ Environmental Monitoring and Imple-mentation Ahiraula Mitigation/Enhancement 589600 Plans Monitoring 282000 Environmental monitoring plans have been prepared to monitor the implementation and Budhanpur Mitigation/Enhancem en 557700 performance of mitigating measures, monitoring Monitoring 336000 frequencies and parameters have been suggested ESMP Mitigation/Enhancem_en 0 separately for construction and operation period. . M in t 9834000 ______Monitoring 9834000__ Activity wise implementation schedules have Training i 750,000 been prepared. Total Cost ! 132418300

Environmental Management Cost

An indicative estimate of the cost component _ _ _ involved in mitigation of impacts, corridor Budgeted cost with 5% contingencies comes out enhancements (through landscaping or specific to be INR 138465920 enhancement measures for cultural properties and typical enhancements) monitoring and 10 IMPLEMENTATION ARRANGEMENTS evaluation of various components in pre- construction, construction and operation period The implementation arrangement, institutional as well as institutional strengthening of UPPWD strengthening, training needs and roles and has been worked out. Route-wise responsibilities have been studied. The project budget for EMPS is given in the following Table shall be implemented by Supervision 16 Consultant, Non Governmental Organisations (NGOs), Technical Auditors and contractors. In Table 16: Environmental Management Cost the implementation of maintenance corridors Technical Auditors will be appointed in place of supervision consultants. The existing Route 3 Mitigation/Enhancement 5498200 organizational structure of PIU has been studied (72.807km) [ Monitoring_ 474000 and the organisational set up recommended for Route 4 Mitigation/Enhancement' 14183200 PIU has been shown in figure 9. (73.229km) I Monitoring 1 423000 Route 6 Mitigation/Enhancement1, 18107300 Training needs have been identified for various (88.336km) Monitoring ' 446000 recipients which include PWD staff, NGOs, Route 7B i Mitigation/Enhancement; 22566600 Supervision Consultants, Contractor to be (I00.929km) Monitoring 461000 associated with the implementation. The Route l0A fMitigation/Enhancement{ 30095200 technical aspects to be covered for each 1109.656km) ! Monitoring 1 473000 identified recipient and mode of training and Route 11 Mitigation/Enhancement 5818400 agency (ies) that will conduct training have been (36.335 km) Monitoring 411000 identified. Route 16 'Mitigation/Enhancement 19165300 (109.447km) . Stagewise environmental reporting system and l_____ Monitoring 459000 Terms of Reference (TOR) for Supervision Bangarmau Lfgiation/Enhancement 334400 Consultants Environmental Specialist have also Bypass i Monitoring i 318000 been given. (1.851 km) Gaura Bad Mitigation/Enhancement 499400

Government of Uttar Pradesh, Public Works Depanment, Lucknow, India (xxxii) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environment Assessment (Phase 11; DHV Consultants BV December 2003

Figure 9: Proposed organogram for Implementation

|Chief Engineer -| World BankI

Project Director- r ~~~~UPSRP-11

| Social | Environment LAQ | Architect | Revenue | FE-4 AE-4 JAE-2 |sstt.Architect |Kanoongo - 4

*p CIRCLES E-1

Divisions XEN-1 AE-4 JE-8

NGO upervision ; .....t *~flq~U USSU m , -|onsultant| Civil Engg.-2 . ociologist-2 e * 8D Expert-1 IR Expert -1

*--;w**1 PAPs ...... Contractor

Note: 1. The Assistant Engineer and Junior Engineer in the division incharge of the subsection of the corridor will also be the in charge ofsocial (RAP) and Environment (EMP) issues. 2. The senior most assistant engineer in the division will be overall in charge of the internalmonitoring of social and environmental issues in the division as a whole andwill report to the Head office.

Government of Uttar Pradesh, Public Works Department, Lucknow, India (xxxiii) Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

Project Co-ordinating Consultants Services for the Uttar Pradesh State Roads Project, under IBRD Loan No. 4114-IN ENVIRONMENTAL MANAGEMENT PLAN TABLE OF CONTENTS Page

1 THE UTTAR PRADESH STATE ROADS PROJECT (UPSRP-II) ...... 8

1.1 UPSRP 11...... 8 1.2 Proposed improvement of the Project Highways ...... 9 1.2.1 Upgradation Works ...... 9 1.2.2 Major Maintenance Works ...... 10 1.2.3 Major Bridges ...... 10 1.2.4 Bypasses ...... 11 1.3 Environmental Assessment in the project ...... 11 1.4 EA process adopted ...... 11 1.4.1 Environmental Screening ...... 11 1.4.2 Sectoral Environmental Assessment ...... 12 1.4.3 Environmental Impact Assessment and Management Plans ...... 12 1.5 Structure of the EIA Report ...... 12

2. PROJECT DESCRIPTION ...... 14

2.1 UPSRP-11 ...... 14 2.1.1 Upgradation Works ...... 14 2.2 Salient features ...... 14 2.2.1 Traffic ...... 16 2.2.2 Location Plans of project routes ...... 16 2.2.3 Right of Way ...... 24 2.2.4 Cross Section...... 24 2.2.5 Pavement ...... 24 2.2.6 Road Inventory ...... 25 2.2.7 Community Facilities ...... 25 2.3 Traffic Projections ...... 26 2.4 Alignment Proposal ...... 27 2.5 Available RoW Visa Vis Carriageway ...... 28 2.6 Other proposed project features ...... 28 2.6.1 Bridges ...... 28 2.6.2 Bypasses ...... 29 2.6.3 Intersections ...... 29 2.6.4 Pavement Options and Structure ...... 37 2.6.5 Overview of the Impacts of the Project ...... 37

3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 38

3.1 Institutional sefting for the project ...... 38 3.1.1 Uttar Pradesh Public Works Department (UPPWD) ...... 38 3.1.2 Project Implementation Unit ...... 38 3.2 Institutional Setting in the Environmental Context ...... 39 3.2.1 Ministry of Environment and Forest ...... 39 3.2.2 Regional Office of the MoEF, Lucknow ...... 39 3.2.3 Central Pollution Control Board (CPCB) ...... 39 3.2.4 Department of Forests, Government of Uttar Pradesh ...... 39 3.2.5 Uttar Pradesh Pollution Control Board ...... 39 3.3 Legal framework ...... 39 3.3.1 The Forest (Conservation) Act, 1980 ...... 40

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

3.3.2 The Environment (Protection) Act, 1986 and the Environmental Impact Assessment Notification, 1994...... 40 3.3.3 The Wildlife (Protection) Act, 1972...... 43 3.3.4 The Water and Air (Prevention and Control of Pollution) Acts ...... 43 3.3.5 The Motor Vehicles Act, 1988 ...... 43 3.3.6 The Ancient Monuments and Archaeological Sites and Remains act, 1958 ...... 43 3.4 State Level Legislation and Other Acts ...... 43 3.5 Clearance requirements of the project ...... 44 3.5.1 UP State Clearance Requirements ...... 44 3.5.2 National Clearances ...... 44 3.5.3 World Bank Requirements ...... 44 3.5.4 Current Status of Clearances ...... 45

4 METHODOLOGY ...... 46

4.1 Environmental consideration incorporated in the feasibility study ...... 46 4.2 Environmental assessment ...... 46 4.2.1 Scoping ...... 47 4.2.2 Reconnaissance Surveys ...... 47 4.2.3 Assembly and Analysis of Data ...... 47 4.2.4 Documentation of Baseline Conditions ...... 47 4.2.5 Assessment of Alternatives ...... 47 4.2.6 Assessment of Potential Impacts ...... 47 4.2.7 Integration of Environment Impacts in the Design Process: 'Main streaming the Environmental Components"...... 47 4.2.8 Identified Mitigation and Enhancement Measures ...... 48 4.2.9 Community Consultations ...... 48 4.2.10 Preparation of the Environmental Management Plans...... 48 4.3 Finalising the environmental assessment ...... 48 4.3.1 Completing the Baseline ...... 48 4.3.2 Impact Assessment and Modelling ...... 48 4.3.3 Mitigation and Enhancement Measures ...... 49 4.3.4 Stand Alone Environmental Management Plans and Generic Environmental and social Management Plan ...... 49 4.3.5 Environmental Budget ...... 49

5 EXISTING ENVIRONMENTAL SCENARIO ...... 50

5.1 Meteorological baseline ...... 50 5.1.1 ...... 50 5.1.2 Temperature ...... 50 5.1.3 Wind ...... 50 5.1.4 Rainfall ...... 50 5.2 Natural and Biophysical Environment ...... 51 5.2.1 Air ...... 51 5.2.2 Water: Hydrology and Drainage ...... 54 5.2.3 Land ...... 64 5.2.4 Noise ...... 84 5.2.5 Flora ...... 85 5.2.6 Fauna ...... 87 5.2.7 Human use Values ...... 91 5.3 Cultural Properties ...... 92 5.3.1 Protected Monuments and Properties of Archaeological Value ...... 92 5.4 Quality of Life Values ...... 92 5.4.1 Private Land ...... 93 5.4.2 Roadside Properties ...... 93

Govenment of Uttar Pradesh, Public Works Department. Lucknow, India 2 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project rF

Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

5.4.3 Community Properties ...... 94 5.4.4 Health Facilities ...... 94 5.4.5 Safety ...... 94 5.5 Resettlement issues ...... 94

6 PUBLIC CONSULTATION AND INFORMATION DISCLOSURES ...... 96

6.1 Introduction ...... 96 6.2 Objectives ...... 96 6.3 Methodology adopted for Public Consultations ...... 97 6.3.1 Stages and Levels of Consultation ...... 97 6.3.2 Tools for Consultation ...... 97 6.4 Issues Raised and Community Perception ...... 100 6.5 Addressal of Issues ...... 102 6.6 Continued Participation ...... 129 6.6.1 Information Disclosure ...... 129 6.6.2 Community Participation ...... 130

7 ANALYSIS OF ALTERNATIVES IN UPSRP ...... 134

7.1 Route Alternatives Through Strategic Options Study ...... 134 7.2 'With' and 'Without' Project Scenario ...... 134 7.3 Route Finalisation ...... 135 7.3.1 Environmental Inputs in Identification of Priority routes ...... 136 7.4 Widening Options ...... 138 7.5 Road Cross-sections ...... 139 7.6 Bypass altematives ...... 139 7.6.1 Qualitative Evaluation of Different Bypass Alternatives ...... 140

8 ASSESSMENT OF IMPACTS ...... 146

8.1 Background ...... 146 8.2 Meteorological Parameters ...... 146 8.3 Natural and Biophysical Environment ...... 147 8.3.1 Air ...... 147 8.3.2 Water Resources ...... 162 8.3.3 Land ...... 165 8.3.4 Consumption of Natural Resources ...... 168 8.3.5 Noise ...... 170 8.3.6 Flora ...... 184 8.3.7 Fauna ...... 190 8.3.8 Human use Values ...... 191 8.4 Archaeological/Protected Monuments and other Cultural Properties ...... 194 8.4.1 Archaeological Protected Monuments ...... 194 8.4.2 Other Cultural Properties ...... 194 8.5 Social Impacts ...... 196 8.5.1 Project Displaced Population ...... 196 8.6 Induced impacts...... 200

9 MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES ...... 201

9.1 Approach to Mitigation Measures ...... 201 9.2 Avoidance and Mitigation Measures ...... 202 9.2.1 Meteorological Parameters ...... 202 9.2.2 Soil ...... 202 9.2.3 Water Resources ...... 207

Govemment of UttW Pradesh, Public Works Department, Lucknow, India 3 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

9.2.4 Air Quality...... 213 9.2.5 Noise Levels ...... 215 9.2.6 Flora ...... 218 9.2.7 Fauna ...... 218 9.2.8 Accident Involving Hazardous materials ...... 219 9.2.9 Safety Measures ...... 219 9.2.10 Cultural Properties ...... 223 9.3 Environmental Enhancements ...... 223 9.3.1 Enhancement of Common Property Resources ...... 224 9.3.2 Landscape Strategy ...... 226 9.4 Environmental Management Plans ...... 228 9.4.1 Monitoring Plans ...... 228 9.4.2 Reporting System ...... 229 9.4.3 Environmental Budget ...... 229 9.4.4 Environmental and Social Management Plan ...... 230

10 IMPLEMENTATION ARRANGEMENTS ...... 231

10.1 Mandate of the UPPWD ...... 231 10.2 Exiting Institutional Arrangements ...... 231 10.2.1 The Project Implementation Unit (PIU) ...... 231 10.2.2 Project Co-ordinating Consultants ...... 232 10.2.3 Supervision Consultants ...... 232 10.2.4 Non-Governmental Organizations ...... 232 10.2.5 Technical Auditors ...... 232 10.2.6 Contractors ...... 233 10.3 Need for further Strengthening ...... 233 10.3.1 Need for Additional Capacity ...... 233 10.3.2 Land/Property acquisition ...... 233 10.4 Proposed Set-up ...... I 233 10.4.1 Project Implementation Unit ...... 234 10.4.2 Construction Supervision Consultants (CS) ...... 237 10.4.3 Contractors ...... 238 10.4.4 Technical Auditors ...... 238 10.4.5 Other Agencies ...... 238 10.4.6 Facilities for the Environmental Cell ...... 238 10.5 Environmental Reporting System ...... 238 10.6 Internalizing Environmental Expertise in the UPPWD ...... 240 10.7 Operationalisation ...... 240 10.7.1 Identification and Appointment of Staff ...... 240 10.7.2 Procurement of NGOS and Other Agencies ...... 241 10.8 Training ...... 241

LIST OF TABLES

Table 1.1 Corridors included in phase 11Upgradation Programme ...... 9 Table 1.2 Corridors included in phase 11Major Maintenance Programme ...... 10 Table 2.1 Cross-section option for the upgradation works in UPSRP-11 ...... 14 Table 2.2 Traffic in base year (2000) along the routes in phase 11of UPSRP-11 ...... 16 Table 2.3 Pavement Roughness along Routes in Phase II of UPSRP-II ...... 24 Table 2.4 Inventory of crossings along Routes in Phase II of UPSRP-I1 ...... 25 Table 2.5 community facilities along the Phase II upgradation routes in UPSRP-11 ...... 26 Table 2.6 Projected traffic along various routes in phase 11of UPSRP-11 ...... 26 Table 2.7 Route Alignment Details for routes included in Phase II of UPSRP-11 ...... 27 Table 2.8 Available RoW visa Vis carriageway ...... 28

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

Table 4.1 Environmental Considerations in prioritising the routes for Phase II of UPSRP-11 ... 46 Table 5.1 Rainfall along project routes in phase 11of UPSRP-l1 ...... 51 Table 5.2 National Ambient Air Quality Standards (CPCB, 1997) ...... 51 Table 5.3 Air Quality at selected locations along routes selected in phase 11of UPSRP-11 ... 52 Table 5.4 Drainage in routes selected in phase 11upgradation in UPSRP-11 . . 54 Table 5.5 Summary of Surface water bodies along phase 11upgradation routes in UPSRP-II... 54 Table 5.6 Project Route Stretches prone to flooding ...... 55 Table 5.7 Water Logged Stretches in Built up Areas ...... 57 Table 5.8 Drinking water resources within likely area of direct influence of routes .. 61 Table 5.9 Water Quality data on UPPCC Phase-lI Routes ...... 63 Table 5.10 Seismicity of areas in vicinity of routes in Phase II of UPSRP-11 . . 64 Table 5.11 Lead Content of Soils in vicinity of project routes in upgradation in UPSRP-11 ... 65 Table 5.12 Quarries identified for phase 11construction ...... 73 Table 5.13 Borrow Pit locations along project routes in Phase II of UPSRP-11 . . 75 Table 5.14 Geotechnical Properties of fly ash from PTPS ...... 83 Table 5.15 National ambient noise level standards ...... 84 Table 5.16 Noise levels along upgradation routes selected for phase 11of UPSRP-11 .. 84 Table 5.17 Girth wise distribution of trees along routes selected in phase 11of UPSRP-11 ... 86 Table 5.18 Settlements along routes selected in Phase II of UPSRP-11 . . 91 Table 5.19 Markets along the road in Phase II routes of UPSRP-11 . . 92 Table 5.20 Cultural properties along UPSRP II upgradation Phase II routes . . 92 Table 5.21 Summary of urban and semi-urban settlements and villages along Phase II project routes ...... 93 Table 5.22 Properties within 30 m wide route along phase I upgradation routes in UPSRP-II ... 93 Table 6.1 Location of GDs Category ...... 98 Table 6.2 District level public consultation schedules ...... 99 Table 6.3 Addressal of General issues and Concerns under the project ...... 102 Table 6.4 Routewise Representations of Public Concerns at Local Level and their mitigation efforts .. 103 Table 6.5 Routewise Representations of Public Concerns and Hearings at District and State Level and their incorporation in Project Design ...... 120 Table 6.6 State Level Consultations (held at Lucknow on February 11, 2002) ...... 128 Table 7.1 Summary of results from environmental screening of routes selected for feasibility ...... 135 Table 7.2 Summary information for routes selected for upgradation in phase 11of UPSRP ...... 136 Table 7.3 Environmental parameters and observations ...... 136 Table 7.4 Route prioritizations and environmental actions ...... 137 Table 7.5 Evaluation of Concentric and Eccentric widening options ...... 138 Table 7.6 Cross-section options for the upgradation works in UPSRP-1 ...... 139 Table 7.7 Summary of bypass alternatives to be implemented in phase 11along routes in Phase I...... 143 Table 7.8 Summary of bypass alternatives to be implemented along routes in Phase 11...... 145 Table 8.1 Speed Corrected Emission Factors (in gm/km/vehicle) ...... 149 Table 8.2 Operative Speeds along Various Routes ...... 149 Table 8.3 Predicted pollutant Levels along up-gradation routes in Phase II UPSRP ...... 150 Table 8.4 Impacts on water resources due to construction activities ...... 162 Table 8.5 Increased Run-off along Project Packages due to UPSRP ...... 164 Table 8.6 Ground water resources ...... 165 Table 8.7 Materials requirement for various routes selected for up-gradation in Phase-ll...... 168 Table 8.8 Typical noise levels of principal construction equipment ...... 171 Table 8.9 Speed-noise relationships for various motor vehicles ...... 172 Table 8.10 Predicted noise levels noise sensitive receptors during design life of UPSRP-11 ...... 172 Table 8.11 Summary of trees to be cut for the upgardation works in Phase-Il of UPSRP ...... 185 Table 8.12 Number of trees to be cut due to proposed Bangarmau bypass on Route4 ...... 185 Table 8.13 Number of trees to be cut due to proposed Gaura Badshahpur Bypass oh Route 18 ...... 186

Government of Uttar Pradcsh, Public Works Department, Lucknow, India 5 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

Table 8.14 Number of trees to be cut due to proposed Ahiraula bypass on Route 10 A ...... 187 Table 8.15 Number of trees to be cut due to proposed Budhanpur Bypass on Route 1OA ...... 188 Table 8.16 Available RoW Visa Vis Carriageway ...... 191 Table 8.17 Land Acquisition Requirement in Phase 11...... 191 Table 8.18 Impact on Private Properties along upgradation routes in Phase II of UPSRP ...... 192 Table 8.19 Amenities and Facilities Affected along Phase II Routes ...... 192 Table 8.20 Summary of cultural properties impacted in Phase-Il upgradation routes ...... 195 Table 8.21 Project displaced population ...... 196 Table 8.22 Distribution of PAPFs and PDFs by type of affect ...... 197 Table 8.23 Impact on vulnerable population ...... 198 Table 8.24 Community properties impacted along ugradation routes in phase 11of UPSRP ...... 200 Table 9.1 Locations where slope protection in the form of tufing needs to be provided ...... 204 Table 9.2 Water bodies identified for providing oil cum sediment traps along Phase-Il routes (River and Water bodies) ...... 208 Table 9.3 Additional culverts proposed as part of UPSRP-11 Phase II upgradation ...... 210 Table 9.4 Provision for new drains in Phase II of UPSRP-II ...... 211 Table 9.5 Comparison of Plantation in UPSRP ...... 215 Table 9.6 Sensitive Receptors along Phase-1l routes to be shielded from high noise levels ...... 215 Table 9.7 Safety Provisions incorporated in Design for Phase II upgradation routes ...... 220 Table 9.8 Ponds selected for enhancement along phase 11upgradation corridors in U P S RP-11 ...... 224 Table 9.9 Temple/Shrines Selected for Enhancement ...... 226 Table 9.10 Tree species suggested for roadside landscaping ...... 228 Table 9.11 Summary Budget for Environmental component of upgradation routes in Phase II of UPSRP-11 ...... 229 Table 10.1 Stage-wise reporting system of UPSRP-II ...... 240 Table 10.2 Training Components for UPSRP-11 ...... 241

LIST OF FIGURE

Figure 1.1 Shows routes taken up Phase II for major upgradation and maintenance corridors ... 8 Figure 2.1 Phase lI route ...... 15 Figure 2.2 Location Plan Pilibhit-Puranpur-Khutar ...... 17 Figure 2.3 Location Plan Bangarmau-Asiwan-Lucknow ...... 18 Figure 2.4 Location Plan Sitapur-Bahraich ...... 19 Figure 2.5 Location Plan Azamgarh - Phephana ...... 20 Figure 2.6 Location Plan Gorakhpur-Shahganj ...... 21 Figure 2.7 Location Plan Moradabad-Bazpur ...... 22 Figure 2.8 Location Plan Deoria-Ballia ...... 23 Figure 3.1 Flowchart showing various steps involved in examination of cases received under forest conservation Act & Clearance Act...... 41 Figure 3.2 Flowchart for obtaining environmental clearance ...... 42 Figure 5.1 Air, Noise and Soil sampling locations (Route 3 Pilibhit-Khattar) ...... 66 Figure 5.2 Air, Noise and Soil sampling locations (Route 4B Bangarmau-Lucknow) ...... 67 Figure 5.3 Air, Noise and Soil sampling locations (Route 6.Sitapur-Bahraich) ...... 68 Figure 5.4 Air, Noise and Soil sampling locations (Route 7B Azamgarh-Phephana) ...... 69 Figure 5.5 Air, Noise and Soil sampling locations (Route 1OA Gorakhpur-Shahganj) ...... 70 Figure 5.6 Air, Noise and Soil sampling locations (Route 11 Moradabad-Bazpur) ...... 71 Figure 5.7 Air, Noise and Soil sampling locations (Route 16 Deoria-Ballia) ...... 72 Figure 5.8 Location of quarries ...... 74 Figure 5.9 Borrow area location for route 3...... 76 Figure 5.10 Borrow area location for route 4B ...... 77 Figure 5.11 Borrow area location for route 6...... 78 Figure 5.12 Borrow area location for route 7B ...... ' 79 Figure 5.13 Borrow area location for route I1A ...... 80

Govem ent ofUttar Pradesh, Public Works Department, Lucknow, India 6 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultats BV

Figure 5.14 Borrow area location for route II ...... 81 Figure 5.15 Borrow area location for route 16 ...... 82 Figure 8.1 Variation of Peak One-hourly Concentration of CO with distance at Pillbhit-Khutar ...... 152 Figure 8.2 Variation of Eight-hourly Concentration of CO with distance at Pillbhit-Khutar ...... 152 Figure 8.3 Variation of One-hourly Concentration of CO with distance at Bangarmau-Lucknow ...... 153 Figure 8.4 Variation of Eight-hourly Concentration of CO with distance at Bangarmau-Lucknow ...... 153 Figure 8.5 Variation of One-hourly Concentration of CO with distance at Sitapur-Bahraich ...... 154 Figure 8.6 Variation of Eight-hourly Concentration of CO with distance at Sitapur-Bahraich ...... 154 Figure 8.7 Variation of Peak One-hourly Concentration of CO with distance at Azamgarh- Phephna ...... 155 Figure 8.8 Variation of Eight-hourly Concentration of CO with distance at Azamgarh- Phephna ...... 155 Figure 8.9 Variation of One-hourly Concentration of CO with distance at Gorakhpur- Shahganj ...... 156 Figure 8.10 Variation of Eight-hourly Concentration of CO with distance at Gorakhphur- Shahganj ...... 156 Figure 8.11 Variation of One-hourly Concentration of CO with distance at Moradabad-Bazpur ..... 157 Figure 8.12 Variation of Eight-hourly Concentration of CO with distance at Moradabad- Bazpur ...... 157 Figure 8.13 Variation of One-hourlyConcentration of CO with distance at Deoria-Ballia .158 Figure 8.14 Variation of Eight-hourly Concentration of CO with distance at Deoria-Ballia ...... 158 Figure 8.15 Variation of 24 hourly Concentration of NO, with distance at Pillbhit-Khutar ...... 159 Figure 8.16 Variation of 24 hourly Concentration of NO5 with distance at Bangarmau Lucknow ...... 159 Figure 8.17 Variation of 24 hourly Concentration of NO,with distance at Sitapur-Bahrich ...... 160 Figure 8.18 Variation of 24 hourly Concentration of NO, with distance at Azamgarh-Phephna..... 160 Figure 8.19 Variation of 24 hourly Concentration of NO, with distance at Gorakapur-Shahganj ... 161 Figure 8.20 Variation of 24 hourly Concentration of No, with distance at Moradabad-Bazpur ...... 161 Figure 8,21 Variation of 24 hourly Concentration of NO, with distance at Deoria-Ballia ...... 162 Figure 8.22 Noise level Leq (Day), Leq (Night) Variation (Pillibhit-Khutar), Year 2001 ...... 174 Figure 8.23 Noise level, Leq (Day), Leq (Night) Variation (Pillibhit-Khutar), Year 2006 ...... 174 Figure 8.24 Noise level, Leq (Day), Leq (Night) Variation (Pillibhit-Khutar), Year 2011 ...... 175 Figure 8.25 Noise level, Leq (Day), Leq (Night) Variation (Bangarmau-Luchnow), Year 2001 ...... 175 Figure 8.26 Noise level, Leq (Day), Leq (Night) Variation (Bangarmau-Lucknow), Year 2006 ..... 176 Figure 8.27 Noise level, Leq (Day), Leq (Night) Variation (Bangarmau-Lucknow), Year 2011..... 176 Figure 8.28 Noise level, Leq (Day), Leq (Night) Variation (Sitapur-Bahraich), Year 2001 ...... 177 Figure 8.29 Noise level, Leq(Day), Leq (Night) Variation (Sitapur-Bahraich), Year 2006 ...... 177 Figure 8 30 Noise level, Leq (Day), Leq (Night) Variation (Sitapur-Bahraich), Year 2011 ...... 178 Figure 8.31 Noise level Leq (Day), Leq (Night) Variation (Azamgarh-Phenphna), Year 2001 ...... 178 Figure 8.32 Noise level Leq (Day), Leq (Night) Variation (Azamgarh-Phenphna), Year 2006 ...... 179 Figure 8.33 Noise level Leq (Day), Leq (Night) Variation (Azamgarh-Phenphna), Year 2011 ...... 179 Figure 8.34 Noise level Leq (Day), Leq (Night) Variation (Gorakhpur-Shahganj), Year 2001 ...... 180 Figure 8.35 Noise level Leq (Day), Leq (Night) Variation (Gorakhpur-Shahganj), Year 2006 ...... 180 Figure 8.36 Noise level Leq (Day), Leq (Night) Variation (Gorakhpur-Shahganj), Year 2011 ..... 181 Figure 8.37 Noise level Leq(Day), Leq (Night) Variation (Moradabad-Bazpur), Year 2001 ...... 181 Figure 8.38 Noise level, Leq(Day), Leq (Night) Variation (Moradabad-Bazpur), Year 2006 ...... 182 Figure 8.39 Noise level Leq (Day), Leq (Night) Variation (Moradabad-Bazpur), Year 2011 ...... 182 Figure 8.40 Noise level, Leq (Day), Leq (Night) Variation (Deoria-Ballia), Year 2001 ...... 183 Figure 8.41 Noise level Leq (Day), Leq (Night) Variation (Deoria-Ballia), Year 2006 ...... 183 Figure 8.42 Noise level Leq(Day), Leq (Night) Variation (Deoria-Ballia), Year 2011 ...... 184 Figure 9.1 Stone Pitching for Embankment Slopes Steeper than 1:2 ...... 203 Figure 9.2 Combined Sedimentation and OilGrease Separator ...... 207 Figure 9.3 Design of Silt Fencing Arrangement ...... 212

7 Government of Unar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

LIST OF BOXES Box 3.1 Applicability of the forest (Conservation) Act, 1980 Box 3.2 State pollution control board requirements Box 10.1 Draft terms of reference for supervision consultants' Environmental Specialist

LIST OF ANNEX Annex 1 Gazette notification of ministry of environment and forest Annex 2 Baseline survey on air, noise, water and soil quality Annex 3 Use of fly ash as alternative to bricks - MoEF notification Annex 4 Species-wise and girth-wise list of trees in right of way (RoW) Annex 5 Public consultations and information disclosure Annex 6 MOU for the plantation scheme Annex 7 Sample calculation for generic design Annex 8 List of EA prepares and references

LIST OF PHOTO PLATE Photo plate 1 Photo plate 2 Photo plate 3 Photo plate 4 Photo plate 5 Photo plate 6

Government of Uaar Pradesh, Public Works Department, Lucknow, India 8 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project BV Environmental Assessment (Phase 11) DHV Consultants December 2003

I THE UTTAR PRADESH STATE ROADS PROJECT (UPSRP-II)

This chapter describes the project background and the need for the project. After describing in brief the various studies that have led to the identification, prioritisation and selection of the project corridors for improvement, this chapter presents the various improvement options proposed. The setting in terms of the preparation of EA for the project and the EA process adopted has been discussed. The last section presents the outline of the various chapters of this report.

1.1 UPSRP II

The Uttar Pradesh State Roads Project is being prepared and is to be implemented by the Public Works Department, Uttar Pradesh with financial assistance under the World Bank Loan number 4114-IN. The UPPWD is carrying out the project preparation through 'Project Co-ordinating Consultants' (PCC) appointed' for the project. The project preparation activities commenced in September 1999. 2 The PCC's mandate was to conduct a detailed feasibility study of 2655 km (which included 3 corridors identified subsequently after the SOS) using principles that not only took into consideration the economic impact of the improvement of the road network, but also the impact due to rehabilitation of the roads on the environmental and social settings. This study was carried out to establish a road investment programme for a subset of these roads that are to be upgraded. A regional approach to road network planning was adopted in order to place road improvement projects in the context of regional development policies.

Based on the outputs of the economic, engineering, environmental and social analysis of the network, the UPSRP-11 proposes to carry out upgradation of 1000 km and major maintenance of 2500 km of State Roads. The project has been divided into two phases for ease of implementation. Phase I includes 374 km roads for upgradation toZ7m wide pavement with hard and soft shoulders and 807 km of roads for major maintenance where treatment will depend upon the existing pavement conditions and land availability. The detailed environmental assessment has already been completed for Phase I and implementation will start very soon. The present environmental study is aimed for Phase II which includes 590.74 km roads, comprising of seven routes, for upgradation to 7m wide pavement with 2.5m soft shoulders for 5 routes and 1.5m hard and 2.5m soft shoulders for remaining two routes. In addition to this length two bypasses of total 11.68 km length are also planned along Phase 11routes. Therefore total upgradation length is 602.42 km. The road length selected for maintenance under Phase 11is 1736.2 km.

The corridors included in the phase 11programme are those have high economic internal rates of return, as established during the feasibility stage, but have substantial bottlenecks, in terms of either major works like bridges or have scored 'high' or 'medium' on the social and/or environmental screening carried out during the feasibility study. All bypasses planned along Phase I routes and Phase II routes will also be implemented in Phase 11.Figure 1.1 shows routes taken up Phase-lI for major upgradation and maintenance corridors.

BV of the The Project Co-ordinating Consultancy assignment has been awarded to a consortium which includes DHV Consultants, Netherlands, in association with Halcrow and Partners from United Kingdom, ORG, DCL and MDP from India. study for the project follows the earlier work done under the Uttar Pradesh State Roads Strategic Options Study 2 The Feasibility for (SOS), undertaken in 1996, wherein an evaluation of the state road network of UP was carried out and 2,551 km were selected detailed evaluation.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 8 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Public Woirks Department Govemnment of Uttar Pmadesh

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1.2 Proposed Improvement of the Project Highways

As discussed in the previous section, the UPSRP-I1, Phase 11has two major components,

* Upgradation Programme; and * Major Maintenance Programme.

The following sections discuss the proposed improvements that are being planned as part of the project.

1.2.1 UPGRADATION WORKS

As per design of upgradation works, the major engineering activities proposed along the project roads are: . widening of the existing road (carriage way width varying from 3.75m to 7.Om including shoulder width) to 7.0 m with 1.5m hard shoulders and 1.0 m soft shoulder on either side on two routes i.e. Sitapur - Bahraich and Moradabad Bazpur. * On other routes widening of the existing road (carriage way width varying from 3.75 m to 7.Om including shoulder width) to 7.0 m with shoulders as specified in above point. * providing profile of corrective course, Asphaltic Concrete Bituminous(AC) wearing course and Bituminous Macadam (BM) on paved shoulder; * providing embankment slopes at 1:2 and storm water pits 0.5m deep and 0.5 m wide with 1:1 side slopes in rural areas; * constructing pucca side covered drains in built-up areas; * widening and reconstruction of the damaged drainage structures; * improving sight lines and radius of curvature at sharp bends; and . pavement improvements like profile correction, strengthening and providing adequate camber. The project routes selected for upgradation included in phase 11of the project is given in Tables 1.1.

Table 1.1: Corridors included in Phase 11Upgradation programme

Route CORRIDOR Length for Upgradation (km) N o . pi__ _- -_------3 Pilibhit-Puranpur-Khutar 1 72.807 6 Sitapur Bahraich 88.336 _ 78 Azamgarh-Mau--Phephana_ 100.929 Gorakhpur-Shahganj 10A (Including Ahiraula and Budhanpur by 121.336 ______- passes length 0f 11.68 km) ______1 j1 Moradabad-Bazpur 36.335 ------!------,-______.__. __.______~~~~~~~~~~~~~~~~~~~------16 Deoria-Ballia _ 109.447 4 _ Bangarmau-Lucknow 73.229 TOTAL4 602.42-

* Excluding bypasses lengths total length of upgradation is 590.74 km.

** The existing Khairabad bypass has been included as part of route to by congested town of Khairabad.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 9 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

1.2.2 MAJOR MAINTENANCE WORKS

The major maintenance works will be carried out within the available clear width and do not envisage any earthwork. The salient features of the major maintenance programme are: * Potholes filling through patch work; * Repair to structures along the road (parapet of culverts and bridges, km stones, etc.); Profile correction with proper camber; * Crack sealing; Overlay of B.M. (40-70 mm); New wearing course (25 mm); Provision of 1.5 m wide hard shoulders where the pavement width is between 3.5 and 4.0 m, 0.6 m wide shoulder of concrete interlocking blocks for pavement widths between 4.0 and 6.0 m and 2.5 m wide soft shoulders for pavement widths between 6.0 and 7.0 m; and * Temporary diversions to facilitate maintenance.

Table 1.2 presents the project routes that have been identified as candidates for major maintenance works as part of Phase II of the project.

Table 1.2: Corridors included in phase If Major Maintenance programme

S. No. - Corridor Length (km) Remarks 1 X Khutar-Bahraich i 191.80 2 ; Badaun-Sikandara Roa (Via-Kasgani) . 97.00 Portion between Bareilly-Badaun already taken ______- ______upin Phase-I 3 . Sikandara Rao-Mathura(Via-Hatharas) 72.00 Bridge over river Ganga and -__ Kachhala Ghat 4 . Mathura-UP Border 19.00 5 ____ Jagdeshpu-Pratagparh 78.50 6 -- Dhakwa-Bela-Patti-Junction (NH 56) i 45.00 7 Mathura-Vrindaban Naujheel 45.30 Bridge over I ______r_ iver Yammuna 8 Shahiahanpur-Farukkhabad 52.40 9g ! _ Etah-Shikohkabad 53 00 10 lalaun-Bhind 31 00 _11 i Faizabad-Raebareily 108.60 12 Meerut-Bullandsahar 76.00 13 .sBullandshahr-Narora i 59 00 14 i _ Basti-Tamkuhi 16860 _I __ 15 KannaujOrai 144.50 16 fatehur-Banda 76.500 17 Meerut-Garh Mukteshwar 42 00 18 , _._____8ullandshahr-Siana-Garh 5050- = - 19 Barabanki-Haidergarh i 0.25 20__ Haidegarh-Bacharawan 28 00 21 . Ram Sanehi Ghat-Haidergarh i 17.25 22 Chhatta-Bajana-Gomat 42.00 23 i Lucknow-Allahabad - 188.00 TOTAL 1736.2

1.2.3 MAJOR BRIDGES

Five major new bridges are planned on major rivers the name and location of these bridges are

- Bridge on river Ghaghara at Chailarighat on Sitapur - Bahraich route (upgradation route) - Bridge on river Ghaghara at Chailarighat on Gorakhpur-Shahganj route (upgradation route) at Kumaria Ghat - Bridge on river at Shergarh Ghat on Chhatta - Bajana Gomat - Bridge on river Sharda on Lakhimpur Belrayan route Government of Uttar Pradesh, Public Works Department. Lucknow, India I 0 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV Dezember 2003

- Bridge over river Ganga Kachhala Ghat on Badann - Sikandara Rao - Mathura route (maintenance route)

Category wise number of bridges existing along the phase 11routes have been summarised in chapter - 5 (Table 5.4) of the report.

1.2A BYPASSES

Four bypasses will also be implemented as part of Phase II of UPPCC project. Out of these four bypasses two are planned on Phase I upgradation route and two along Phase II routes. These four bypasses are:

- Ahiraula bypass on Gorakhpur Shahgaj route; proposed length 8.310 km (Phase II Upgradation routes - Budhanpur bypass on Gorakhpur - Shahganj route proposed length 3.370 km - Gaurabadshahpur bypass on Jaunpur - Mohanmadpur route; proposed length 6.342 km (Phase I upgradation route) - Bhangarmau bypass on Katra - - - Bangarmau - Bilhour route (Phase I ungradation route)

1.3 Environmental Assessment in the Project

Environmental considerations were integral part of the project preparation. The feasibility study incorporated a social and environmental screening following which the corridors were classified as 'low', 'medium' or 'high' in ascending order of environmental and/or social concerns. The parameters considered in arriving at the classification included: forest area, flood zones, trees, quarries and borrow areas, brick kilns, structures with historical and/or cultural significance, industrial estates, traffic mix and conflicts, bus-stops and shelters, steep slopes and erosion proneness, etc. Road specific environmental hotspots were also identified. This exercise allowed the prioritisation of roads into phase I and phase II. Accordingly Phase I routes selected were those having minimum environmental and social issues. The implicit assumption was that the insight and knowledge gathered in the implementation of phase I will allow a far better addressal of environmental issues in phase 11.In the phase 11the selected routes fall the medium or high category. In Phase 11by passes planned along routes of Phase I were also shifted in addition to by passes planned in Phase II.

The detailed designs of roads included in phase 11have been closely co-ordinated with the preparation of the Environmental Impact Assessment (EIA). The EIA preparation led to the identification of potential environmental hotspots and their feasible remedial measures (including avoidance, mitigation and enhancement) which were made a part of the Environmental Management Plan (EMP). Separate EMPs have been prepared for each of the selected upgradation corridors, all five major bridges, four bypasses and a generic Environmental and Social Managemaent Plan (ESMP) has been prepared for all the major maintenance stretches together. 1.4 EA process adopted

Incorporation of Environmental considerations into the project planning and design have been taken up as an integral part of the project preparation. The major steps in the EA process that have been adopted for the project are presented in the following sub-sections.

1A.1 ENVIRONMENTAL SCREENING

The feasibility study incorporated a social and environmental screening following which the corridors were classified as 'low', 'medium' or 'high' in ascending order of environmental and/or social sensitivity. The parameters and components considered to arrive at this classification included: forest area, flood zones, trees, quarries and borrow areas, brick kilns, structures with Government of Uttar Pradesh, Public Works Department, Lucknow, India l1 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase11) DHV Consultants BV Decemter 2003

historical and/or cultural significance, industrial estates, traffic mix and conflicts, bus-stops and shelters, steep slopes and erosion proneness, etc. Corridor specific environmental hotspots were also identified.

1A.2 SECTORAL ENVIRONMENTAL ASSESSMENT

A Sectoral Environmental Assessment has been carried out where sector wise environmental issues of concern such as the presence of sensitive receptors along alignments, the pollution due to traffic and removal of roadside properties have been identified as the major issues to be addressed during the more detailed environmental assessment for the individual phases of the project. The corridors with more serious environmental concerns were put into phase 11and routes with minor environmental concerns were put in Phase I. The implicit assumption was that the insight and knowledge gathered in the implementation of phase I will allow a better addressal of environmental issues in phase 11.

143 ENVIRONMENTAL IMPACT ASSESSMENT AND MANAGEMENT PLANS

The detailed designs of roads included in phase 11have been closely co-ordinated with the preparation of the Environmental Impact Assessment (EIA). The EIA preparation led to the identification of potential environmental hotspots and their feasible remedial measures (including avoidance, mitigation and enhancement) which were made a part of the Environmental Management Plan (EMP). Separate EMPs have been prepared for each of the selected upgradation corridors, all five major bridges, four bypasses and a generic Environmental and Social Management Plan (ESMP) has been prepared for all the major maintenance stretches together.

1.5 Structure of the EIA Report

The report is organised into 10 chapters as follows:

Chapter 2 entitled Project Description describes the UPSRP-11. The project corridors are described from an environmental perspective along with the salient features such as RoW, Cross sections, Community facilities, etc. The traffic projections are presented for the selected corridors. An overview of impacts of the entire project, mainly benefits, is given in the last section.

Chapter 3 discusses the Policy, Legal and Administrative Framework within which the project is set. The major stakeholder departments of the State and Central Governments with their specific roles are described here and the applicable Acts and Laws are described. The chapter ends with a section on the clearance requirements at various levels and their current status.

Chapter 4 details out the Methodology adopted for the Environmental Impact Assessment. Descriptions are provided for survey procedures, modelling methods and environmental designs.

Chapter 5 describes the Existing Environmental Scenario in detail. The sections on Meteorological baseline, components of the biophysical and natural environments, cultural properties along the corridor and quality of life add up to give a comprehensive picture of the existing environment along the project corridor and its area of influence.

Chapter 6 gives an overview of the Community Consultation carried out during the project preparation stage. It also provides an insight into the processes involved, its importance to project design and methods adopted to document the entire exercise.

Chapter 7 analyses the Alternatives considered during the project design. The minimisation of environmental impacts by considering design alternatives determines the extent of mainstreaming of the environmental component.

Government of Unar Pradesh, Public Works Department, Lucknow, India 12 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV uecember 2003 1

Chapter 8 on the Assessment of Impacts determines the extent of the impacts of the project activity on the existing environment. The focus of the this section is on the adverse impacts since the beneficial impacts on the environment due to the project have been detailed in subsequent chapter under the enhancement measures. The impacts have been detailed in the same sequence as described in Chapter 5 for ease of understanding.

Chapter 9 entitled Mitigation, Avoidance and Enhancement Measures forms the basis of the generation of coherent, comprehensive and concise Environmental Management Plans for the project corridors. In addition to the avoidance and mitigation measures for the biophysical and natural environmental components, this chapter discusses various environmental enhancements suggested by the project including the enhancement of common property resources as community water bodies and cultural resources along the project.

Chapter 10 reviews the existing Implementation Arrangements and suggests further institutional strengthening for ease of implementation of the environmental component of the project. It goes on to describe the set-up required, a reporting system and training needs to ensure that the environmental expertise required for the effective implementation of EA provisions is internalised at the UPPWD. Report ends with references and annexes. An Executive Summary is also prepared.

Government of Uttar Pradesh, Public Works Department. Lucknow, India 1 3 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

2 PROJECT DESCRIPTION

This chapter on project description focuses on the description of the salient features of the Phase II upgradation routes, in terms of traffic, existing highway conditions, levels of safety, etc. Further brief details of bypasses, major bridges and maintenance routes are also given. The chapter then discusses the proposed improvements suggested considering the projections that have been worked out. Finally, a discussion on the overall benefits / impacts perceived due to the project is presented in the last section.

2.1 UPSRP-II

The UPSRP-11, being implemented with World Bank assistance, has two major components: upgradation and major maintenance. While the former will involve substantial earthworks to incorporate the widened pavement and shoulders, the latter will essentially be restricted to the existing formation. The UPSRP-11 proposes to upgrade 1000 km of roads and carrying out major maintenance of 2500 km of roads spread all over UP. The present, Phase II, includes upgradation of 602.42 km of roads and maintenance of 1736.90 km of roads. These lengths include lengths of bypasses planned along Phase II upgradation routes. The roads pass mainly through plain areas, most through the Indo-Gangetic plains which covers about 70% of the state. They consist of State Highways (SHs), Major District Roads (MDRs) and Other district roads (ODRs). The proposed treatment will create State Highways with 7 m blacktop irrespective of the present condition of the road. Upgradation will include the provision of hard and soft shoulders in addition to the 7 m wide pavement.

Figure 2.1 illustrates project route prioritised under Phase II for upgradation.

2.1.1 UPGRADATION WORKS

As per design of upgradation works, the major engineering activities proposed along the project roads is the widening of the existing road (carriage way width varying from 3.75m to 7.Om including shoulder width) to 7.0 m with 1.5m hard shoulders and 1.0 m soft shoulder on either side for two routes and for remaining 5 routes widening of existing roads to 7.Om with 2.5m soft shoulders on either side.

The various cross-section options that have been worked out for the upgradation works as part of Phase II are presented in the table below.

Table 2.1: Cross-section options for the upgradation works in UPSRP-II L - I Shoulder Width Median Formation Optionarriageay Widt Hard_Shoulder Soft Shoulder Width Width WI .Om(2x3m) ! 5m I 1n m '')mi2l 35m) ______';_m_ __* _ W3 F.0m (2x3.5m) 1 5 m I m 2 12- m W4 2m x 7.25m 1.5 m I m I Varies Varies

2.2 Salient features

The following subsections describe the important road related characteristics of the upgradation routes covered in phase 11of the project.

Govemment of Uttar Pradesh, Public Works Depanment, Lucknow, India 14 Project C"ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project LEGEND N * District Headquarters * Settlemnent A ~Phase 2 Upgrsdation Routes - Major district roads -i State highway' National highway

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File refererce AdIAvinoridtnav/Roit*esl Phase2 Route Environmcntal Assessment (Phase 11) DHV Consultants BV December 2003

2.2.1 TRAFFIC

The traffic, existing and projected, provides the basis for decision on whether or not to improve identified routes. It also is the single most important criterion of determination of the level of improvement to be carried out. The traffic along the routes selected in phase 11is characterized by a mix of slow and fast moving traffic. The proportion of slow moving to fast moving traffic is given in table 2.2 below:

Table 2.2: Traffic in base year (2000) along the routes in phase 11of UPSRP-II

Route Link ADT AAIITh(rast) I otl 3 Pilibhit-Puranpur 1 34.90 5908 j 2731 i 11420 Puranpur-Khutar 37.50 4804 2968 7280 4B Bangarmau-Asiwan 29.70 ! 2895 2088 3366 _ Asiwan-LucknowviaMohan 42.80 2895 2088 3366 6 Sitapur-Biswan 30.50 6634 2559 10010 Baswan-Ohaghara River 30.50 6634 2559 j 10010 Chailari Ghat29 ___ Ramwapur-Tikora Mode 05 2523 917 3200 Tikora Mode-Junction of SH I 9 3 13______j- i _ 2523 _4_01 917 3200 IOQA Gorakhpur (Haraiya Chungi) | 32.20 9162 5572 9695 Sikaripganj -_ . --. __S__aw__ . 16''Shnr.r.-- I . u.' Approach to Ghaghara (River 5 50 Bridgesie)sc ___ I Kumana Ghat-Budhanpur 1081 * j (ofŽ.p_noiyass)- t-_- - i-_---t-- - . . I Budhanpur Bypass (New Alignment) 31 IEnd of Budhanpur Bypass- Ij Ahiraula (Start of Bypass 10.50

I Ahiraula Bypass 3-37 jEnd of Ahiraula Bypass- i 15.85 * I [Ambari -- ______!Amban-Shahganj 13t10 ** *' I I Sheeshma-Doraha-Manpj 31 85 8034 4956 __13675_ 4_ Manpur-Bazpur__ I 10.35 i 8034 1 4956 . 13675 16 LDeona-Salempur _ 29=o 4591 I 536632946 i Salempur-Bhagalpur_____ I 16.7007 4591 2646 5366 I Bagalpur-Bridge site _ 2 50 Bridge site- 4.50 tBehthara-Sikandarpu[ _ u 2340.~~~~~~240 1_5117517_33_ - 2-3-35 543si6-- -______t.Sikandarpur-Bal ia - 3340 5117 2335 5436 7B Azamgarh-Mau… _ 44.70 11960 5914 10095 Mau-Rasra _ 3 35 4705 2499 4838 F Rasara-Phephana 21 25 4705 i 2499 4838 Total ! 606 68 . _ _!

New alignment no existing traMnc *- No traMe survey data available

2.2.2 LOCATION PLANS OF PROJECT ROUTES:

The location plans for the project routes with district jurisdiction areas, rivers, National Highways major roads and major town/villages are given below: Figure 2.2 Location Plan Pilibhit-Puranpur-Khutar Figure 2.3 Location Plan Bangarmau-Asiwan-Lucknow Figure 2.4 Location Plan Sitapur-Bahraich Figure 2.5 Location Plan Azamgarh - Phephana Figure 2.6 Location Plan Gorakhpur-Shahganj Figure 2.7 Location Plan Moradabad-Bazpur

Government of Uttar Pradesh, Public Works Department, Lucknow, India 16 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project LEGEND:

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Publio Works Departnent 7 iJ Figure No: 2.$ Governrmnt of Uttar Pradesh Location Plan UWar Pme*hd te R9WM Pre,ont In ssodalon vAth BALLIA DEORIA (Route No: 16) Project Co-ordirsting Consuitanbt (PCC) Halcrow and Partners Scale: ervoes. (World Bank Loan No. 4114 - IN) Operaoros Rmarch Grup 0 10 20 30 I(lomOtOf Development ConsultantsULtc MDP ConsuKtants(Pvt.) Ltd. File Roferenc: dIA-vinodfroutes' 1/A-Ball. Environmental Assessment (Phase 11) DHV Consultants BV December 2003

2.2.3 RIGHT OF WAY

The Right of Way (RoW) along the project routes varies from 7 m in the most constricted sections upto 30 m in rural stretches. In settlements, very heavy encroachment is seen along the existing routes with business spill-over dominating the towns while extensions of residences dominating the encroachment in rural areas. Since the designs adopted fW2 option in five routes and W3 in two routes) require at least 13 m clear at formation level and even more at the toe depending on the height of the formation, it is imperative that enough clear space is available within the RoW. It is estimated that at least 18 m clear zone will be required within the RoW if the average height of the formation is considered as lm and the side slopes are 1V to 2H. Sufficient RoW is available in all stretches of phase 11routes except for Gorakhpur-Shahganj route at two places namely Budhanpur and Ahiraula. Bypasses have been planned at these locations as a part of the project.

For the major maintenance component, the improvements will occur within the existing formation only. There is no earthwork involved by way of creation of embankment. Though the UPPWD may have an adequate RoW, the proposed works shall take place only within the clear space available and there will be no felling of trees or removal of properties.

2.2.4 CROSS SECTION

The road width varies from 3.75 m to 7 m along various stretches. The narrower stretches (3.75 m have brick edging to prevent the dislocation of the pavement. Earthen shoulders exist for rural stretches of all routes. Along certain stretches, the width of the pavement is increased to 5.5 m by widening on only one side of the original 3.75 m wide pavement.

The proposed treatment for all the routes selected for upgradation are section W2 and W3. The W2 section envisages a 7m pavement with 2.5 m wide soft shoulders on either side whereas W3 section envisages a 7m pavement with 1.5m wide hard shoulders and im wide soft shoulders on either side. Pucca drains will be provided in built up areas. In rural areas, embankment slope of IV to 2H is provided along with storm water pits 0.5m wide and 0.5m deep with 1:1 side slopes. For the bypasses too, a rural section as described above has been adopted.

As part of the major maintenance, the formation of the road will essentially remain the same. However, there will be an addition of shoulders of reduced crust or interlocking concrete blocks. 2.2.5 PAVEMENT

The pavement over the existing roads is usually black-topped. However, there are certain stretches where brick-soling has been done to allow the traffic to ply even during monsoon when the road gets inundated. The average pavement roughness along the various links is given below in table 2.3 Table 2.3: Pavement Roughness along Routes in phase 11of UPSRP-I1

Route Link __ _L Length m5 _ IRI Pilibhit-Khuttar 1 Pilibhit-Puranpur 34.9 6.68 Puranpur-Khattar 37 5 667

Bangarmau-Lucknow Bangarnau-Asiwan 297 7.10 -Asiwan-Lucknow ,42 80 7.10 Sitapur-Bahraich _Sitapur-Biswan == = 30 50- 6 69 Biswan-Ghaghara River 30 50 6.85 Ramuwapur-Tikora Mode 29 05 5.65 Tikora Mode-Bahraich 4 0_ 5 65 A2amgarh-Phephana Azamgarh-Mau 44.70 5 89 Mau-Rasara I 34.35 1 5 92 Rasara-Phephana 2125 619 Gorakhpur-Shahganj) Gorakhpur-Sikriganj 32 20 6 49 Sikriganj-Shankarpkur I 16 60 . 649

1 Approach to Ghaghara River 550 1040

Govemment of Uttar Ptadesh, Public Works Department. Lucknow, India 24 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV DRcember 2003

Route Link Length (km) | IRI Kamariaghat-Budhanpur (Start of Bypass) _ 10.801 _ 6.87 Enc of Ahimula Bypass-Ambari _ 6.S7 Ambari-Shahganj 13.1 6.65 Moradabad-Bazpur Sheeshama Doraha-Manpur 31.85 6.87 Manpur-Bazpur 10.35 6.14 Deoria-Ballia Deoria-Salempur 29.10 5.46 Salempur-Bhagaipur 16.70_ 4.95 Bhagalpur-Bridge start 2.50 703 Bhagalpur Bridge-Belthara Road 4.50 6.21 Beithara Road-Sikandarpur 23.40 6.08 Sikandarpur-Ballia 59.33.40 For the major maintenance routes, a profile correction course will be provided to integrate the newly created shoulders with the already existing pavement to ensure a smooth riding surface. 2.2.6 ROAD INVENTORY

The roads included in the phase il cross over a number of rivers, canals, ponds, etc. The structures allow the road to traverse over low lying areas where drainage might be a special concern since the saturation of the formation will weaken it. The bridges and culverts are also important from the environmental point of view since they will allow flow of water which would otherwise stagnate and may lead to diseases, especially around settlements. Inventory of crossings has been given in Table 2.4 below.

Table 2.4: Inventory of crossings along routes in phase 11of UPSRP-I1

Route Link Length j CuIver - Bries _____ ~~~~~ ~~(kmn)- Minor ar Prlibhit -Khuttar- ilbhi Puranpur 34.9 134 12 3 ! Puranpur-Khuttar , 7 B3ng3rrr.u B-jn-r A- n --. _- ---_ I 0 Lucknow Asiwan-Lucknow (via Mohaan) 42 80 6 0 Azamgarh-Phephara _ AzapjarhMaM _ 44.70 2 _ 3 f Mau-Rasra 34.35 _ 186 9 _ I ______;Rasara-Phephana 21.25 j_ _ _ 2 ; Gorakhpur:Shahganj) Gorakhpur-Sikrigani 32 20 5 0 LSkrti nit-_ankarpk u-r _-_ ._16.60 0 Aproach to Ghaghara River j 0 _ .I550 Kamariaghat-Budhanpur (Start of i 147 Bypass)______2 _0 __ ! !_ __10.80 Enc of Ahiraula Bypass--Ambari 6 0 _ _ __i Ambarl-S a~~~~~hgaj____ A!~mbanShaaLanj 13.------1------0 Moradabad - Bazpur Sheshama Dora-Manha ur 31 85 6 ______-0.35 6 -0 Manpur- Bazpur 10.3 6 Dena-oBallia Deora-Saleempur 29.10 0 0 Saleem2 ur- Bhagalpur _ _ 6.70 0 0 Bhagalpur- Bridgesite 2.50 i 0 0 Bridge site -Belthara Road 4.50 20 2 Belthara-Sikandarpur 23.40 _ 0 i Sikandarpur- Ballia _ 33.40 4 0 Sitapur. Bahraich Sitapur- Biswan F 3 0 5. 0 j -2 T i Biswan_-Ghaghara River _ 30.50 I 3 Ramuwapur -Tikoramode 29.50 4 I Tikora mode Bahraich 4.0o ! -- I * Major bridge planned at Ghaghara on Kumaria Ghat ** Newly built bridge at Ghaghara at Bhagalpur

2.2.7 COMMUNITY FACILITIES

All routes in phase il are dotted with small and large settlements, which has meant that a lot of facilities considered important by the people are located adjacent to the road. These include community resources like ponds, handpumps and wells, cultural properties like shrines, religious

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 25 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

structures and trees. Other amenities which are also located on the road side are health centers, hospitals and schools. Table 2.5 inventories the community facilities along the project routes.

Table 2.5: Community facilities within the COI of phase 11upgradation routes in UPSRP-11

Community Properties |ROUTES- IOA I I 7Bi 6 13 116 4B Total Hand pump J 227 j50 78 101 21 88 73 638 Temple/Shnne/Chabutra 19 6 13 r I 1 6 12 ISs 82 Mazar | I °o i °o ° ° I ° 0 Police Station 4 2 3 I 0 2 5 2 !0 14 nter / Girl's College I i0° 0! 0 01 3 Tube well 5 ° 0 0 10 ii 0 6 Well 7 0 7 I 0 12! 21 48 Grave yard I 3 I o 0o I o 6 Water Tap 1 S 2 '0 I 0 1 I 10 School i S______2 _i _9I Temple Plot 1_0_'_0 . 0 __I __0_ _0_ _0__I Pond !_0_._0 _4 '_2_0_ i'_6 _0_0 Water Tank 0 ' 0 , 0I__0_:_0_0_1_ _I_ Mosque I I 0 0 0 1 1 4 Petrol Pump _0_'_I_0 _2 ' ' _I _00 4 Hospital 0 00 0 0 0 0 0 Statue ! o o i o I o 2 BusStop 0 0 0 01 8 0 0 8 Total 280 i166 101 .120i 41 123 112 843

2.3 Traffic Projections

The traffic projections in UPSRP-11 used three alternative growth scenarios. The study has also taken into account the elasticity of growth in traffic as a function of total state income. A further conservative assumption in the analysis is that the elasticity of vehicle registrations relative to economic activity will decrease in later years. Two separate rates of growth have been calculated for the periods 2000-2010 and 2011 to 2020. The table 2.6 below gives the projected traffic along routes of phase 11.

able 2.6: Projected traffic along various routes in phase 11of UPSRP-11 L______Traffic Volumes From To F Two Wheelers Three Wheelers | Cars _ us7~esvehicles and Good 1001 2006 21 11 2006 120101 2DO6-- 2011- 2WI' 2006 2011 2001 - -- L _-0-6_: 201-1 Piltbhit Puranpur 732 ------1 1791 ! 4204 16 23 ' i2 633 ttO5 t879 '391 2259 3603 Puranpur .Khutar 1 130 1 4 7473 33 47i 166r 453 791 1344 1505 2559 4262 Bangarmau' Asiwan _ 1429 8208 ' 389 354 775 !1 217 6 ! 082 412 2031 3127 Asiwan Lucknow I 1429 3497 8208 389 554 1 775 1 211 627 1065 375 1986 3069 Sifflpur Biswan 355 t S69 2040 9 580 1013 1723 976 1712 2920 Biswan Ghaghara 869 2040 4 ! 6 i 9 1 291 1263 2148 I 747 i 2110 3517 Ramuwapur iTikkora 489 1197 1 2809 1 j 15121 153 1025 1743 860 1714 2804 489 i I I 1~~~~ 2 15 105 1743 860 I 1714 2804 Juntion ofI 1197 2809 12 13 Tikora mode I I 3 48 I 2 i A_mgatLh_ Mau___ 4 -2S92 _ 16609 27 395 _ 553 i 2400 4193 7 127 1171 1857 2901 Mau I Rasara j 940 2300 5399 1 113 1 160 ! 224 1 989 1728 2938 792 1263 1981

Government of Uttar Pradesh, Public Works Department, Lucknow, India 26 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV 'December 2003

______Traffic Volumes ______From TO Buses and Goods Two Wheelers Three Wheelers Cars vehicles -2001 2006]1 2011 2001 2006 2011 2001 I2006 12011 2001 2006 20=1 Rasara Phephana 457 11911 2796 93 133 1186_ 9899j~33 92j2 Gorakhpur Sikrianj 203 4 4 ~ 497__ 11684 335 476 1666 2446 15599 1 9516 1518 14325 6822 SAikriiga __ShankLarur 204 4975 I11684 335 476 666 2446 5599 I 9516 S?77 80 62 Ambari 630S1a42g3620 ItLI 221 1062 192 38 94 154 67 Sheeshma~ Manpur 1884 4610 1 10818 54I 76 .1071 964 1683 2861 p2729 4571 6913 IBazpur j - * Manpur (Uttarancha * 15 4610 10818 54 76 107 964 1683 2861 2729 4571 6913 ______Border) __ _J- 2L - -Deoria I - Saslempur 93 2289 5371 I 226 1322 14501 1149 23068 SaeprjBhagalpur 1935 1 3923- 101 I2017 3131 12289: 5371 226 322 L 4501690 1504 2356 I69 13353 2405 Beishara~ikanfdarur 761l 1861 I4368 Fs69 011 ______922 1623 1 28785137 721 !:132 76 1861 I 4368 56 13. 922 1623 1 2878 37 Sikandarpur Ballia 76 '_ _ _ _009_ 721 132 I ______2.4 Alignment Proposal

Most of the alignment of the phase 11routes are along existing SH/MDRIODR'. The proposals for upgradation and maintenance recommend concentric treatment. The provisions for upgradation include the creation of a 7 m wide pavement with hard and soft or only soft shoulders. Any minor corrections to the alignment will occur within existing RoW as far as possible and there will be land acquisition for bypasses, bridge approaches intersection of project routes with national highways sharp curve improvements. The following table 2.7 gives the details of the existing stretches in terms of their classification, lengths, proposed works and districts these routes traverse.

Table 2.7: Route Alignment Details for routes included in Phase II of UPSRP-ll

LinkL No. ~~~LinkDescriplion Ti a o Length From IProposed To I______(kmn) Works Ditct iPilibhit iTuranpur - H26 34.90 1 W2 Pilibhil _____Puranpur IKhutar I 5H26 37.50 W2 Lakhimpur EBansgarmau swa SH40 29.70 W2 IUnnao iAsiwan Lucknow via SH40 42.80 W2 Lucknow ______~~ ohan_ _ _ _ _ Sitapur. Biowan 1- C~~~~~~~~~~~~~30~ 30.50] -- t-rpur~- IBiswan --- ~ hgaaRvr I SH 30 30.50 W3 Sitapur IRaTuwapu I Tikora Mode I SH30 29.05 1 W3 Bahraich Tikora Mode - junction of SH13 ~. SH13 4.0 W3 __Bahraich AzamgarhŽau____ I SH34 4.76 -- -2------Mau Rasara -t- SH34 34.35 W2 Ballia Rasara Phephana I SH34 225 W Ballaand Mau Gakpur 4 Sikri_ganj D4 32.20 W2 Gorakhpur Skrgaj Shanka pr OD 6 2 Grkhpur Approach to jNew Alignment i 5.50 W2 Gorakhpur ______Gha har _ Br d E _ I ______I ______Kumariaghat Budhanpur start of ODR 10.80 W2 orakhpur . 1 ~~~~~YR~~~~~!L.----~ Budhanpur ~ ~ ~ ~ ~~~------Bypass i N4ewAinent 831 W2 Azamgarh End of Budhanpur Ahiraula i MDR 97 10.50 W2 Azam-ga-rh B-----pass------jAhiraula Bypass sj New AirfMemen 3.37 _W2 Azamgarh End of Ahiraula IAmbari j MDR 97 15.85 W2 launpur BypLass I: Ambari ShhSH34 F 131 W2 __jaunpur ISheeshama Doraha I manpur T MDR491- 37.85 w3 moradabad -_____ Manpur Bazpur ~~~~~~ ~~~~~~MDR1010.30 1 W3 I _Ram1pur IDeoria I Salempur SHOI 29.10 W2 Deoria

Only a couple of bypasses are planned for the settlements of Ahiraula and Budhanpur along Gorakhpur Shahgani route. The combined length is 1 1.68 km.

Government of Utts.Pradesh, PublicWorks Department, Lucknow, India 27 ProjectCo-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Salempur Bhagaipur SH01 16.70 W2 Deoria Bhagalpur Bridge site ODR 2.50 W2 Deoria Bridge site Belthara Road SH01/ODR 4.50 W2 Belthara sallia Sikandarp ur SHO1 2 3.40 W2 Ballia I Sikandarpur Ballia SH01 33.40 W2 Ballia Typical cross-sections for W2 and W3 option have been shown in figures 2.9 and 2.10 2.5 Available RoW Vis-a-Vis Carriageway

The range of corridor of impact, right of way, land available and to be acquired are given in Table - 2.8 below.

Table 2.8: Available RoW Visa Vis Carriageway Route Numbers Carriage Range or Average RoW Range of Land required for Land required way COI (m) (m) ! RoW (m) intersection ror up gradation width improvement (Ha) Pilibhit - Khutsr 12 I 12-29 52.5 45-60 0.39 Lucknow Bangarmau 0.57 12 12-24 21.5 15-27 1.03 st pur-Bahariach 12.04 12 12-26 27.5 20-35 0.59 6.08 Azamgarh - Phephna 12 12-24 20.0 15-25 0.87 7.16 Gorakhpur-Shahganj 1 12-25 20.0 15-25 1.11 10.17 Moradabad -BaZUr 12 12-29 52.5 45-60 0.21 3.31 Deoria - Ballia 12 ! 12-27 25.0 10-40 0.39 1.08 Apart from this 89.39 ha. Of land will be required for bypasses and another 58.5 ha for approaches for new bridges.

2.6 Other Proposed Project Features

In addition to the upgradation works like widening the pavement, a number of other features are also planned as part of the project. The special features to be implemented are highlighted in the following sub-sections. 2.6.1 BRIDGES

There are several minor bridges in the routes selected for phase li routes. Most of the bridges are in good condition and will not require any special works. Major bridges to be constructed under Phase 11on upgradation routes are-

Bridge on river Ghaghara at Kumaria Ghat on Gorkhpur-Shahganj route Bridge on river Ghaghara at Chailari Ghat on Sitapur Bahraich route In addition to above bridges three major bridges are proposed on maintenance corridors of Phase 11

Bridge over river Ganga on Badaun-Sikandara Rao route at Kachchala Ghat * Bridge over river Sharda on Lakhimpur - Belarayan route * Bridge over river Yamuna on Chhatta-Naujheel-Gomat-Bajana route In order to optimize the bridge length a detailed mathematical modeling study is under progress for the proposed bridges on Chailarighat, and Kumariaghat. This study is being conducted by IIT Kanpur. The completion of this study will be towards end of the year. The detailed environmental assessment of these bridges will be covered under separate cover after completion of study. Keeping this in mind a separate cover is planned for the EA major bridges.

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The approaches to these major bridges will be W3 cross sections. The approach length will be about one km on either side of bridges.

2.6.2 BYPASSES

The four bypasses included in the study will have a W3 cross section. In order to construct these bypasses land acquisition will be for a RoW of 45 m.

The length of these bypasses are as given below:

* Gaura Bad Shahpur - 6.342 km * Bangarmau - 1.851 km * Budhanpur - 8.310 km * Ahiraula - 3.370 km

Gaura Bad Shahpur bypass partly utilises earthen service road of existing irrigation canal. The bypass crosses two village roads (to Kukoova and Jivali villages) and about nine minor village access roads. Total land acquisition is 12.0 Ha for 45 m corridor width.

The Bangarmau bypass crosses three village roads. Total land acquisition for a 45 m corridor width is 8.10 Ha. The entire RoW will utilitse agriculture land.

Budhanpur bypass crosses 8-10 village roads. It crosses one major water body chhoti saryu river. The entire RoW utilises agriculture land. The total land acquistion will be 37.395 Ha.

Entire RoW of Ahiraula bypass will utilise agriculture land. It crosses Tonse river. Total land acquisition for this bypass is 15.165 Ha. More details of bypasses are covered in 'Analysis of Alternatives' chapter.

The existing Khairabad bypass, which is an ODR, has been included as part of route length for upgradation. This will help to bypass congested Khairabad town.

2.6.3 INTERSECTIONS

Major intersection taken up for improvement along Phase II project routes are given below:

Govemment of Uttar Prmdesh,Public Works Department, Lucknow, India 29 Project Co-ordinating Consultants (PCC) Services ror Uttar Pradesh State Roads Project Environmental Assessment (Phase U) DHV Consultants BV iber 2003

ROUTE: 3 Junction of NH-74 at start of project road Location i | At Km 2.500 on SH-26 Route 3 Type of intersection 4-arm Intersection (NH-74 with SH-26) arms leading to Philibhit town, Bareilly, l Bisalpur and Puranpur Present traMc _ LPredominantly of two wheelers, cycles and trucks. Peak hour tramc Moming Peak (11-12hrs) - 2048PCUs |_ I Evening Peak (16-17 hrs) - 2006 PCUs Estimated traMrc : Moming Peak- 5311PCU Evening Peak - 5204 PCU !______i (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate .______'tuming_ radii, ongoing development along project road, poor Proposed Improvement geometric features. Widening of all arms, provision of footpath and channelisers for left tuming project ; r oad, adequate tuming radii on all arms, bus bays etc. PURANPUR JUNCTION (I) Location : At Km 37.500 on SH-26 Route 3 Type of intersection 3-legged Intersection with a arm leading to Puranpur town Present traMc . Predominantly of two wheelers, cycles and trucks. Peak hour traffic Moming Peak(10-11 hrs) -71 1PCUs Evening Peak ( 14-15 hrs)- 722 PCUs Estimated trafric , Moming Peak - 1844PCU Evening Peak - 1873 PCU _ (assuming a growth rate of 10% pa) Present situation . Congested area, informal activities around, heavy pedestrian movement, inadequate _ tuming radii, ongoing development along projea road, poor geometric features. Proposed Improvement Widening of all arms, provision of footpath and channelisers for left tuming project __road, adequate tuming radii on all arms, bus bays etc. PURNPUR JUNCTION NEAR (2) Location IAt Km 40 800 on SH-26 Route 3 Type of intersection 4-armintersection (SH-26 with MDR-26) arms of intersecting roads leading to Puranpur and Bhanda Present traffic Predominantly of two wheelers, cycles and trucks Peak hour trarric Moming Peak ( 9-0hrs) - I IOOPCUs Evening Peak( 14-15 hrs) - 1453 PCUs Estimated trafric Morning Peak - 2853PCU i Evening Peak - 3769 PCU (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of all arms, provision of footpath and channelisers for left turming project road, adequate tuming radii on all arms, bus bays etc KHLTAR JUNCTION AT END OF PROJECT ROAD Location At Km 75.200 on SH-26 Route 3 Type of intersection 2 staggered 3-arm Intersections(SH-26 with SH-25) First being at 250 m before end of project road with an arm leading to , second at the end of project road with ramsleading to Khutar town and Gola Present traMfc I Predominantly of two wheelers, cycles and trucks Peak hour traffic Moming Peak (10-lI hrs)-819PCUs _ Evening Peak (15-16 hrs) - 712 PCUs Estimated trafric Moming Peak-2124 PCU Evening Peak - 1845 PCU _ (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate i1um1ing radii, ongoing development along project road, poor geometric features Proposed Improvement First of the two intersections was an acute angle junction the approach was realigned to have a right-angled crossing with the project road. The other major improvements proposed are widening of all arms, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays etc. ROUTE: 4B BUDDHESWAR JUNCTION (ALAMNAGAR) AT START OF PROJECT ROAD Location 2.6.1 AT KM 16 200 0N SH-40 ROUTE 4B

Type of intersection 4-arm lntersection(SH-40with NH-25ByePass) of project road with ring road connecting Kanpur NH-25 road, road and another arm SH-40 leading to _ Lucknow town.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India Project 30 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Present trafMc i Predominantly of two wheelers, cycles and trucks. Peak hour traffic j: Moming Peak( 10-1I hrs) - 2018 PCUs ____- ____ _Evening Peak( I1-I8 hrs)- 1935 PCUs Estimated traffic T Moming Peak - 5234 PCU Evening Peak - 5020 PCU ______(assuming a growth rate of 10%/0pa) Present situation 1 | Congested area, informal activities around, heavy pedestrian movement, inadequate turning radii, ongoing development along project road, poor geometric features. Proposed Improvement TWidening of all arms, provision of footpath and channelisers for left tuming project I______road, adequate tuming radii on all anms, bus bays etc. MOHAN JUNCTION

Location I At Km 35.00 on SH-40 Route 4B Type of intersection t! 3-arm Intersection (SH40 with ODR) an arm leading to Mohan town(ODR) Present traffic i X Predominantly of two wheelers, cycles and trucks. Peak hour trafric Moring Peak (10-1I hrs)- 1652PCUs I Evening Peak ( 15-16 hrs)- 1186 PCPs Estimated trafric Moming Peak - 4284 PCU Evening Peak - 3076 PCU ___ _ (assuming a growth rate of 10% pa) Present situation j Congested area, informal activities around, heavy pedestrian movement, inadequate . tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of all arms, provision of footpath and channelisers for left tuming project ,_i road, adequate tuming radii on all arms, bus bays etc. UNNAO ROAD JUNCTION

Location At Km 36.00 on SH-40Route 4B Type of intersection I 3-arm Irntersection(SH-40 with ODR)an arm leading to Unnao(ODR) Present traffic i Predominantly of two wheelers, cycles and trucks. Peak hour traffic : Moming Peak ( hrs) - PCUs I Evening Peak (15-16hrs) - 751 PCUs Estimated traffic Moming Peak - 1700 PCU Evening Peak - 1949 PCU i (assuming a growth rate of 10% pa) Present situation i Congested area, informal activities around, heavy pedestrian movement, inadequate i_tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Due to potential diverted and generated traffic the Junction is designed as a rotary i intersection. Major improvements proposed are widening of all arms, provision of l______I footpath, adequate tuming radii on all arms, bus bays etc. MIVAGANJ JUNCTION

Location At Km 55.00 on SH-40 Route 4B Type of intersection i 4-arm Intersections (SH-40 with MDR-3 1)arms of intersecting road leading to Unnao __and respectively Present trafric Predominantly of two wheelers, cycles and trucks. Peak hour traffic Moming Peak ( 11-12hrs) - 888PCUs Evening Peak( 14-15 hrs) -936 PCUs Estimated traffic Morning Peak- 2303 PCU Evening Peak -2426PCU , (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate j tuming radii, ongoing development along project road, poor geometric features Proposed Improvement : Widening of all arms, provision of footpath and channelisers for left tuming project __I road, adequate tuming radii on all arms, bus bays etc BNAGARMAU JUNCTION AT END OF PROJECT ROAD

Location At Km 86.400 on SH40 Route 4B Type of intersection 2 staggered 3-arm Intersections(SH40 withSH-38) First being end of project road (SH-40) with SH-38 arms leading to Bangarmau town, Maharajganj, second at 250 m _ on SH-38 towards Unnao with SH40 leading to Bilhaur Present trafric I Predominantly of two wheelers, cycles and trucks. Peak hourtraffic j Moming Peak (0- I Ihrs)- 1329PCUs i Evening Peak ( 15 -16 hrs)- 1993PCUs Estimated trafric : Moming Peak - 3446PCU Evening Peak - 5170 PCU .______,(assuming a growth rate of 10% pa) Present situation j Congested area, informal activities around, heavy pedestrian movement, inadequate !______ituming_ radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of all arms, provision of footpath and channelisers for left tuming project road. adequate tuming radii on all arms, bus bays etc.

Govermment of Uttar Pradesh, Public Works Department, Lucknow, India 31 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

ROUTE: 6 JUNCTION OF NH-24 AT START OF PROJECT ROAD Location 1: At Km 415.200 on NH-24 Route 6 Type ofintersection j 3-arm Intersection(NH-24 with SH-30) of project road with NH-24 connecting __ _ -__ _ _ Lucknow and Delhi. Present tramc Predominantly of two wheelers, cycles and trucks. Peak hour traMffc Moring Peak ( I I- I 2hrs) - 1491 PCUs I______fing Peak ( 15-16 hrs)- 1475 PCUs Estimated traMffc Moming Peak - 3868PCU Evening Peak- 3826 PCU _ I (assuming a growth rate of 10% pa) Present situation i 1Congested area, informal activities around, heavy pedestrian movement, inadequate i tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement As a railway level crossing is located at 130 m from the NH Junction on the project road widening of project road was restricted to 7 m only, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays I______I_ _ etc. JUNCTION AT START OF KHAIRABAD BYPASS Location At Km 91.600 on SH-30 Route 6 Type of intersection 4-arm Intersection(SH-30 with Start ByePass) of project road with Khirabad bypass i and a road to Macharehata. Present traMc Predominantly of two wheelers, cycles and trucks. Peak hour traMc ; Moming Peak ( hrs)- 1491 PCUs , Evening Peak (hrs)- 1476 PCUs Estimated traMc Moming Peak - 4000 PCU Evening Peak - 4000 PCU :______I(assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate _ tuming radii, ongoing development along projec road, poor geometric features. Proposed Improvement Widening approach roads, provision of footpath and channelisers for left tuming _ project road, adequate tuming radii on all arms, bus bays etc JUlNCTION AT END OF KHAIRABAD BYPASS

Location At Km 87 700 on SH-30 Route 6 Tvpe of intersection 3-arm Intersection (SH-30 with End ByePass) of project road with Khirabad bypass Present traffic Predominantly of two wheelers, cycles and trucks. Peak hour traffic i Moming Peak ( hrs)- 1491 PCUs i Evening Peak ( hrs)- 1476 PCUs Estimated traffic Moming Peak - 4000 PCU Evening Peak - 4000 PCU , (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate j tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of approach roads, provision of footpath and channelisers for left turning project road, adequate tuming radii on all arms, bus bays etc. BISWAIN JUNCTION

Location At Km 64.500 on SH-30 Route 6 Type of intersection 4-arm Intersection (SH-30 with MDR-23C)of project road MDR to and road to Biswan town. Present trafric Predominantly of two wheelers, cycles and trucks. Peak hour trafric Moming Peak (10-1I hrs) -1626PCUs Evening Peak ( 15-16 hrs) - 1484 PCUs Estimated traffic . Moming Peak - 4218 PCU Evening Peak - 3850 PCU (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left i tuming project road, adequate tuming radii on all arms, bus bays etc TIKORA MODE JUNCTION

Location At Km 5.00 on SH-30B Rout 6 Type of intersection 3-arm Intersection (SH-30B with SH-13)of project road connecting Lucknow and -______! Behraich SH-13. Present traffic Predominantly of two wheelers, cycles and trucks. Peak hour traffic ' . Moming Peak ( hrs) - 750 PCUs I__ Evening Peak( 16-17hrs)-699PCUs Estimated traMc | Moming Peak - 1900 PCU .__ __ | Evening Peak -1814 PCU

Government of Uttar Pradesh, Public Works Department, Lucknow, India 32 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Projcct Environmental Assessment (Phase 11) DHV Consultants BV December 200 3

(assuming a growth rate of 10% pa)

Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate Piose I emetumingradii, ongoing development along project road, poor geometric features. Propsosed Improvement 1: Widening of approach road widths, provision of footpath and channelisers for left I tuming project road, adequate turning radii on all arms, bus bays etc.

ROUTE: 7B AZAMGARH JUNCTION AT START OF PROJECT ROAD

Location i I At Km 270.00 on SH-34 Route 7B Type of intersection I3-armntersection(SH-34 with City Road) of project road leading to Azamgarh city. Present trafftc Predominantly of two wheelers, cycles and trucks. Peak hour traffic I I Moming Peak (11-12 hrs) - 2337PCUs ._I Evening Peak ( 15-16hrs) - 2093PCUs Estimated traMc Moming Peak- 6061 PCU Evening Peak - 5429PCU .__ _ __ |(assuming_ a growth rate of 10% pa) Present situation i Congested area, informal activities around, heavy pedestrian movement, inadequate a I_tuming radii, ongoing development along project road, poor geometric features Proposed Improvement j Widening of approach road widths, provision of footpath and channelisers for left j tuming project road, adequate tuming radii on all arms, bus bays etc. MEHNIUDABADJUNCTION(I)

Location : At Km 290 00 on SH-34 Route 7B Type of intersection ' 3-arm Intersection (SH-34 with MDR-94)of project road leading to Ghosi city MDR 94 Present traMc i Predominantly of two wheelers, cycles and trucks. Peak hour traMc Moming Peak ( 11-12hrs)- 1178PCUs _ j Evening Peak ( 16-17 hrs) - 967 PCUs Estimated traflic Moming Peak - 3055PCU Evening Peak - 2509PCU I' (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate .______',tuming radii, ongoing development along projea road, poor geometric features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for lefl tuming project road, adequate tuming radii on all arms, bus bays etc. MEJIMEUDABAD JUNCTION (2)

Location : At Km 292 00 on SH-34 Route 7B Type of intersection 34-arm Intersection (SH-34 with MDR-53)of project road leading to MDR- 53 and a .roadleading to Mehmudabd town. Present traffic Predominantly of two wheelers, cars, cycles and ctcle ricksha. s Peak hour traffic Moming Peak (10-1 Ihrs) - 1669PCUs ______EveningEv_ Peak (15-16 hrs) - 2160 PCUs Estimated traMc ! Moming Peak- 4337PCU Evening Peak - 5603PCU , (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate - tuming radii, ongoing development along project road, poor geometric-features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left _ tuming project road, adequate tuming radii on all arms, bus bays etc. JUNCTION AT START OF MAU BYPASS

Location i At Km 308.400 on SH-34 Route 7B Type of intersection 3-arm Intersection (SH-34 with Stan ByePass) of project road leading to Byepass Mau I lcity. Present trafc . Predominant,l of two wheelers, cars, cycles and trucks. Peak hour traic C i Moming Peak (9-10 hrs) - 596PCUs ! Evening Peak ( 14-15 hrs) - 542 PCUs Estimated trafrc ,: IMorning Peak - 1547 PCU j jEvcning Peak - 1406 PCU i(assuming a growth rate of IO%pa) Present situation ,: .Congested area, informal activities around, heavy pedestrian movement, inadequate ', I tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement ,: !Widening of approach road widths, provision of footpath and channelhsers for left jtuming project road, adequate tuming radii on all arms, bus bays etc. JUNCITION OF NH-29 AT END OF MAU BYPASS

Location ': At Km 293.00On NH-29 Route 7B Type of intersection 1 3-armmIntersection (SH-34 with NH-29)of project road leading to Varnas. and~

Govemmnent of Uttar Pradesh, Public Works Department, Lucknovv, India 33 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

| Gorakhpur NH-29. Present traffjic Predominantly of two wheelers, cars, buses and trucks. Peak hour trame Moming Peak ( hrs)- 522 PCUs Evening Peak ( 16 -1718 hrs)- 522 PCUs

Estimated trafric Moming Peak - 1553 PCU Evening Peak- 1353 PCU I__ _ __ I(assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate ______|tuming radii, ongoing development along proiect road, poor geometric features. Proposed Improvement I Widening of approach road widths, provision of footpath and channelisers for left ______!tuming project road, adequate tuming radii on all arms, bus bays etc. BALLIA MODE JUNCTION OF NH-29

Location At Km 287.00on NH-29 Route 7B Type of intersection 3-arm Intersection (SH-34 with NH-29)of project road leading toVaranasi and . Gorakhpur NH-29. Present traffic Predominantly of two wheelers, cars and trucks and cycles. Peak hour traMc i Moming Peak ( hrs)- 984 PCUs ______!Evening_ _ Peak( 16-l7hrs)-884PCUs Estimated trafric Moming Peak - PCU Evening Peak -2292 PCU '.___ _ _,(assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate ! tuming radii, ongoing development along project road, poor geometric features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays etc. RASRA JUNt-TION

Location i At Km 353 200On SH-34 Route 7B Type of intersection 3-arm Intersection(SH-34 with MDR-I 7) of project road leading to Rasra city and .__ _ __,Nagra MDR-I 7 Present traffic Predominantly of two wheelers, cycles and trucks. Peak hour trafric Moming Peak (11-12 hrs) -2473 PCUs , Evening Peak ( 16-17 hrs)-2128 PCUs Estimated traMc Moming Peak- 6414PCU Evening Peak - 5518PCU (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left I tuming project road, adequate tuming radii on all arms, bus bays etc. PHEPHANA JUNCTION OF NH-19 AT END OF PROJECT ROAD

Location At Km 68 400 on NH- 19 Route 7B Type of intersection .: !3-arm Intersection (SH-34 with NH-19)ofproject road leading to Baxer NH-19 Present trafrc : Predominantly of two wheelers, cycles and trucks. Peak hour trafric Moming Peak (9-10 hrs)- 844PCUs Evening Peak ( 15-16 hrs) -936 PCUs Estimated traffc .: ,Moming Peak - 2190 PCU jEvening Peak - 2428 PCU (assuming a growth rate of I10%pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along projec road, poor geometric features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays etc. ROlTE: IOA HARAIYA CHUNGI JUNCTION OF NH-28

Location CogeAtKm 260.050 on NH-28 Route I OA Type of intersection : . 1 3-arm Intersection (NH-28 we h MDRe49)of project road leading to Belghat town MDR-49 Present trarc ,: WPredominantly of two wheelers, cycles jeeps and trucks Peak hour trafrc : iMommng Peak (I11-12 hrs) - 1715PCUs -ov t of tEveninpr Peak( 16-17 hrsLoI- 795 PCUs Estimated trainc : Moming Peak - 4447 PCU j Evening Peak - 4656 PCU (assuming a growth ratc of IO%pa) Present situation .: jCongested area, informal activities around, heavy pedestrian movemente,tinadequate : uming radii, ongoing de-velopment along project road, poor geometri'c featres Proposed Improvement W:iWdening of approach road widths, provision of footpath and channelisers for left

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 34 Project Co-ordinating ConsultanEs (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase U) DHV Consultants BV 'December 2003

|i tuming project road, adequate turning radii on all arms, bus bays etc. BASTI MODE JUNCTION

Location I |At Km 90.400 on SH-72 Route I OA Type of intersection I 3-arm Intersection(SH-72 with End MDR-49) of project road leading to Belghat town Present traffMc : | Predominantly of two wheelers, cycles and jeeps. Peak hour traMc i Moming Peak (hrs)- 489 PCUs | Evening Peak ( 14-15 hrs) - 489 PCUs Estimated traMc i Moming Peak- 1267 PCU l Evening Peak - 1267 PCU (assuming a growth rate of 10/. pa) Present situation I Congested area, informal activities around, heavy pedestrian movement, inadequate I tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays etc. BELGHAT MODE JUNCTION

Location At Km 92.500 on SH-72 Route 10A Type of intersection i 3-arm Intersection (SH-72 with ODR) of project road wit leading to Belghat town ODR. Present tragMc: Predominantly of two wheelers, cycles and jeeps. Peak hour traMc; Moming Peak (11-12 hrs) -401 PCUs Evening Peak ( 16-17 hrs) - 452 PCUs Estimated traffic Moming Peak- 1040 PCU Evening Peak- 1173 PCU I (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate ' I_ tuming radii. ongoing development along proiect road, poor geometric features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left .______!tuming project road, adequate tuming radii on all arms, bus bays etc AMBARI JUNCTION

Location At Km 226.700 on SH-34Route 10A Type of intersection . 4-arm Intersection (SH-34 with MDR-97)of project road leading to Azamgrah SH-34 and Didarganj MDR-97. Present trafric : Predominantly of two wheelers, cycles and jeeps. Peak hour traMc Moming Peak (9-l0hrs) -1516PCUs Evening Peak ( 15-16 hrs)- 2284PCUs Estimated traMc Morning Peak -73933PCU Evening Peak - 5924 PCU !______,(assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate _ tuming radii, ongoing development along project road, poor geometric features Proposed Improvement Widening of approach road widths, provision of footpath and channelisers for left I______!tuming project road, adequate turning radii on all arms, bus bays etc SHAHGANJ JUNCTION

Location At Km 215.800 SH-34 Route I0A Type of intersection 3-arm Intersection (SH-34 with Flyover Roadpf project road leading to Sultanpur. Present trafric Predominantly of two wheelers, cycles and jeeps Peak hour trafric Morning Peak (s0-1 Ihrs)-1551PCUs Evening Peak ( 14-15 hrs)- 1316PCUs Estimated traffc Morning Peak -4022PCU i Evening Peak -3412 PCU I (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement emn f approach road widths, provision of footpath and channesers for left Projt Cn Ctumring project road, adequate tuming radii on all adms, bus bays etc. ROUTE : I11 Moradabad Junction at the start of the project road

Location : At Km I15.00 M DR-65 Route I I Type of interseco 3amIttion io S4Iwith MDR465pof project road leading to Manpur MDR465 Prtsent trmMc : Predominantly oftwo wheelers, cycles and jeeps Peak hour traMc ,Moming Peak (hrs) - 601 PCUs Evening Peak ( 15-16 hrs) -601 PCUs Estimated traMc !: |Moming Peak - 1600 PCU Evening Peak - I1559PCU I(assuming a growth rate of I10% pa) Present situation ! !Congested area, mnformmalactivities around, heavy pedestria noeent,inadequate iItuming radii. ongoing development along project road, poor geom22etricfeatures.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 35 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV Decen.oer 2003

Proposed Improvement I Widening of approach road widths, provision of footpath and channelisers for left i j tuming project road, adequate tuming radii on all arms, bus bays etc. RAMPUR JUCTION Location i At Km 37.800 MDR-49 Route II Type of intersection i 3-armIntersection ( End of MDR-65 with MDR-49)of project road leading to Manpur I I and Rampur MDR-49 Present trafMc Predominantly of two wheelers, cycles and jeeps. Peak hour trafric Moming Peak (hrs)- 517 PCUs Evening Peak ( 16-17 hrs) - 517PCUs

Estimated traffic ! Moming Peak- 1400 PCU Evening Peak - 1340 PCU I (assuming a growth rate of 10% pa) Present situation i Congested area, informal activities around, heavy pedestrian movement, inadequate l I tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement ; Widening of approach road widths, provision of footpath and channelisers for left i tuming project road, adequate tuming radii on all arms, bus bays etc. ROUTE:16 RUDRAPUR3JUNCTION Location At Km 148.00 SH-04 Route 16 Type of intersection 3-arm lntersection(SH-01 with MDR-153E)ofprojectroad leadingtoGorakhpurSH- I 01 and Rudrapur MDR-153E Present traffic Predominantly of two wheelers, cycles and jeeps. Peak hour trafric : Moming Peak (Il1-12hrs) -34231 PCUs Evening Peak ( 16-17 hrs) - 2948PCUs Estimated traffic Moming Peak -8879PCU Evening Peak - 10240 PCU (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features Proposed Improvement : Widening of approach road widths, provision of footpath and channelisers for left tuming project road, adequate tuming radii on all arms, bus bays etc. Kundauli Junction

Location I At Km 186.300SH-01 Route 16 Type of intersection .i 3-am Intersection (SH-01 with SH-72) ofprojectroad wi leading to Bhagalpur SH-01 and Lar SH-72

Present trafric ! Predominantly of two wheelers, cycles and jeeps. Peak hour traMc Moming Peak (hrs)- 187 PCUs Evening Peak ( 14-15 hrs) - 207PCUs Estimated traffic Moring Peak- 600 PCU ! Evening Peak -537 PCU I (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate tuming radii, ongoing development along project road, poor geometric features. Proposed Improvement ; Widening of approach road widths, provision of footpath and channelisers for left ' tuming project road, adequate tuming radii on all arms, bus bays etc. BELTHARA JUNCTION

Location . At KM196.950 SH-1ORoute 16 Type of intersection 3-arm Intersection (SH-01 with MDR-17)of project road leading to Balia SH-01 and Nagra MDR-I 7 Present traffic Predominantly of two wheelers, cycles and jeeps. Peak hour traffic Moming Peak (hrs) -I PCUs i__ ___ i Evening Peak ( 17-18 hrs) - 51I PCUs Estimated trafric Morning Peak -PCU - Evening Peak- 1325PCU , (assuming a growth rate of 10% pa) Present situation Congested area, informal activities around, heavy pedestrian movement, inadequate _ _ _ _ _ituming __ radii, ongoing development along project road, poor geometric features. Proposed Improvement 1 Widening of approach road widths, provision of footpath and channelisers for left ,______,tuming project road, adequate tuming radii on all arms, bus bays etc Sikanderpur Junction

Location i At Km 219.800 SH-0 I Route 16 Type of intersection 3-arm Intersection (SH-01 with SH-IB )of project road leading to Balia SH-Oland i Maniar SH-I B. Present trafric i i Predominantly of two wheelers, cycles and ieeps. Peak hour traffIc I i Moming Peak (9-lOhrs) -629PCUs

Govermment of Uttar Pradesh, Public Works Department, Lucknow, India 36 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants Bv December 2003 \

Evening Peak( 15-16 hrs)-602PCUs Estimated trafric Moming Peak -163OPCU Evening Peak -1562PCU ______(assuming a growth rate of I O/. pa) Present situation Congested area, inforinal activities around, heavy pedestrian movement, inadequate tuming radii. ongoing development along project road, poor geometric features. Proposed Improvement 1 Widening of approach road widths, provision of footpath and channelisers for left _ _I tuming project road, adequate turning radii on all arms, bus bays etc.

2.6.4 PAVEMENT OPTIONS AND STRUCTURE

Except for the settlements where flooding occurs frequently, the pavements along all the routes are flexible. At locations where regular flooding occurs, brick-paved roads have been constructed. The design for widened pavement also considers a flexible pavement for all the routes. To ensure service during flooding, rigid cement concrete pavement has been suggested in place of brick- paved roads. In the maintenance routes too, the provisions of pavement are based on flexible pavement design. In this case 0.6 m wide concrete blocks are suggested to effect widening in stretches where the pavement width is between 4m and 6 m. The design life of the pavement is 10 years with overlays in the 6 1hyear. However, the base and sub-base are designed for a design life of 15 years.

2.6.5 OVERVIEW OF THE IMPACTS OF THE PROJECT

The project will provide much needed connectivity to the vast rural areas of Uttar Pradesh. The improved connectivity will undoubtedly bring prosperity to these economically under-developed regions.

The direct and measurable benefits of the project rise from the Vehicle Operating Costs and Travel time costs. The other direct benefits include the improved access, the local produce will have to regional markets & industrial products to the vast untapped rural markets, better access to health and education facilities. Construction related jobs would be created during the implementation stage of the project. There will be an increase in the safety and comfort of the road users - whether pedestrian or vehicle-user. In fact, poverty alleviation has been one of the main objectives of the project, which has led to selection of several roads in eastern Uttar Pradesh for upgradation.

Indirect benefits of the project include the better business opportunities and increased competitiveness within the area. Increased mobility of the population will mean far more integration of the region in economic, social and political terms as one entity.

There will also be adverse impacts of the project relating to the strife in the local population, increased strain on environmentally sensitive receptors, consumption of (non-renewable) resources, increased pollution loads during construction period, etc. Indirect adverse impact would include the increased ribbon development of settlements, risk of accidents of increased severity, unregulated access to previously secluded areas, etc. These adverse impacts are the focus of the subsequent chapters, since project justification would have highlighted in considerable detail the benefits of the project.

Government of uttar Pradesh, Public Works Department, Lucknow, India 37 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV Decem.,er 2003

3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

This chapter presents a review of the existing institutions and legislation relevant to this project at the National and State levels. Regulations concerning procedures and requirements that may directly concern the project, the capacity of the concerned institutions and their ability to successfully implement the Environmental Management Measures have been addressed in this chapter. Also, this chapter presents the various issues related with the framework in place for environmental clearance of highway projects with reference to the central government, state government of UP and requirements of the World Bank.

The UPSRP II is a World Bank funded project. It is a category A project due to cumulative magnitude of social and environmental impacts. The World Bank operative directive 4.01 requires environmental assessment (EA) of projects proposed for bank financing to help ensure that they are environmentally sound and sustainable, and thus improve decision making. The UPPWD has taken up a detailed environmental assessment of UPSRP II to meet the requirements of World Bank policies in addition to the requirements of statutory undertakers of the country. 3.1 Institutional setting for the project

An understanding of the institutional setting of the UPSRP-11 will help ensure its smooth implementation. The identification of the major stakeholders, their respective roles and analysis of the policy and legislation that govern their functioning are necessary to understand and appreciate their contribution to the successful completion of the project.

The Uttar Pradesh Public Works Department (UPPWD), the project proponent of the UPSRP-11, is responsible for the overall project, including the project preparation and implementation. Though the primary responsibility is vested with the PWD, there are several institutional players with varying degrees of responsibilities, which is presented in the following sections.

3.1.1 UTTAR PRADESH PUBLIC WORKS DEPARTMENT (UPPWD)

The Uttar Pradesh Public Works Department is a massive organisation having about 1500 engineers on its payroll and staff strength of around 65,000. The Engineer-in-Chief is the head of the organisation, which has 23 chief engineers and a chief architect to assist him carry out the works for 180,000 km of roads in the state. One Chief Engineer is exclusively in-charge of externally funded projects. A superintending engineer works as the Project Director for this and such other projects under the Chief Engineer.

3.1.2 PROJECT IMPLEMENTATION UNIT

A Project Implementation Unit assists the Project Director (PD) to ensure the smooth implementation of the project The PIU consists of an Executive Engineer and 2 Assistant Engineers. Of the two assistant engineers assigned to the PIU, one looks after the Environmental aspects and the other looks after the issues related with Resettlement and Rehabilitation. They constitute the key officials of the environmental cell and are responsible for monitoring the activities of the various contractors, PCC, SC, etc. hired by the UPPWD to assist in the implementation of the project.

Details of the modus operandi of the PIU and the environmental cell' are detailed in the Chapter 10 entitled Implementation Arrangements

The institutional arrangements and the capacity building of the PWD with respect to the Environmental and Sooial Aspects have been assessed as part of the SEA, carried out during the feasibility study for the project. The setup and the implementation mechanisms have been detailed out in this report based on the framework that has been worked out for the project in the SEA.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 38 Project Co-ondinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase U) DHV Consultants BV December 2003

3.2 Institutional Setting in the Environmental Context

32.1 MINISTRY OF ENVIRONMENT AND FORESTS

A separate Ministry of Environment and Forests functions with a cabinet minister and minister of state along with several secretaries, each assigned to a specific department within the ministry. The primary responsibility for administration and implementation of the Government of India's policy with respect to environmental management, conservation, ecologically sustainable development and pollution control rests with the Ministry. The MoEF is supported by the Central Pollution Control Board (for industrial pollution control), Wildlife Board of India (for conservation of wildlife) and other such autonomous bodies.

3.2.2 REGIONAL OFFICE OF THE MOEF, LUCKNOW

The MoEF has several regional offices around the country for carrying out its mandate locally. For this project, the Regional Office is in Lucknow.

3.2.3 CENTRAL POLLUTION CONTROL BOARD (CPCB)

The Central Pollution Control Board is mostly as an advisor to the Central Government and the State Pollution Control Boards. Its responsibilities relevant to this project include inter alia the following: * Plan and implement water and air pollution programs; * Advise the Central Government on water and air pollution programs; * Set air and water quality standards; and * Co-ordinate the State Pollution Control Boards.

3.2A DEPARTMENT OF FORESTS, GOVERNMENT OF UTTAR PRADESH

The department of Forests, GoUP is responsible for the management and administration of the forest resources in the state. Realising the importance to increase the forest cover in the state, the GoUP has carried out various afforestation schemes. Also, the roadside plantations along the entire state have been designated as protected forests. The State Forest Department is also in-charge of the maintenance of roadside plantation. Its Social Forestry section will be responsible for the implementation of the compensatory afforestation programme in lieu of trees cut during the project.

3.2.5 UTTAR PRADESH POLLUTION CONTROL BOARD

The Uttar Pradesh Pollution Control Board (UPPCB) will be the government agency responsible for ensuring the compliance with the relevant standards related to discharges into the environment. The following activities of the UPPCB will be relevant to the project: * Planning and executing state-level air and water quality initiatives; * Advising state governments on air, water and industry issues; * Establishing standards based on National Minimum Standards; * Enforcing and monitoring of all activities within the State under the Air Act, the Water act, the Cess Act, etc.; * Issuing No-objection Certificates (NOC) for industrial development, defined in such a way as to include road projects like UPSRP-II. 3.3 Legal framework

The Indian Constitution makes environmental protection an explicit duty for every citizen by the inclusion of the following passage: 'It shall be the duty of every citizen of India to protect and improve the environment, including forests, lakes, rivers, wildlife and to have compassion for living creatures.' In additi'on, Government

Government of Uttar Pradesh, Public Works Department, Lucknow, India 39 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

of India has laid out various policy guidelines; acts and regulations pertaining to the sustenance of environment and these have been explained in the following sub-sections.

3.3.1 THE FOREST (CONSERVATION) ACT, 1980

The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest area and felling of roadside plantation. Depending on the size of the tract to be cleared, clearance are applied for at the following levels of government:

* If the area of forests to be cleared or diverted exceeds 20ha (or, 1Oha in hilly area) then prior permission of Central Government is required; * If the area of forest to be cleared or diverted is between 5 to 20ha, the Regional Office of Chief Conservator of Forests is empowered to approve; * If the area of forest to be cleared or diverted is below or equal to 5ha, the State Government can give permission; and * If the area to be clear-felled has a forest density of more than 4 0%, permission to undertake any work is needed from the Central Government, irrespective of the area to be cleared.

The above clearance procedure has been shown in the form of flow chart in Figure 3.1

Box 3.1 : Applicability of the Forest (Conservation) Act, 1980 Roadside Strip Plantation In 1986, when MoEF enacted the Environment Protection Act, the entire linear stretches of roadside plantations along the highways were declared as protected forest in certain States, Uttar Pradesh being one of these. Although the land is under the control of the highways department, due to its protected status, clearance is required to cut roadside trees. Applicability of the provisions of the Forest (Conservation) Act, 1980 to the linear (road or canal side) plantations was modified by a notification from the Gol, MoEF, dated 18 February 1998. The new notification recognizes that the spirit behind the Forest (Conservation) Act was conservation of natural forests, and not strip plantations. In the case of the notified to be protected roadside plantations, the clearance now may be given by the concemed Regional Offices of the MoEF, irrespective of the area of plantation lost. While issuing the approval, in place of normal provision for compensatory afforestation, the Regional Offices will stipulate a condition that for every tree cut at least two trees should be planted. If the concerned Regional Office does not accord the decision within 30 days of the receipt of fully completed application, the proponent agency may proceed with the widening/expansion under intimation to the State Forest Department, and MoEF. Forest Land Restrictions and clearance procedure proposed in the Forest (Conservation) Act applies wholly to the natural forest areas, even in case the protected/designated forest area does not have any vegetation cover.

3.3.2 THE ENVIRONMENT (PROTECTION) ACT, 1986 AND THE ENVIRONMENTAL IMPACT ASSESSMENT NOTIFICATION, 1994

The Environmental (Protection) Act, 1986 is the umbrella legislation providing for the protection of environment in the country. This Act provided for the Environment (Protection) Rules, which were formulated in 1986, The Environmental Impact Assessment Notification, 1994 and the Amendment thereto (April 1997). As per the Amendment, no formal environmental clearance from the ministry is required for highway widening, strengthening projects if they do not cut across or pass through environmentally sensitive areas as reserved forests, wildlife sanctuaries, biosphere reserves etc.

Government of uttar Pradesh, Public Works Department, Lucknow, India 40 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Also, the bypasses are to be treated as separate projects and require an EIA only if each one costs more than INR 500 million. (Annex 1). Under 'The Environment (Protection) Act', 1986, the developmental project require clearances from the State Pollution Control Board and Ministry of Environment and Forests, New Delhi. The procedure for obtaining environmental clearance has been depicted in Figure 3.2. One upgradation route namely Pilibhit - Puranpur - Khutar passes through two reserved forests.

Figure 3.1 Flowchart showing various steps Involved In examination of cases received under Forest Conservation Act and Clearance Act

APPLICATION OF USER AGENCY TO D F 0O

COLLECTOR SCRUTINY OF APPLICATION IDENTIFICATION OF NON-FOREST PREPARATION OF FORMAL 4 - LAND

CONSERVATOR OF FOREST SCRUJTINY. RECOMMENDATION | + NODAL OFFICER

SCRUTINY, REMARK. RECOMMENDATION OF PRINCIPLE CCF

+ STATE GOVERNMENT (FOREST DEPARTMENT)

SCRUTINY, REMARKS, RECOMMENDATION RCCF (PROPOSAL MEF (PROPOSAL ABOVE R UPTO 20 HECTARES) +r sn HFCTARF ;) C SITE INSPECTION FOR LI PROPOSALS ABOVE 40 Ho OF EXAMINATION * F FOREST LAND

EXAMINATION AND FINAL DECISION FOR CASES UPTO 5 Ha FOREST ADVISORY LAND EXCEPT THOSE OF MINING AND ENCROACHMENT COMMITTEE

RECOMMENDATION OF EXAMINATION AND PUTTING BEFORE STATE ADVISORY GROUP FOR ADVISORY COMMITTEE PROPOSALS OTHER THAN THOSE MENTIONED ABOVE

STATE ADVISORY GROUP I MFF MEF FINAL DECISION ISSUE OF FIRST MEETING RECOMMENDATIONS STAGE APPROVAL

ISSUE OF ORDERS BY STATE I STATE GOVERNMENT GOVERNMENT MONITORING I STATE GOVERNMENTs R COMPLIANCE REPORT F EF STATE GOVERNMENT FME | |FORMAL APPROVAL ORDER|

Government of Uttar Pradesh, Public Works Department, Lucknow, India 41 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Figure 3.2 Flow chart for obtaining Environmental Clearance

|INVESTOR |mINVES

SUBMITS PROJECT QUESTIONNAIRE TO SUBMISSION OF THE CONCERNED SPCB PROJECT TO THE MIN. OF ENV. &FORESTS ALONG WITH ALL DOCUMENTS LISTED AT PART I OF THE REVIEW BY SPCB HAND BOOK

ISTHE INITIAL SCRUTINY BY7 ENVIRONMENTALSTFOFMNOFN. MANAGEMENT PLAN &OFOREST SATISFACTORY &FORESIS

+NO

RESOLVED REJECT ENVIRONMENTAL l , ~~~~~~~~~~~~APPRAISALCOMMITTEE PRJCTST

fl r YES ~~~~~~~FORESTS| AL HAS PUBLIC HEARING BEEN NO CARRIED OUT SUCCESSFULLYl TO INCORPORATE VIEWvS, SUGGESTIONS AND IS THE INFORMATION OBJECTIONS OF PUBLIC IN PROV?IDED UNDERTAKE

~~~~~~~~~~~~~~~~~~~~~yES SITEVISITS

SPCB ISSUES NOC APPLY ALSO TO CCF ES -| ~~~~~~~INCASE FOREST l ~~~~~~LANDIS INVOLVE D.

DOES THE PROJECT NO FALL UNDER yES SCHEDULE - I OF NO EIA NOTIFICATION l PREP'ARE ii l | ~~~~~~COMPREHENSIVEIr. l l | ~~~~~~~~~~~~EIAOR ANY ||IVSO PNO ( S t P State R SPECIFICoSTUDY T T |~~~~SUGGESTED BY ||LO O IAPPLY TO STATE I Il THE COMMITTEE||ALENTV DEPARTMENT OF | APPLY TO UNION |t'I ST ENVIRONMENT | |MIN. OF ENV. L FOR l l FORESTS IN r IENVIRONMENTAL I I PRESCRIBED I |CLEARANCE QUSTC.NARE

NO CNISEBEN ISTHE PROJECT | EM RECOMENDE BY|

ENVIRONMENTAL CLEARANCE ISSUED BY MIN.| OF ENV. &FORESTS ALONGWITH STIPULATIONS

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 42 Project Co-ordinating Consultants (PCC) Services ror Uttar Pradesh State Roads Project Environmental Assessment (Phase11) DHV Consultants BV December 2003

3.3.3 THE WILDLIFE (PROTECTION) ACT,1972

The Wildlife Protection Act has allowed the government to establish a number of National Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the state.

33.4 THE WATER AND AIR (PREVENTION AND CONTROL OF POLLUTION) ACTS

The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of the Central and State level Pollution Control Boards whose responsibilities include managing water quality and effluent standards, as well as monitoring water quality, prosecuting offenders and issuing licenses for construction and operation of certain facilities. The SPCB is empowered to set air quality standards and monitor and prosecute offenders under The Air (Prevention and Control of Pollution) Act, 1981.

Box 3.2: State Pollution Control Board Requirements

The project requires the obtaining of clearance from the State Pollution Control Board of Uttar Pradesh pursuant to the Water (Prevention and Control of Pollution) Act of 1974, the Cess Act of 1977 and Air (Prevention and Control of Pollution) Act of 1981. The UPPCB establishes a review panel and circulates the application for public review and comment in each affected district. The State Pollution Control Board issues a No-objection Certificate (NOC) after accepting the application for the project.

3.3.5 THE MOTOR VEHICLES ACT, 1988

In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority (usually the Road Transport Office) to enforce standards for vehicular pollution and prevention control. The authority also checks emission standards of registered vehicles, collects road taxes, and issues licenses. In August 1997, the Pollution Under Contro/ Certificate (PUC) programme was launched in an attempt to crackdown on the vehicular emissions in the States.

3.3.6 THE ANCIENT MONUMENTS AND ARCHAEOLOGICAL SITES AND REMAINS ACT, 1958

According to this Act, area within the radii of 100m and 300m from the 'protected property' are designated as 'protected area' and 'controlled area' respectively. No development activity (including building, mining, excavating, blasting) is permitted in the 'protected area' and development activities likely to damage the protected property are not permitted in the 'controlled area' without prior permission of the Archaeological Survey of India (ASI) if the site/remains/ monuments are protected by ASI or the State Directorate of Archaeology, if these are protected by the State. None of the project route (maintenance or upgradation) is close to any declared protected archaeological monument.

3.4 State Level Legislation and Other Acts

No specific state-level legislation relevant to the environmental clearance requirements, other than those mentioned above are required for UPSRP-11.

The Forest Protection (Conservation) Act 1980 has been amended to include Roadside Plantations as protected forest. Under this, the PWD has to obtain clearance from the Forest Department for cutting the trees.

However, clearance will be required for setting up hot-mix plants, batching plants, etc., under the Air (Prevention and Control of Pollution) Act of 1981 and the Water (Prevention and Control of Govemment ofUttar Pradesh, Public Works Department, Lucknow, India 43 Project Co-ordinating Consultants (PCC) Services for Unar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV tDecember 2003

Pollution) Act of 1974. Clearance from the State Department of Mining is required for establishing new quarries. Clearance from the State Ground Water Boards/Authorities is required for establishment of new tube-wellstbore-holes, etc.

In addition, with respect to hygiene and health, during the construction period, the provisions as laid down in the Factories Act, 1948 and the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 would apply.

With limited possibility, the provisions of the Hazardous Wastes (Management and Handling) Rules, 1989 and the Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996 would also apply during the construction and the operation periods.

Public Hearing, Schedule IV, under EIA Notification of MoEF Dated April 10, 1977

Public hearing has been included in Environmental Impact Assessment Notification issued in 1997, under Environment Protection Act for all development projects under Environment Protection Act' 1987. This is also a statutory procedure to involve the public in the project and to disseminate the information. The public hearing is to be organised by State Pollution Control Board. In the present case this will not be applicable for Phase 11Project Roads, as UP State Pollution Control Board has already intimated to PWD during Phase I study that clearance is not required as per provisions made in the Gazette of India Notification dated January 03, 2001. 3.5 Clearance requirements of the project

3.5.1 UP STATE CLEARANCE REQUIREMENTS

The Phase II component of project will require a No Objection Certificate (NOC) from the UPPCB. In addition, clearance will also be required from the Forests Department for the felling of trees along upgradation corridors. The requirement of Public Hearings for development projects has been waived for Highway Projects vide notification of 3'd January 2001.

But, individual contractors may apply for the consents from the UPPCB to establish Hot-mix plants and labour camps under Air, Water and Environment (Protection) Acts, described above.

3.5.2 NATIONAL CLEARANCES

The upgradation and major maintenance planned under phase 11do not attract environmental clearance from MoEF under the Environmental Impact Assessment Notification 1994 (as amended in 1977).

The MoEF will be informed about Phase II programme of the project and a letter will be obtained as was obtained during phase 1. The letter obtained for Phase I is given as Annex 3.1. The UPPWD will initiate the process to obtain letter from MoEF once EIA document is finalised.

3.5.3 WORLD BANK REQUIREMENTS

The entire project has been classified by the World Bank as a 'category A' project. Therefore conformance with the requirements of the EA process as defined in the Bank Operational Policy on Environmental Assessment (OP 4.01) and the various Safeguard Policies must be obtained from an independent reviewer. For Phase I an independent reviewer was appointed and all comments and suggestions of independent reviewer and World Bank appraisal mission were incorporated in the report. The formats of chapters suggested for EA and EMPs in Phase I have also been followed in Phase 11EA and stand alone EMPs and ESMP preparation.

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35A CURRENT STATUS OF CLEARANCES

Application has been made to UP Pollution Control Board for NOC. The procedure for the permission to cut the trees along the routes is in an advanced stage for Phase I routes with the figures for trees to be cut being verified along the routes in co-ordination with the Forest Department officials. Once clearance is obtained for all routes of Phase I applications will be moved for Phase 11clearance. The letter from the MoEF to the effect that Phase II programme of project does not attract clearance under the Environment (Protection) Act, 1986 will be obtained from MoEF once final EIA report is prepared.

Govemment of Unar Pradesh, Public Works Department, Lucknow, India 45 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Annex - 3.1

No.J-21012/12/2001 -lA.1ll Government of India Ministry of Environment & Forests

Paiyavaran Bhavan, C.G.O.Complex, Lodi Road, New Delhi-l 10003.

Dated the th To 2 5 September, 2001

Shri Tribhuwan Ram, Chief Enginecr, Public Works Department, Govt, of Uttar Pradesh, Lucknow

Subject: Uttar Pradesh State Roads Improvement Project under World Bank Assistance - Environmental Clearance Regarding.

Sir,

The undersigned is directed to refer to your letter no. 201 7/PD/SRP-1TPCC/98 1.9.2001 regarding the subject dated mentioned above. The information contained referred letter has been examined. in your above It is noted that the proposal involves up-gradation (widening anid strengthening) of 374 kms. of road and rehabilitation (major maintenance) 808 kms. road length of various State of Highways and MDRs. It is also noted that acquisition is involved in the project no land and the project will be undertaken within the right of way. No by-passes are proposed existing under this project Further, one of the which has been identified for rehabilitation corridors Hastinapur work under this project passcs through Wildlife Sanctuary. The length of the is a road through the sanctuary is 38 kms. and tarred road. This portion of the road passing *maintained through the sanctuary will only be and repaired. While carrying out the repair through sanctuary, work on the alignment passing the following safeguard measurcs will be taken:- (a) Construction camps for the labour will not be located - within a distance of 7 ,. a¢ kms. of the area of the sanctuary.

(b) No hot mix plant etc. will be installed within a distance of of the sanctuary. 7 kms. of the area

. g .1 (c) No maintenance work in the sanctuary area will be taken up before 8 hrs. in the morning and after 17 hrs. in the cvening. (d) Proper safet'y measures will be taken during the maintenancc works. Environmental Assessment (Phase ll) December 2003 DHV Consultants BV

4 METHODOLOGY

The environmental assessment in this project employed an iterative approach in which potential environmental issues have been examined in successive levels of detail and specificity at each step in the process. This chapter presents the methodology adopted for the EIA preparation for the UPSRP-11. This also describes, as a natural corollary, the mainstreaming of the environmental considerations in this project.

4.1 Environmental considerations incorporated in the feasibility study

The environmental assessment in the EA for UPSRP-II began with the adoption of an environmental and social screening procedure during the feasibility stage (as part of the Sectoral Environmental Assessment carried out for the project). The purpose of the screening was to identify at the outset, corridors involving eco-sensitive receptors and/or locations requiring substantial R&R activities. This information could then be used to phase the corridors to be taken up for upgradation or maintenance so that the more sensitive corridors could be identified for taking up in Phase II. The screening classified the corridors as having 'low', 'medium' or 'high' sensitivity'. The prioritisation was effected so that the phase 11routes scored either 'medium' or 'high' on the environmental screening and had high economic internal rate of return because of having more serious environmental and social issues. Based on the above approach routes classified 'low' on sensitivity were taken up for detailed EA in Phase I. The detailed EA for Phase I was completed first and then EA process for Phase II routes was initiated. Details of the environmental sensitivity and economic rates of return for Phase II routes are provided in Table 4.1.

Table 4.1: Environmental Considerations in prioritising the routes for phase II of UPSRP-I1

Route Descrittion I_i Route i From To i Length rProposed Envimnmenta !IRR (%) .Costs No. i (km) Section Classification (INR 00 i _ t -_ _ _ | ____I___ _. .__ mi~~~milion 3 __;Pilibhit __utar 72807 ! W2 High 25.8 11.646 4B Bangarmau i Lucknow I 73 229 i Medium 22 .0 13.159 - Stapuru _ Bahrah_ 88336 , W3_ Higl 24.90 18.20 7B Azafgarh z sana X 100.929 W2 _nHgh 38.70 19.861 IOA : Gorakhpur Shahgani 109.656 W2 Medium 53.90 26.421 11 1 Moradabad jBur 36.335 W3 Hig 19.20 7.821 16 Deoria Ballia . 109.447 W2 Medium 27.80 17.637

4.2 Environmental assessment

The environmental impact assessment procedure proceeded simultaneously with detailed design of routes selected for phase 11.The important findings of the assessment gave important feedback to the design team, especially in terms of the sensitive receptors, sharp curves, water logged stretches and accident prone locations located along the selected routes. It helped modify the designs at locations where impacts had to be avoided and incorporate mitigation measures wherever the impacts were unavoidable due to other constraints. The stepwise methodology adopted for the EA is as follows:

These information on the environmental and social sensitivity of the various project routes provided critical inputs to the Feasibility analysis, where the project routes were evaluated in terms of engineering, economic, environmental and socialconcerns. These analyses enabled the identification and prioritisation of promising routes as candidates for selection in the up gradation programme to be carried out under the various project phases.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 46 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) - ~~~~~~~~~~~~~~~~~~~~~~~DHVConsultants BV Decemher 2003 4.21 SCOPING

The scope of the assessment for this study was determined by the Terms of Reference of the PCC Consultants, the statutory requirements for the area of influence required by the Ministry of Environment & Forests and consultations with experts. In addition, a scoping workshop was organised at the beginning, before environmental assessment study of Phase I routes, where various stakeholders were invited to use their intimate knowledge of the study area so that the focus would be on valued ecosystem components (VECs) they considered important. Further the experience gained during Phase I study, suggestions of the World Bank mission and review consultants were also taken into consideration during the Phase II study.

4.2.2 RECONNAISSANCE SURVEYS

The study team visited all the corridors and data was collected in formats which were prepared at the time of beginning of Phase I EA. The formats were designed to collect information for every kilometre of each route in respect of the VECs. Detailed strip mapping carried out as part of the detailed design data collection also provided valuable information regarding area adjacent to the pavement.

4.23 ASSEMBLY AND ANALYSIS OF DATA

The data from surveys was fed to customised spreadsheets for ease of analysis. Supplementary information was collected from Survey of India toposheets, census handbooks and other government publications as well as reports prepared for other projects in Uttar Pradesh. Standard statistical techniques were used for analysis of the socio-economic data, the tree count, etc. Qualitative analysis was done for more descriptive data.

4.2A DOCUMENTATION OF BASELINE CONDITIONS

The documentation of the baseline conditions was completed for a 7 km wide strip on all sides of the project route-Project Influence Area (PIA) as per the MoEF guidelines. Primary surveys were carried out for determination of ambient air quality, water quality, soil quality in sources along the various routes and noise levels. A detailed chainage tree count at every metre interval from centreline of project routes on either side of the corridors was also conducted.

4.2.5 ASSESSMENT OF ALTERNATIVES

Alternatives were continuously assessed throughout the process. A more formal assessment was also undertaken as a part of the environmental assessment process, including the assessment of the 'No Action'. Alternative as is customarily included as a part of the formal assessment methodologies to ensure that it has been given proper consideration. Other sources, such as satellite imagery, were used to identify and analyse alternatives like bypass alignments.

4.2.6 ASSESSMENT OF POTENTIAL IMPACTS

Potential significant impacts were identified on the basis of analytical review of baseline data; review of land uses and environmental factors; analytical review of the socio-economic conditions within the PIA; and review of assessment of potential impacts as identified by previous highway projects.

4.2.7 INTEGRATION OF ENVIRONMENTAL IMPACTS IN THE DESIGN PROCESS: "MAINSTREAMING THE ENVIRONMENTAL COMPONENT'

The design and decision-making process integrated environmental, resettlement and rehabilitation issues and prompted the early identification of appropriate actions. Such actio,ns included, for example, shifts in alignments based on awareness of the locations of cultural resources, and

Government of Uttar Pradesh, Public Works Department, Lucknow, India 47 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

biological resources such as significant areas of roadside trees and 'green tunnels' and the early identification of several short bypasses to reduce local impacts.

4.2.8 IDENTIFIED MITIGATION AND ENHANCEMENT MEASURES

Positive actions to not only avoid adverse impacts, but to capitalize on opportunities to correct environmental degradation or improve environmental conditions were determined.

4.2.9 COMMUNITY CONSULTATIONS

Extensive consultations were held at various stages of the project. A chapter in the present volume numbered as six details out the methods, approaches and outcomes of the consultations held. The issues raised by the communities and the various stakeholders were incorporated in the design and construction/operation plan of the project highway. Since the requirement of public hearings has been waived for highway projects, the consultations held are more in line with World Bank requirements.

4.2.10 PREPARATION OF THE ENVIRONMENTAL MANAGEMENT PLANS

Environmental management plans have been prepared for each route, bypass and major bridge separately as part of the Environmental Assessment. Responsibilities have been assigned for the various actions identified to limit the adverse impacts of the project and budget allocations have been made for the funds required for mitigation as well as enhancement measures. A generic environmental management plan has also been prepared for the maintenance corridors.

4.3 Finalising the environmental assessment

Environmental assessment has been completed based on input received from World Bank Missions, reviewers and other interactions held with the World Bank during Phase I and phase 11of the project. The experience gained in phase I helped in precise data collection during phase II. Baseline data has been collected for all project corridors. All the corridors have been visited by the environmental expert for data collection and physical verification of data. The environmental expert has made several visits to project routes along with design and social team for finalisation of the new alignment specially for new bridge approaches and bypasses. The baseline environmental setting, the potential impacts and the plausible mitigation measures have been supplemented based on these field visits.

4.3.1 COMPLETING THE BASELINE

The baseline has been completed by measuring air, water and soil quality and noise level in the area of influence of project route corridors. Further to update this data all the upgradation and major maintenance corridors in Phase II were visited by the environmental expert along with design team and social expert. The information was evaluated using the same VECs which were identified during the preparation of the EA Phase I report. It is anticipated that since major maintenance will be a much less intrusive activity, the impacts will be limited to the construction period and that too within the confined area adjacent to the RoW only.

4.3.2 IMPACT ASSESSMENT AND MODELLING

Impact assessment was carried out for the baseline environmental quality, which has been established along the project routes. Certain impacts which were not considered during previous stages were also included. In addition, the updated baseline and other information collected about sensitive receptors during the subsequent site visits provided the basis of making more concrete assessment of impacts.

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433 MITIGATION AND ENHANCEMENT MEASURES

In view of the presence of sensitive receptors on project routes, appropriate mitigation measures were chalked out for individual routes where adverse impacts could not be avoided. Enhancement measures including generic landscape plans for individual routes, enhancement plans for cultural properties identified along the routes have been prepared.

43.4 STAND ALONE ENVIRONMENTAL MANAGEMENT PLANS AND GENERIC ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

Since the EMPs are to become a part of the contract documents, they must contain all the information that may be required for the successful implementation of the mitigation and/or enhancement measures envisaged as part of the assessment. The summary EMPs for each corridor has been prepared and mitigation and enhancement measures have been given along with a clear demarcation of responsibilities of the various institutions responsible. Monitoring systems have been established to ensure ease of follow-up activities. Standalone environmental management plans have also been prepared for three major bridges on maintenance corridors and two major bridges on upgradation routes. In addition, the generic ESMP for the major maintenance component has been beefed up with inclusion of provisions related with R&R activities and other impacts identified. Two bypasses have been planned along upgradation routes of Phase I and two by passes are planed along upgradation routes of Phase II. Stand alone EMPs have been prepared for all the four bypasses. At the time of preparation of EA for Phase II routes baseline data for major bridges was being collected. It is therefore planned to have EA under separate cover for all the major five bridges.

4.35 ENVIRONMENTAL BUDGET

The budgetary provisions for implementing various environmental measures have been rationalised for all the routes. The unit costs have been examined and appropriately modified to incorporate the changes.

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5 EXISTING ENVIRONMENTAL SCENARIO

This chapter assesses the nature, type and dimensions of the study area and describes the relevant physical and biological environmental components along the project routes selected for upgradation. The conditions along major maintenance road have been discussed where appropriate. The database on the environmental components relevant to decisions about project location, design and operation have been assembled from various secondary sources and primary surveys and have been supplemented by the field visits carried out during the study.

5.1 Meteorological baseline

The study of meteorological and micro meteorological parameters is significant in a road project as these parameters regulate transport and diffusion of pollutants released into the atmosphere.

5.1.1 CLIMATE

The climate of Uttar Pradesh is mainly sub-tropical with the hilly region of having more temperate characteristics. The routes taken up in phase 11of UPSRP-11 are located in the humid sub-tropical region with marked monsoon effects. The summers are generally hot and dry, while cold weather prevails in winters. Due to large variations in temperature and rainfall, the climate has a characteristic seasonality. The climate is distinguished by three distinct seasons: Hot Summer (from April to June), Warm humid Rainy season (from July to September), and * Cold Winter (from November to February). October and March constitute the transitional months between rainy, winter and summer seasons respectively.

5.1.2 TEMPERATURE

The temperature in the region varies from extreme high temperatures upto 47°C around Kanpur in summer to as low as 40C in winter. The annual average temperature is around 27°C for all the routes included in phase 11upgradation programmes.

5.1.3 WIND

The routes selected for upgradation in phase 11lie in the plains of Uttar Pradesh which have light to moderate winds. Hot winds, locally called 'loo' blow from the west during the summer. However, the wind speeds are quite low though there is the occasional storm. The average wind speed is in the range of 4-5 km/h.

5.1.4 RAINFALL

The rainfall in the region is almost exclusively due to the northeast monsoon. The rainfall increases from west to east but decreases north to south. The following table 5.1 gives the average values for rainfall for each route as recorded at the nearest rain gauge station. The average rainfall along project routes is around 1000 mm.

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Table 5.1: Rainfall along project routes In phase 11of UPSRP-1I Route Average Rainfall (mm) Pilibhit-Khutar 1194.0 Sitapur- Bahraich 1194.0 Bangarrnau - Lucknow 1050.0 Azan arh - Phephana 790.0 Gorakhpur - Shahganj 1105.0 Moradabad - Bazpur 1273.0 Deoria - Ballia 1050.0 Source: India Meteorological Department Published Data 5.2 Natural and Biophysical Environment

Accurate determination of baseline conditions of natural and biophysical environmental components along project routes is vital for robust impact assessment. The components of the environment for which the information has been collected are described in the following subsections.

5.2.1 AIR

Degradation of ambient air quality is the most commonly identified adverse impact on the natural and bio-physical environment along roads which are improved.

National Ambient Air Quality Standards (NAAQS)

The permissible air quality standards for particulate and gaseous pollutants are presented in table 5.2 as laid down by the CPCB.

Table 5.2: National Ambient Air Quality Standards (CPCB, 1997)

Pollutant Time Weighted Average Concentration inAmbient air (Ig/m j Rurala__1Industrial and Residential Sensitive Sulphur Dioxide (S02) 1Annual Average* 80 _ 60 15 j 24 hr__ 1 120 80 1 30 Oxides of Nitrogen (as NO2) i Annual Average 80 60 ______124 hr* 120 80 30 1 Suspended particulate Matter Annual_Average * 360 140 70 (SPM) 24 hr** __ i 500 200_ 100 Respirable particulate matter * 1nnual_Avcrge120 _ 60 _ 50 (

Lead iAnnual Avera&! ____ j 0 075 4 0.50 -24 hr** ------1-00 - 0--_5 3 Carbon monoxide mg/an ] hr 5.0 2.0 _ 1.0 I I hr ! _10.0 4.0 j 2.0 Annual Arithmetic mean of minimum 104 measurement in a year taken for a week 24 hourly at uniform interval. ** 24 hourly/8 hourly values should meet 98 percent of the time in a year Source: Central Pollution Control Board (1997) National Ambient Air Quality Monitoring Series, NAQMS/a/199697.

No standards have been promulgated for HC yet.

Ambient Air Quality along project routes

High volume ambient air samplers in conjunction with Mylar bags/bladders were used to collect samples of ambient air at a number of locations. The selection of the receptors was based on the following considerations: * Covering all project routes individually; and

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Covering land use characteristics and socio-economic conditions observed along all routes.

Composite samples were prepared using three 8-hr samples collected at each location. The samples were analysed for pollutants of interest (CO, NO5, S02, Pb, HC, SPM and RPM) using the appropriate method prescribed by Bureau of Indian Standards and Central Pollution Control Board. Air quality sampling locations and results obtained (maximum value) at each locations are given in the table below:

Table 5.3:Air Quality at selected locations along routes selected in phase 11of UPSRP-1I i Air Quality Parameter ReadmenI 3 3 3 3 3) Rd SPM (um ) I RPM (ppm) S02 (m ) _ (pm )1 CO (ppm) HC(ppm) i Pb (pm Survey Station (SS): Pilibit on Route 3 01 188.1 570i 14. 2 21.51 ND 02 1 172.0 1 39.1' 9.1 19.2 121.0 03 i 109.0| 18.2 8.11 16.91 0.8 1.9 ND -Survey Station (SS): Forest (km 20.2-23.40) on Route 3 01 1 103.0k 428 i 62 I 9.1 05 ND ND 02 108.0 131 8 9 169 1 0.4 ND' ND 03 j 133.2 22.2 .8 Il ='ND! o ND I Survey Station (SS): Forest (km 63.40-66.10) on Route 3 01 75.0J 214j 7.1| 12.4i 06? 3 -i ND 02 109.0 2'.3 9 1 11.8 1 0 3 10 ND 03 91.0 16.6 6.11 7.6 I 0.4 NDr ND I Survey Station (SS): Khutar on Route 3 01 __ 2 58.4 1 12.3 _ 21.4 ! 2.1 1.4 ND 02 ! 196.1 I 50.3 9.61 12.8 I 1.6 1.7, ND 03 I 155.4 ! 47.1 6.2 11.3' 1. 1 21 1 ND _Survey Station (SS): KhuhaIganj, LKO on Route 4B 01 1 244.9 1 74.2 13.434 _ 24.3 1.4 1.6' I ND 02 206.0; 52.8 15.9 21.8 1.3 1.3- ND 03 j 185.0 1 46.2j 11.4 19.2 1.9 . D *Survey Station (SS): Asiwan Thana on Route 4B 01 197.7 ! 50.7 ! 7.9 ! 19.3 1.9 i NDI ND 02 ! 188.1 41.81 11.91 17.5 2.1 ND ND ______~~~97 ______1. _ -_ ND__ 03 1 97.6 48.7 6.1[ 11.5 . NDf ND Survey Station (SS): Bangarmau on Route 4B 01 1 211.0 60 81 14- 26 1.11 1 -8 ND 02 l641 54.21 10'7 22.8 0 5 ' ND 03 133.1 61.4 9.3 1 14.3 0.6 _ 0_9 ND Survey Station (SS): Jahangiradabad on Route 6 01 169.0 1 70.8 1 16.7 19.2 1 0.5 1.3I ND 02 _ 206.0 64 3 b60 12.3 0-_0 - ND' ND 1~~~~~~~~~~~- r-~Y - _- 03 _ 174.6j 52.5? 6.0 9.2i 0.9; 1.3i ND i Survey Station (SS): Biswan on Route 6 01 1 168.6 1 56.2i 13.8 21.4 1 1.3! 1 ND ----- F4------_ __-_ _ .4 __ __ _ 02 , 332.0j _ _83.1 j 14.91 17.3 _ _1.7 } _1_4 __ ND 03 i 209.0 69.81 6.3! 8.71 0.7 ! 1.1 1 ND Survey Station (SS): Khairabad (Sitapur) on Route 6 01 1- 250.0 ! 71.3 ! 11.8 1 24.4 ! 2.1 ND I ND t --- j ~-1 -______. _. ______._ 02 131.0 4 1 13.3 21.3 j 1.41 1.2 ND 03 ! 189.1 47. 8.Sj 14.3| 1.3 | 1. i ND Survey Station (SS): Azam arh on Route 7B 01 153.0 ! 39.2 13.65 T 19.8 0.3 N ND 02 199.7 i{62.4 9.1 17.4 | 1.3 _ 1.1 ND 03 | 173.9 651.3 8.7 17.4 1 0.3 1.7 j ND

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Reading Air uality Parameter Reading ! 3 T, _ 3 SPM (pm3) I RPM (pm3) SOs(m 3) NO. (pm ) CO (ppm) HC (ppm) Pb (Pm) Survey Station (SS): Start of Mau Bypass (Mau) on Route 7B 01 138.0 49.3 1 9.31 18.1 _21] 1.4 ND 02 i 113.2 46.0 ! 6.7 I 11.7 1 1.17 1.3 ND 03~~~~~~~t - 7-----+-_.._------03 1 149.6 33.3j 8.7 9.8 0.69 ND! ND ___ i Survey Station (SS): Rasra on Route 7B 01 187.5 37.5 14.9 r 17 1.64 1.3 ND -i 1 t--______- . _ __ -t______- 02 1 157.9 52.3 11.8 14.7 j 1.51 1.3 ND _ - ..- _ _ - ' _ _ - 03 - 182.0 36.8 7.6 1 9.7 0.48 j 1.1 ND Survey Station (SS): Phephna on Route 7B 01 205.5_J _ 68 51 ___8, _ 9 1 = 1 2 __ 10 -_0 NDND 02 157.2 ! 44.9 ! 9.8 ! 9.8 _ 0.851 1.7 ND 03 188.6 46.9 7.6 9.1 1.18 1.6 ND Survey Station (SS): Ambari (Shahganj) on Route 1_A _ _ 01 j 248.0! 82 5 1 9 8 12 3 1 0 1 2.1 ND 02-~ ] 185.0 1 61.8 14.6 19.5 11.8 1.7 ND 03 174.0 57.9 6.3 14.7 I -05 1 1.8 N D Survey Station (SS): Ahiraula, Market Place on Route 10A

01 191.0 76.31 12.9 16.7 1.27 _ 16 ND 02 174.01 69.3j 9.81 13.2 1.6 ND! _ ND

03 145.01 48.5 8.91. 16.8 19_ __9 _ 2.1 ND Survey Station (SS): Koyalasa on Route 10A 01 85.0 42.9 11.7 1 18.3 1.32 1r0 I ND 02 109.0 54.8 14.3 1 15.4 0.5 ND ND 03 __ _. 134.0 54.31 12.31 _ 11.2 115 _ _ 141 ND

j Survey Station (SS): Mahavir Chowraha (Gorakhpur)on Route 1OA 01 1 167.0 1 54.01 14.3 16.4 0.6 1 ND r ND ______~~~-i___ _.______ND...... ___ 02 189._ 63.06 7.3 j 0.7 ND _ ND 03 L 63.0 ! 19.0 6.6 11.0 _ 0.3. ! ND_ ND Surey Station (SS): Seesma Doraha on Route 11 01 12 0`1 47.9 1 10.8 I 10.9 1.76 2.11 ND 02 1 106.01 33.5 8.3 1 1.1 1 ND 03 [ 185.0 46.31 6.2 r 11.7 | 1.21 1.6 ND _ Survey Station (SS): Tanda on Route 11 ____

01 _ 119.0 11 36 [ 17.6 ! 1.3 14 ND 02 | 12501 54.3 1 13.71 14.1 1.1 j ND_ ND 03 | 146.2 732 L 10.7 13.1 1.19 7 1.2 1 ND

_ Survey Station (SS): U tranchal Border (Bazpur) on Route 11 01 1 5 8 0 T 52.5__ 10.5 1 1_ 1.17 0.9 ND 02 124.0 41.3 1 8.3! 14.21_ 1.21 0___03 ND 03 103.0 29.3 r0.0 6 10.0 07 1 t ND I Survey Station (SS): Chandni Bazar (Ballia, Hanumanganj) on Route 16

01 _ j 147.0, 49.9 8.7 __ 17.3 0.0.7 NND 02 132.0i 42.5 6.3 12.1 0.31 0.3j ND 03 197.0 71.8 i 9.8 9.81 0.211 1.0 ND i Survey Station (SS): Salempur on_Route 16

01 I 174.0 __ 54.5 12.51 8.4{ 0.6 1.91 ND 02 170.0 56.5 1 13.4 11.8 0.45 1 1.6 ND ______---- I_ I _ -- v ____-__]_ ~ 03 106.4 1 4__26.6_4.3 0.5 ! _ 1.4 ND _ Survey Station (SS): Sonda on Route 16 01 { 185.0 | 60.2_ i 8.3 10.7 1.32 5 ND 02 200.0 r 50.0 11.3 17.3_ 1.18 1.3 ! ND 03 j 209.1j 69.7 11.4 1 92 125 10 ND Source: Consultant's Survey M Above CPCB limits as prescribed in National Ambieht Air Quality Monitoring Series, NAQMSIa./1996-97

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As can be seen from the table above, the only parameter exceeding CPCB limits is SPM. The traffic along the project routes is light at present. The high levels of SPM can possibly be attributed to the soil, which is alluvial and therefore has a propensity to get suspended in air. In addition, in settlements, other anthropogenic activities too may generate a lot of suspended particulates, which results in high concentrations recorded during the survey.

5.12 WATER: HYDROLOGY AND DRAINAGE

Water is relatively abundant in the study area, mainly due to the presence of the snow-fed perennial rivers-tributaries of the Ganga. However, the concern with water is as much about quality as it is about quantity available. Road projects can significantly alter the hydrological setting of the project area by acting as an impediment to the natural drainage system of the region. They can also alter ground water recharge patterns by creating impervious surfaces as part of the pavement as well as by diverting flow away from or towards groundwater recharge areas.

Surface Water

The project routes in phase 11 are all located in water-rich areas. The general drainage along the project routes is in the direction of the Ganga so that the rivers north of Ganga flow towards south and east while those south of the Ganga flow north and east. There are a number of cross drainage structures located under the existing pavements which facilitate movement of water. The details of the cross drainage structures are presented in table 5.4 below:

Table 5.4: Drainage in routes selected in phase 11 upgradation in UPSRP-II

RoRout Route No. of Major No. of Minor No. of

no. _ Bridges I Bridges ulverts Mj Rvr 6 RSitapur-Biswan-GhMghra 4 16 124 Gone. Kewani, Chauka, !River-Tikora Mode- I j | Gobrahia, Ghaghara _ Bahraich i I _ _ 3 | Pilibhit-Puranpur-Khutar 4 19 i 134 TSadda, Katna, Mala, Sakaria, ______J I|______f Khannot, Gomti, Ghai, Jukrai 4B Bangarmau-Asiwan- 0 7 129 i I Lucknow i i _ __i 7BAzamgarh-Mau-Rasra- 1 2 13 1 186 ! Tonse, Chhoti Saryu ___- Phephana ____I___ _ 10A Gorakhpur-Shahganj or 1 14 147 t Chatai Aami; Kuano, Choti __-. __.adabad-Sheeshma__ _ _ -- _I ____ ! ISaryu, Tonse, Majhai,Ghaghara 11I Moradabad-Sheeshma i5 01 j 12 1 SS iKosi, Ghugha _ _Doraha-Manpur-Bazpur_ i 16 .Deoria-Ballia i 01'' ! 7 205 Ghaghara * Including planned bridge on Kumaria Ghat. Newly constructed bridge at Bhagalpur.

In addition several canals criss-cross the study area. A number of minor bridges are located on these canals. A number of ponds lie adjacent to the project routes. Water from most ponds is used for purposes like bathing, washing, irrigation, etc. The following table 5.5 gives the summary of water bodies located along the project routes.

Table 5.5: Summary of Surface water bodies along phase II upgradation routes in UPSRP-II

Route Route Canals/Drains Ponds/ Rivers Major Rivers No. __ILake_ __ s ______6 s Sitapur-Bahraich 12 05 05 Gone, Kewani, Chauka, l. _ G____obrahia, Ghaghara 3 i Pilibhit-Puranpur- 15 01 . 08 I Sadda, Katna, Mala, Sakaria, _ Khutar _ I I Khannot, Gomti, Ghai, juknai 4B !Bangarmau- 06 ! 01 01 jSai

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1 Asiwan-Lucknow

7B Azamgarh-Mau- 13 09 02 Tonse, Chhoti Saryu Rasra-Phephana 10OA Gorakhpur- 08 13 07 Chatai, Aami, Kuano, Choti Shahganj Saryu, Tonse, Majhai, Ghaghara 11 Moradabad- 11 0 02 ! Kosi, Ghugha Bazpur 16 Deoria-Ballia 06 05 __01 Ghaghara

Flooding is a serious problem- for the road and for the villages along side. The major causes of this water logging are blockage of already existing culverts in built up areas, under capacity of the cross drainage structures provided and absence of side drains-especially in villages. The areas which were identified during surveys as being prone to flooding are tabulated below.

Table 5.6: Project Route Stretches prone to flooding Route Route | Location of Flooding Area _No. ______-______l 3 ! Pilibhit-Puranpur- * At a distance of 200m towards Pilibhit from 40/1 Culvert Khutar * Project route stretch between culverts 55/1 and 55/2 * Road stretch in Village 4B Lucknow-Asiwan- ] * From Km.26 to Unnao upto district boundary Bangarmau * Project route stretch between 30/3 and 30/1 a Between Mohan Junction and 36/2 Culvert a Road stretch between Culvert 36/2 and Sai River * Project route stretch between culverts 53/1 and 54/1 * Project route stretch between 54/1 and 54/2 * Project route stretch between culverts 60/3 and 61/3 ! Project route stretch between chainages 72.450 and 72.700 * Project route stretch between culverts 73/2 and 74/1 i Project route stretch between culverts 75/1 and 75/2 6 > * Project route stretch between chainages 79.000 to 80.000 6 [ Sitapur-Biswan- I * Project route stretch near between chainages 51.800 to Ramunapur and i 54.000 Tikoramode Project route from chainage 35.800 to Ghaghara River 7B i * Project route stretch between chainages 54 to 55.3 at Pepera Khurd 7B iiAzamgarh-Mau- Project route stretch between culverts 340/1 and 341/2 in | Rasra-Phephena I Village * Project route stretch between chainages 355.000 to 356.000_ 10A Shahganj-Ambari- i * Road stretch between culverts 11/1 and 13/2 in Nagawan and jaitpur Koyalsa- Village Dewurpur- Ahiraula-Kumaria Ghat-Belghat- Gorakhpur ___ __ 11 Moradabad- * Road stretch between chainages 20.000 to 21.000 on MDR-65 Manpur-Bazpur ___.___.____ _.__ 16 j Deoria - * None | Salempur-Ballia Source: Drainage Expert Report

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Identification of Water Logging Stretches, which needs side drain

In order to provide efficient vehicular movement and safeguard against frequent pavement deterioration, the problem of road drainage must be addressed properly. In general , there are two causes for water congestion on the road viz, surface water accumulation on the road surface and ingress of ground water into the subgrade of road. The combination of the above mentioned causes result into even more severe water congestion problem. When the subgarde lie in the capillary zone of ground water, its load carrying capacity as well as shear strength gets reduced due to the pore pressure built up in the soil mass. Whereas the accumulation of surface water above the pavement causes slipping and skiding of vehicle, loss of binding action of bitumen and subsequent progressive failure of pavement. Thus the poor drainage of road results into damaged road and reduced serviceability.

Since the present work is only to upgrade the existing road, the primary concern is to take care of surface water accumulation by providing an early evacuation by means of road side drain with suitable outfall. However, the local inquiry have been carried out to assess the ground water level in the vicinity of project road and if necessary remedial measures will be taken by providing deep drain or by other suitable means.

Field investigations have been carried out to locate the area of water congestion and it is found that the problem is mainly concentrated in built-up areas. In these area, the commercial / residential settlements contribute a lot to the water congestion problem. Based upon the field investigation the drainage condition of entire stretch have been discussed under following heads:

Area where no drain exist:

These are the built up areas comprising mainly the shops and houses of small villages. In these area the longitudinal gradient of the existing road are such that it does not facilitate the evacuation of storm water in longitudinal direction, whereas in transverse direction the natural outlets / agriculture land are blocked by the commercial/ residential settlements. The usual tendency of these growing dwellers is to keep the plinth of their houses or shops above the surrounding road top. In absence of any outlet, the storm water runoff gets accumulated over the road surface forming cavities and successive deterioration of the road surface. The situation becomes aggravated day by day, as more and more settlements are growing. At a number of places it was observed that the road is acting like nalla.

Area where drain are provided but do not function:

At a number of locations side drains have already been provided. These drains are mainly provided to cater for the disposal of wastewater combined with storm water runoff coming from the adjacent settlements. Some of these drains have been filled with debris and other waste material thrown by the local peoples and/or road user, whereas some of the drains have been filled with earth and other local material by the adjacent house owner or shop owner in order to provide an assess to their dwellings. Hence the existing drain overflows the adjoining area as soon as it attracts the inflow.

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Area where drains are functioning, yet waterlogging observed over road:

In this type of area the existing drains are mainly provided to cater for the urban populations. These drains are the main drains leading to the disposal of storm water of nearby township into some natural drain. Normally. these are provided at the edge of ROW. The area between these drains and pavement edge is at higher level than the existing road level. So. the water coming over the road surface does not get an entry into these drain causing waterlogging and all its ill affects.

Area where drains exists and no waterlogging observed over road:

In these areas, side drains have been provided at some distance from the existing pavement edge. The water accumulated over the road surface get an entry into this drain due to the available cross slope of the shoulder. The runoff coming into the drain are disposed into the natural streams in such a way that there is a little chance of back flow of the natural streams into these drains. These drains are found in good working condition and the area does not pose any drainage problem.

Based upon the findings of field investigations following stretches have been identified which need construction of lined drain or concrete road.

Table 5.7: Water Logged Stretches In Built up Areas ROUTE 3: PELIBHIT- PURANPUR- KHUTAR SL Name of Left side drail Right side drain ! | i i ~~~~~~~~~~~~~~~~~~~~Type No. VilLage St. point i End point .OutfaL St. point End point Outfail T oof Dr!ain 1 Gajraula Kalan Km. 18 19/1 i 19/1 18/2 | 19/1 18/2 & 19/1 Rectangular lined drain

2 Puranpur 40/2 41/1 1 40/2 40/2 41/1 40/2 Rectangular lined drain 3Khutar 50m before jEndof 50m before End of road Concreteroad 76/1 road 76/1

ROUTE 4B: LUCKNOW- ASIWAN- BANGARMAU Sl. Left side drain Right side drain Name of Village ------Type of Drain No. St. point End point Outfall St. point 'End point' OutraT I -z0-;;ow Alamnagar Km 17 Side ditch LAJamnagar Km 17 Side ditch near Rectangular lined drain Chauraha i !near Km 17Chauraha Km 17

2jatehganj & 100m ahead 22/4 ielocated '100m ahead 22/4 relocated 2 1/2, Rectangular lined drain lhushalganj bf2l/l j 21/2,22/1, o.f 2 1/1 22/1,22/3 & j2/3 & ;22/4 _____ I______j22/4 1 [ 3Maharajganj & 32/12 32+2S0 New P2/1 32+250 New culvert at Rectangular lined drain Nawalganj jculvert at I 8Om ahead of SOm ahead | gate & ditch if gate & jat32+250 'ditch ! lt32+250

___ ~ ~~! ' _1______4 johana T3junction 36 -juncion 1326/2 06/2 Rectangular lined drain after36/1 fier36/1

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ROUTE 4B: LUCKNOW- ASIWAN- BANGARMAU SLN oftdedrain Ln | Right idedrain Nstine of Village J No. St. point End point Outfall St. point End~~~~~~~~~~~~~~Type point Outfalof of Drain 5Hasanganj 38/2 IfOOm 38/2 812 lOOm 3812 rapezoidal unlined drain 2 kforelIst before Ist ide road side road i ~~~~~~~~leQf | ~~nin left MHer km after km

6 ;Hasanganj lOOm before 40+900 ditch 11Orm before 40+900 ditch atlOOm Rectangular lined drain but Ist side road atlOOm 11st side roadi before Ist side available ROW is very in left after bfore 1st in left after I road in left after narrow, so concrete road may km 39 ide road in ikm 39 i km 39 &ditch be another option. .eft after I at 40+900 icm39a& ditch at | ,40+900

7Atardhani j744+950 N'5+500iew i74+850 r73+500 New culvert at Rectangular lned drain i culverti at |74+950 II 'r74+950 i ______.__ 8 Rumi Sadiqpur 78+700 P79+000Ditch at [78+700 ;79+000 Ditch at 78+700 Rectangular lined drain 17S+700& 1 |at 79+000 .t 79+000

9 Bangarmau 85+500 S7+000 85+500 87+000 Proposal will be reviewed after going through the alignment of Bangarmau byepass

ROUTE 6: SITAPUR- BISWAN- RAMUWAPUR- TIKORAMODE SL t ne of Left side drain sitide drain ITYPe of Drain St. point End point Outfall Stpfoint End poI__ Outfall - I Xhairabad Side road S9/1 90/1.89/3, 91/2 89/1 90/1. 89,3. 89'2 Rectangular lined drain after91/2 'S9/2 & 89/1 & 89/1

2 Biswan 66/2 4/1 66/2,66/1, 66/2 64/1 66/2,66/1, 65/1 Rectangular lined drain .5/1 & 64/1 !64/1

3Jahangirabad 52+900 2+300 through 53/1 52+900 152+300 through 53/1 Rectangular lined drain j| I jnto pond at into pond at i500m toward I .500m toward Iight side or iight side or into into river ! river through jhrough 52/2 | 52/2

4 Chauka River Both side :BothB side . Chute drain bridge Approach Approach road of 49/2 I road of 49/2 ------t____ 5 Reusa side culvert 41/2 sidide culveraide culvert 41ide cde culvert Rectangular lined drain after42/1 after 42/1 andafter42/1 after 42/1 and 41/2 41/2

6 iednapur ;lOOm after 600m after jnto ditch at lOOm after 600m after into ditch at Rectangular lined drain 113/1 toward 13/1 toward IlOOm after 13/1 toward 13/1 toward lOOm after 13/1 Ramuwapur Ramuwapur 13/1 toward Ramuwapur Ramuwapur toward i| i Ramuwapur !Ramuwapur

ROUTE 7B: AZAMGARH- MAU- RASRA- PHEPHNA

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 58 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 200i

SL (Name of Village | Lft sIde drIn | Ri4ht aide drain fryp of Drain

SL point End point OutfaLl St polnt End point OutfaLI I Azamgarh P72/3 P74/1 |272/3 272/3 j74/1 |72/3 tRectangular lined drain 2 Azamgarh 274/1 276/1 276/1 274/1 276/1 276/1 Trapezoidal unlined drain 3 Shahgarh 276/1 277/1 276/1 & 276/1 277/1 276/1 & 277/1 Rectangular lined drain 277/1

4 Sathiawan Chauk 281+950 283/2 Ditch at 281+950 283/2 Ditch at 281+950 Rectangular lined drain 281+950 &283/2 &283/2

5 Sathiawan Chauk 83/2 83/3 83/2 |83/2 ?283/3 83/2 Trapezoidal unlined drain 6 Muhamadabad 291/4 293/2 291/4, 291/4 293/2 291/4,292/2 & Rectangular lined drain Gohna 292/2 & 293/2 ______293/2 7 MIuhamadabadi93/2 294/I '294/1 j.____ GohnaI . |

8 Khalimabad !loom 130m jrelocated 00 loctd295/2' Rectangular Iddrain bfore ahead of '295/2( before ahead of j30m ahead of i295/11 295/2 j30m 295/1 1295/2 existing) . ~~~~~~~~~~existing)

9 Khurhat 301/4 302+400 P01/4, p01/4 302+400 0301/4, 302/2 & Rectangular lined drain |302/2 & I j ditch at 302+400 ditch at

______- ~02+400 i ____ p0______L ______.. , ______._ 10 Tonse Bridge on Tonse Junction Toe of Tonse Junction Toe of Chute drain on slope of ODR Bridge with left embank Bridge with left embankment enmbanknient side road( ment side road( another another ODR) ODR) 11 Ratanpura 339+200 340/1 ditch at 339+200 340/1 ditch at 339+200 Rectaigular lined drain 339+200 &340/1 &340/1

12 Pakwa Inar |346/2 300m -346/2 B46/2 3046/2 6/2 Rectanigular lined drain 6ahead of ahead of 346/2 346/2

13 Rasra 353+000 354+800 54/1& 53+000 354+00 54/1 & 354/2 ectangular ned drain ______j3 ~~~~54/2

14 hilkahar 367/1 l6 61 - lectangular lined drain bfore jetnua 3664

ROUTE 1OA: SHAHGANJ- KOYLASA- MAHARAJGANJ- SHANKARPUR- BELGHAT-GORAKHPUR LName of VUlae aide drain __ ___ Right sidte ype of Drain point____1Xd point fau _:ndpoknt _qtfail I iShahganj i215+000 I215/2 existing drain 215+000 215/2 kxisting Rectangular lined drain j! 2_ iat 215/2 'drain at I I .2~~~~~~~~~~~~~~~~~~~L15/2____ 2 Junction of SH34 226+200 31/2 2/2 through 226+200 1/2 22/2 Rectangularlined drain & MDR 97 new culvert trough It Y.junction thonew near32/2 | tculvert at Y-junction -j ______- ____ i____. bnear 32/2

Government of Uttar Pradesh, Public Works Department, Lucknow, India 59 Project Co.ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2f' '3

ROUTE 1OA: SHAHGANJ- KOYLASA- MAHARAJGANJ- SHANKARPUR- BELGHAT- GORAKHPUR .mr.e of Village Left side drain i Right side drain - of Drain _St.point E Pntrainttal d polnt | 3 rahul 27/6 26/3 rlocated 27/6 26/3 relocated Rectangular lined drain 27/4 ( 10m . 27/4 ( 10m l before before I existing existing iocation) & location) ______I 26/3 &26/3 0 2 4TPhulwaria 20/2 119+300 j2 / 20/2 19+300 120/2 Rectangular lined drain 5 Ahiraula 17/1 elocated 17/1,16/3& 117/ 7/1, 16/3 Rectangular lined drain 116/1 jelocated 16/1 .& i16/1 relocated . ______I ______,16/1 __ _ _ 61oyalsa l00m ahead 1+000 i2/1 il00mahead of 1+000 F"/ Rectangular lined drain 0/1 I t/

7 Niralanagar, 1/2 Jlunction il/l .1/2 Junction 1/1 Rectangular lined drain ikoyalsa with SH | with SH - -______i30 _____30______0 8 Nagwan &Jaitpur '11/1 113/1 1j1/1, 11/2 & J 1/1 13/1 i 1/1, 11/2 Rectangular lined drain I ! | ,ond before Irpond 12/1 j efore !I i 1______12/1 T-)~h-jani 00m aead iide roa IlOn aeai 9 Khajani loomoahead s f pide road ! -- Concrete road bf 8/1 !inright I 18/I inright before i before ~19/I 9/ 10 Bharohia 20+000 20+350 Pond near km 20/2 20+350 20/2 Rectangular lined drain 20

I IHamahi 22+450 23/1 Pond at p2+450 23/1 23/1 Rectangular lined drain 22+450 & 23/1

12 Hamahi SOm before 25/1 m bef5Om before 1st 25/1 25/1 Rectangular lined drain :Ist side road !side road in left in left which -which come come before: before 24+000 i 24+000

13 Bhainsa Bazar 26/2 27/1 27/1 26/2 27/1 27/1 Rectangular lined drain 14 Mahadeva Bazar 29+300 29+950 ditch at Rectangular lined drain 29+300 Ar i 29+950 I

15 Sikariganj 35+200 in 116+200 D36/lin i5+200 in MDR 116+200 '36/1 in Rectanigular lined drain MDR 49 in SH-72 4DRA9 49 SH-721n MDR-49

16 Belghat ,9+300 10/3 10/3 9300 |10/3 10/3 Rectangular lined drain

ROUTE 11 SHESHAMA DORAHA - MANPUR - BAZPUR L jName of Village Left side drain _ Right side drin Type of Drin

St pont End pointutfal St. point End polnt fiau

--.._ 281 _ _/2 . _7_ 1 27/2, 27/3, 28/1 jRetangular lined drain ~~~~~~~27/3, 28/1 -- - - 2 Badli Tanda i28/1 29/2 28/1 and 28/1 29/2 8/1 and 29/2 Concrete road 9/2

3 Badli Tanda 29/2 29/1 9/1 Q9/2 Q9/1 9/1 Rectangular lined drain

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 60 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

4 Dadiyal 40/1 39/1 39/1 401 |9/1 39/1 |ctangular lined drain l 5 Munsiganj Near unction with 42/2 _ectangular lined drain junction of track to village road village in left in right after afler 42/2

ROUTE 16: BALLIA-SALEMPUR-BELTHARA-DEORIA SL of Village Left side drain drainde of Drain No.;, , _ e l ___E __ point _End pitnt 6utfai Ist polnt End point Outfall 25 2 2 I ii3allia !252+000 252/2 252/2 200m 252/2 f / Rectangular lined drain

l_ _ - 1 252/3 !I __ 2 Sukhpura 242/2 200m ahead Into pond .242+000 1200m Into pond afler Rectangular lined drain 1i242/1 ifler ihead of constructing 200m .zonstructi ! 242/1 ength of drain g 200m i 'inside road afler i|gngth of 1242/2 ain inside road, _ ___ I______. lafer242/2 L 3 Fhejuri 229/4 j300m ahead P229/4 29/3 29/3 Rectangular lined drain ! ! of229/3 1head of I ____ 2~~~~~~~~29/3 4 |225/1 123+700 j25/1 j25/1 223+700 225/1 Rectangular ned drain 5 5ikandarpur .220+010 220/1 ew 220+010 220/I New culvert at Rectangular lined drain- |culvertat i I | i j220+010or220/4 .t220+010z 1,!e 220/1 __,_ ___ _ o ____r220/4 &_ ._ _

6 Maldah .208/1 206+900 208/1 208/1 206+900 208/1 ,Rectangular lined drain 7 peoria 1149/1 or 149/1 147+000 Existing drain at Rectangular lined drain of 149/1 )existing :147+000 1 ,F| | jdrain

In addition to above mentioned water logged stretches water logging has been indicated during public consultations, on route 7B: Azamgarh-Phephana in between chainages 290.000 to 353.000 (portion of the project route falling in Mau district) due to low lying areas. Similarly water logging was indicated a problem on route 16 (Ballia - Deoria) between Salempur (km 170.50) and Bhagalpur (km 194.50). But consultation and discussion with locals in October 2002 indicated that there was no problem. The project route (Route 16: Deoria - Ballia) has not submerged even during worst floods in last 20 years. This is due to a dyke on left side of Ghaghara river in the area mentioned above (km 170.50 - km 194.50). The mitigatory measures such as; raising of carriage way between chainages 290.000 and 353.00 and construction of adequate cross drainage structures, will be adopted for route 7B. These mitigatory measures have been suggested in EMP also.

Groundwater

There are a number of wells and handpumps in use along the routes. The dependence on groundwater, however, may be limited because a number of perennial rivers flow in the area. The number of underground water sources-handpumps and wells located within a 30 m of the existing centreline are listed below in table 5.8.

Table 5.8: DrInking water resources within likely area of direct Influence of routes

Government of Uttar Pradesh, Public Works Department, Lucknow, India 61 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV 'December 2003

Route Number of handpumps and wells 3 Pilibilt-Puranpur Khwar 21 4B Lucknow - Asiwan - Bangarmau 94 6 I Sitapur - Biswan - Bahraich 102 7B | Azamgarh - Mau - Rasara - Phephana 85 IOA Gorakhpur - Shahganj 239 11 1Sheeshanta Doraha - Bazpur _O 16 1 Ballia - Salempur - Bethara - Deoria 101

It is obvious that the perennial rivers do have a significant role in drinking water supply in the study area.

Water Quality

Water quality is a concern for the numerous surface water sources and the groundwater sources. A number of samples have been collected from surface as well as groundwater sources to ascertain the baseline conditions of water quality. The water quality and applicable standards are summarized in the table 5.9.

From the table it can be concluded that the quality of water in borewells is by-and- large acceptable except for dissolved solids and hardness for some bore wells. For surface water bodies, presence of coliforms and high TDS concentrations make the water unsuitable for drinking purposes. However, in the larger rivers like Ghagra, Gomti etc.. these are within the limits specified by the CPCB. Among the surface water bodies, low dissolved oxygen levels indicate possible presence of oxygen-consuming algae and consequent potential for eutrophication or just lack of surface renewal due to little throughput leading to lower DO concentrations.

None of the heavy metals of interest are in unacceptably high concentrations. The water quality monitoring carried out at various locations along the Phase 11upgradation routes are presented in table 5.9.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 62 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Table 5.9: Water Quality Data on UP PCC Phase-Il1 Routes

------Locations of suvySt (S ------t-rs t~ ~ . 0 ~~~~~~~~~~0 O.< ~< 8 0 0 j ~~~~~~~~~~~~~~~~~~~~5I ~~~~~~~~~~~ oP~ ~~~> No. j arameters *-'EoEE~ ~ n, -T, E .0E0 1< 00 00 705 7.36 ~~~~~~~~~~~~~~~~~~~~~~~1 -0v .0 > 0 5-00',' 0~~~~~~~~~~~~~~~~~~~~~'5l~

I- --.- ,I, 032 ____~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

. . ------. .- .- - . I_ 05 O ig/ ------0 7402.6 4 68 9-'6 I 12 10 7 J 6. 3109 9 34 j 4 -06- ChorDeSaCmg g 2520 ~2 12 12 1. 560. 2194 318. 19.2 1 623. 69 1034 24 27218 36.3 - L.....A ------______~~~~~~~~~~~~~. -- 1 4 I ...... 073 SulphatdGeaseO,mg/i 89 1 1445 65 <8. 140. Ni4 415 45l 52il 2 63 42 9 167 96 5. ~~~~I2~~~~~~~~~ 051-1- Nil6" 2 - 1 39' 23-. 93 5 196 72. 08 COD,t ___ 14 1 5 45 36 1 552 06 72 10 12 410

27.1 3623 Ut.... ia.Fi. .o~~~~~~~20 4 1 13271 112.7 2'602 194 863 14 9 24." 10t.2 107. 24a -- ...~~~~~~~~~~~~~~~~------. : - - .- <00 00 <0.01 14<.1 <00..02 4<.0 <001 <0.01 0.2 <001 <0.0 <0.01 07 ouphaerasCSO,mg/ 0.02 <001 ..... --.------. .... ------I. 12 ZainityZn gI_ 19.0 0.0 0.0 0045 300 <0.01 600 0.0172 0.0 01 0.01 530.1 5200 0.02 02.01 I -- ....- II.I ----- N iI. 9...-... I 1 N.1-.,. 13I <0.01LeadasPb <0.01 mg/i <0.01 <001 <0.01 I <0.01 <001 <0.01 <0.01 1 <001 <0.010.01 <0.01 <001 <0.0<0.01< <0.010

<0.01 I<0.01 I 00 <00 0. .01 I<001I<00 01 0.03 <0.02 <0.01 14ChromiumasCr,mg/i 1 <0.01 <00.01 .0<00

------. .- ._ _ - .~~~~~~~~~~.- ..... ~ ~~ ~ ~ ~ ~ ~ ------U . <0.01 <0.01 <0.01 15 Cadmium as Cd, mgAl I <0.01 <0.01 <0011 <00 I0.0I 1 <0.01 1 <0 <0.01 <0. 01 I<01<0.01I <0.01 I Nil 180 Nil 16 coi,MPN 23 ~~Nil Nil 15 I 26 - 272 I Nil I 140 I-Nil - Nil 193 I 18 Aben 2. bsn E-CoIi 21 Absent ~~~~~~ 10..10~ ~~~Absent25 A__bsen 6 Abet Absent 35 12 AbLt------1.6AOn- ~~~~~.~~~216..-I I23 MPN ______ColiformAben .------.-- I .---- -~~~ ~~ ~~~ ~~~~~~~~~~.__-bsn 18 asTotal I 1127Hardness 42.1 47.8 41 3 I ~~~~3 ~~~~~~~~~~46178 I76.3 4. [18 199 86.3 g36.3 127.3 12.3

,m g A1 .CaCO ...- .- 1.- . ... i-,.. I _. 9.2 19 Total Suspended 40 6.5 1 12.7 1 24.1 36.7 1 111.2 3 11.2 1 46.7 I 2.7 7.9 71.8 I 87.3 I 11.7 142.3 Solids, mg/I- -.- - - -4 ....- ... . ._ _ _ _ _ A.b...... -..-. I.~~~~~~~~~~~~~~~~~~~~~~~86~~~~~~~~~ t111711 ~~~~~~~~~~~~~~~~~~~~~~,.. 20 i Colour, NTU 5 j 2 2 76 6.9 I 8 2 3 2 2 3 Absent 21 iOdour J bet Asn bsn bet IAset sn bet Absent Absen Abet Aklhet iAsent Asent I .- ~~~~~~~~~~fl Ž~~~~~~~~2 26 a 11 i

Government of Uttar Pradesh, Public Works Department, Lucknow, India 63 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

5.2.3 LAND

All the routes selected for upgradation in phase 11pass through plain terrain. Only portion of two routes namely Gorakhpur-Shahganj and Sitapur-Bahraich pass through flood plains of Ghaghara river. The other routes also pass through for flood plains of minor rivers these rivers are not perenial and are tributaries of Ghaghara or Ganga. The ground is generally flat with slopes < 1%. The general altitude along the routes varies from 120 m to 250 m. Since northern UP is mountainous, higher altitudes are encountered near Bahraich and Moradabad, while the altitude falls to about 120 m in west.

Land Use

The land acquisition in phase 11will be mainly for bypasses and improvement of inter sections. The land requirements for bypasses are indicated in subsequent sections. Most of land required for intersection improvements is Government land (Gramsabha land). Land for bypasses is predominantly agriculture land.

Approximate breakup of land to be acquired is given below: (a) Total land requirements - 201.93 Ha Private Land Government Land Total (b) Bypasses Private Land - 74.36 15.03 89.39 (c) New Bridges - 56.16 2.34 58.50 (d) Road Improvement - 51.84 2.16 54.00

Geology and Seismicity

The entire area of routes selected under UPSRP-11 is characterized by alluvial sediments transported by the Ganga and its tributaries. The entire area close to routes selected in phase 11of UPSRP-II is characterized by alluvial sediments transported by the Ganga and its tributaries. The soil cover is 400-1500 mm deep. The Gangetic plain is distinguished between the older and the newer alluvium. The older is usually composed of argillaceous beds, where kanker, an impure carbonate of lime and pislitic ferruginous concretions are disseminated.

The underlying geology is a significant factor in determining the susceptibility to earthquakes of structures standing above ground. The routes selected in phase Il lie either in Zones IlIl or IV'. Table 5.9 below details out the details of seismic zones encountered along the routes.

Table 5.10: Seismicity of areas in vicinity of routes in phase 11of UPSRP-11 Route Co-efficient of Seismic Zone as per No. RoteHorizontal acceleration IMD 3 _ Pilibhit-Puranpur-Khutar 0.02 111 4B .Bangarmau - Asiwan - Lucknow 0.04 = . 6_ Sitapur - Biswan - Bahraich j 0.04 _ IVV 7B Azamgarh - Mau - Rasra - Phephana_ ___ 0.02 III I OA Gorakhppur -Shahan 0.02-0.04 1 III-IV 11 SheeshmaDoraha-Manpur-Bazpur ____ 0.02 ------16 Deoria -Ballia 0.04 __

as per the India Meteorological Department's five-tiered classification in which I represents the lowest risk from earthquake while v represents the highest.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 64 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Soils

The soils making up the project routes are mainly alluvial. They are transported by the River Ganga and its tributaries as they flow down from the and sluggishly deposit their loads in the plains. The soils associations namely, Orchepts. Orchepts-Gullied land. Ochrepts-Orthents, Ochrepts-Psamments. Ochrepts-Orthents-Udlafs are spread all over the state. These soils are extending over level to gently sloping areas occupying the inter-fluvial, old flood plains of the river Yamuna, Ganga, , Sarda and Ghagra. They are coarse loamy to fine loamy. The soils are very fertile and support a variety of crops of which is the major cereal.

The districts of Bahraich and Pilibhit, Lakhimpur along route 3 have terai soils. These soils are rich in humus with clay, silt and fine sand. They are saturated with groundwater and support water intensive crops like and .

Lead in soil is a cause of concern. One of the pathway is through uptake by vegetation, which may become a part of the food chain. The lead content of soil was therefore analysed for all the project routes. The results are reported below in table 5.1 1. These levels indicate very low lead contents in soils and are of insignificant consequences to health. The Government of India is making available lead free gasoline. Hence lead content in future is further expected to be low.

Table 5.11: Lead Content of Soils In vicinity of project routes In upgradation In UPSRP-I1 Route No. ! Route Lead Content (mg/g) 3 __ i Pilibhit-Puranpur-Khutar _ 2.1 4B I Bangartnau -Asiwan - Lucknow 6.3 6 Sitapur-Biswan -Bahraich_ 1.2 7B Azamgarh - Mau - Rasra - Phephana 2.6 IOA , Gorakhppur - Shahganj _ 1.4 I I Sheeshxna Doraha - Manpur - Bazpur 7.6 16 ! Deoria - Ballia 2.6

Figures 5.1 to 5.7 indicate routewise sampling locations for air, water, noise and soil. The detailed methodology of collection, analytical methods used and sampling procedures followed are given in Annex-2

Government of Uttar Pradesh, Public Works Department, Lucknow, India 65 Project Co-ordiniating Consultants (PCC) Services for Uttar Pradesh State Roads Project LEGEND:

r-I Distriot boundary ( Distict Hnadquarter - Project read Notion.I Highway ZNZ Stat. Highway Major dist road River Water sampling station * AJr sarnpling staton , Noise sampling staton SaSoil sampling sation R Project Road Start/End Point 'own/VillageT

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Government of Uttar Prades?" -0OZ5*P'1 Locaton Qf AIr,N9$e_,69il SaMpling Uttar Pradesh ;totv Roads ProjectInasctinwh Project Co-ordinatlng Consultants (PCC) Services. (World Halcrow and Partners PILIBHIT . Ki'UTAR. (ROuFte No: 3) Bank Loan No. 4114- IN) Operations Rsmarch >Qup sale: Development Conrultants Ltr 0 10 20 30 Kilometer MOP Consultants(Pvt.) Ltd. .------FileReference. dl.vnnodfroutes94iU-ili-3 LEGEND: = Dlstrict boundary (3 District Headquarter - Project road w National Highway ..-~N State Highway Major distt. road '- River ^ Water sampling station * Air sampling station f Noise sampling station rSoil sampling station (® Project Road Start / End Point 7 Town ! Village

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Public Works Department Figure No: 5.2 Governmment of IJttar Pradesh aH

ProJipct Co-ordinating Consuylbntr. (PCC) I 6oao i tctn tA*Ni,slSmln Services. (World Bank Loan No. 4114 - IN) Halorow and Partnrs Lucknow - Banganmau (Route No: 40) OperabQns Research Group Q.volopment Consultants Ltd Scale MDP Consu!tants(Pvt) Ltd. 0 10 ,20 30 Khomeoero

File reference: d(Anvinodroutes11S-Iko-4B LEGEND:

= District boundary @ District HeadquartW . " Projc road ek f- National Highway z State Highway Major diett. mad Z. River f Water Sampling Station AAir sampling station f Noise sampling station A Town / Village

t- . .2> - '\ ' ~~~~~~Bahrakch/

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Public Works Departnent Figure No: 5.3 C-ovemnnt of U*tr Pradeuh -- If

Vtter Pra#d#h 1tat1 Reds ProjeOt In association with Locations of Air,Noise,Soil Samplin Project Co-ordinating Consultans (Pee) Services. (World Bank Loan No. 4114. IN) Halcrow and Partners SITAPUR - BAHRAICH (Route No: 6) Operations Researoh Group &dale Development CQnsultants Ltd o 10 20 30 IOrnoter MDP Consultants(Pvt.) Ltd. '_'_' ' hil R.freac.: dIAyIndIraut11lP =-4 - LEGEND:

District boundary ( ODlstrlct Headquarter ~ Project road National Highway ZN,- 8tate Highway Major distt. road '-.,' River Water sampling staton * Air sampling staton f Noise sampling stabon Soil sampling staton ® Projeet Road 8tart E nd Point A Town / Village

Muarslpur

L ~ ~1l ~~~ ~~~~~~~~~~~Sahatwar_ ,^,

Public Works Department Figure No: 5.4 Govermeont ot Utbta Pradssh Y GovmmnofUtarPrdLocations of Air,Noise,Soil Sampling Uttar Pradesh State Roads Project In aivoQvition w1th Project Co-ordinating Consultants (eCC) Hakirow and Partners AZAMGARH Services, (World Bank - PHEPHNA (Route No! 7B) Lear No. 4114 - IN) Oporgt'on Research Oroup Seaw: Development Con.uRInts Ud. 0 10 20 30 Kito MDPR onsultants(Pvt.) Ltd. ______Fie Reference: dtA vinod/mutesi 1/-azm-phep-78 LEGEND:

District boundary GD District Headquarter - Project road Natonal Highway ZY BState Highway Major distt. road Gorakhpur River pt Water sampling station +- Air sampling station $ Noise sampling station * Soil sampling station( ® Project Road Start/End Point A Town /Village

3hahgaj \;amGa Jh

Public Works Department ~ L ~ ~ Figure No: 5.5 Government of Uttar Pradesh

UttaStte Prdes RadsProectIn association with Loc-ations of Air,Nois*,Soil Sampling Project co-orudnatlng consultants (POC) Haicrow and Partnems eries. (Woiid BanikLoan No. 4114 -IN) Optgraltono Resgarch Oroup GORAKH PUR -SHAHGANJ (Route No: IO A) OsvloPmcr onsulNs Ltd cae MOP Com.uiants(Mv.) Ltd, 0sae 10 20 30 Jliometers

File RefeorUce:dIA-vinddroutesi 1eshah-IOA LEGIEND: 2 District boundary ® District Headquarter ~ Project road National Highway ,-N,- State Highway Major distt. road .--.. , River ^ Woter 6smpling ftion * Air sOmpling station f Noise sampling station * Soil sampling stabon ® Project Road Start /End Point 'U.P State 1order A\ Town Village

JyotibafuileNaga

Public VWorks Depart ment Figure No: 5.6 Govemrnent of Uttar Pro desh Uf ~Locations of Air,oise.3oul Sampling Uttar Pradesh State Roads Project In asoito with Project Co-orcdnating Consultants (pCc) Htr nPa,rs MORAIDABAD , BAZPU R (Route No: II) e/ivle~.(Woild ~nl~ LoenNo. 411-IN Operatons Research Group Scalej D\valOnItft Conultants Ltd 10 20 3 MOP ConsuItants(Pvt) Ltd. ileoReferene:d/Av inoirotitlselBaSampn11 LEGEND:

aDistrict boundary i) District Headquarter Project road National Highway ,-NZ State Highway Major distt. road River It" 19 Water sampling station \ Air sampling staton I Noise sampling staion

. ' Soil sampling station A Town Village

\~~~~~~~~~~~~hpfA I e

Sehahv evlgaWr

Goenmn f tarPaesh

Pubik WQ*st pertrnqnt Figur Noe, 5.7 GoVemmentPradeshof Uttar ~~Locations of Air,Noise,Soil Sampling Utter Pradesh State Roads Project InLLAas EORIa(RQonNw 16 Project Co-ordinating Consultants (PCC) HAaLA and Partners; - IC Services. (World Bank Loan No. 4114 - IN) Operations Research Group ScI; DOqV9,pmerA Consuha~nts 0 10 20 30 Kgdometerl MOP Consuftants(Pvt.) Ltd. File Referenice: dIA-vknodroutesl 1/8-Bafia-16 Enr'ironmental Assessment (Phase 11) DHV Consultants BV December 2003

Quarries & Crushers

The UPPWD has approved several quarries for obtaining sand aggregates for their construction works. Existing quarries that are already in operation with the required environmental clearances have been recommended for this project, and no new quarries have been proposed. The following quarries (Table 5.12) were identified for Phase I and the same will be used for Phase 11also. The availability of borrow material has been confirmed by the design team. The location of these quarries has been shown in figure 5.8.

Table 5.12 Quarries identified for phase 11construction

S. No. Name of Quany i Material _I _Badsha_hi_ Bauarry_ 2 Hardwar quar__ Stone aggregates 3 LaIkuan quay -. __ - Stone agregates._ 4__ _eh __ ___ Stone ag__gates 5 Tanakpurquarry Stone aggregatess__ _ _ 6- __ Fatehpur Sikriquary Sand-stone aggregates _ 7 _ quarry ______aniteagegaes ___- 8-__ c - - and_ _ 9 Karbmi quarry ne a___tes ______10 Shaukargarh_qlarry __ __ andstone agEgates ______II Hanirpur quarry __ Sand 12 Chunarquarry Stonea eates .. 13 _ Dalla quarry ______Lime-stone aggregates 14 Chopanquarrv Sand 15 Birohi quarry Stone aggregates

Borrow Pits The soils to be used, as sub-grade, select sub-grade and shoulder materials need to be hauled from designated borrow areas. Similar to the identification of suitable quarries, suitable borrow areas for supply of soil to the new road formation were also identified. Based on the total requirement and availability of each soil type, estimates of soil quantity to be obtained from each of the borrow areas were worked out in accordance with the National Standards, recommended by the Indian Roads Congress (IRC)2.

In the selection of the borrow areas, care was taken to ensure that: sufficient quantity of suitable soil is available from the borrow pit; the borrow areas are as close to the project road as far as possible; the loss of productive and fertile agricultural soil is minimum: and * there is minimum loss of vegetation.

In order to keep the lead manageable, a maximum distance of 100 m was assumed for all routes. Details of borrow pits identified along the various routes are given in table 5.13. The design team has estimated that the material available from these pits t/ill be enough for the construction works envisaged.

2 IRC (1989). Recommended Practice for Borrow Pits for Rood Embankments constructed by Manual Operation.

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Table 5.13 : Borrow Pit locations along project routes in phase 11of UPSRP-1I I '~~~~~~~~~Chainageof Borrow Area Location (Distance S. No. I Route I in m fromroW) ___ I Pilibhit-Puranpur-Khutar ~ .5 (30 m), 15.5 (30 m), 42.5 (30m), I YLg ... jA7.5X20 m?),66.5 (30 in), 72.5 (15 m) t . ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~------.------__t______angarmau - Asiwan - Lucknow 85.4 (30 m), 77.4 (40 m), 68.2 (30 m) 57.5 (25 m), 47.5 (25 m), 37.5 (30 m) _ 1______27.2 35j,m)17.8 (30 m)_ 3 iStapur Biswan-Bahraich _ _ 41.5 (17 m9, 57.5 (18 n), 73.5 (21 m)- 4 Azamgarh - Mau - Rasra - Phephana 1277.5 (20 m), 285.5 (20 m), 295.5 (15 m), 303.5 (15 m), 325.5 (15 m), 334.50 (20 m), 5347.5 (20 m), 359.5 (20 m) I5vor.ktppur - shahiganr 2_20 5 i15 mi. 412 511 I m P.2 5 Il1 m l. _ _L_ __8_ 5 <20 mj 14.5 (15 m) 6 _ Sheeshma Doraha - Manpur - Bazpur 119s (30 m), 25.4 (15 m), 42.5 (35 m), 39.6 (20 m) 7 Deoria - Ballia 152.90 (1O m), 160.5 (20 m), 171.50 (15 m), I197.5 (20 m), 210.5 (20 m), 217.50 (20 m), -26.50 (20 m), 233.50 (10 m), 250.5 (20 m)

The locations of the above mentioned borrow pits have been shown in figures 5.9 to 5.15.

Fly Ash as Fill Material

The proposed UPSRP-11 upgradation will require substantial amount of earthwork and large quantities of fill material. The normal practice hitherto has been to use suitable soil from nearby locations as fill material. Over the past decade, it has been gradually realised in India that fly ash is accumulating at all thermal power plants across the country at a rate of 80 million tonnes annually. Only 5 to 10% of this material is being utilised at present. There are active efforts on to explore the possibility of using fly ash in routes selected for upgradation near Kanpur. Fly ash from Panki Thermal Power Station (PTPS) Kanpur has been proposed for use in Bangarmau bypass: planned on 4A Katra to Bilhaur (Phase I route) due to its proximity to PTPS. This usage is subject to suitability of physical and chemical properties. Chapter on Impacts Assessment assesses the suitability of Fly Ash as an embankment fill material in the proposed bypass.

To give an impetus3 to the present use of fly ash as well as few new uses, the Government of India has established Fly ash Mission in 19954 (Annex 3). One of the large-scale uses identified for fly ash is its utilisation as filling material in road embankments. Different forms of fly ash, such as pond ash, bottom ash, etc have been found applicable as construction material in roads, either as compacted material or as stablised material, the most common stabilising additives being lime and cement. Globally, vast of experience is available concerning the successful use of fly ash in road and embankment construction, besides other applications.

In the context of the use of fly ash for highway fills, the Ministry of Environment and Forests notification of 14 September 1999 has to be kept in view. The essential aspects are: * Thermal plants shall make fly ash available without any payment for a period of ten years from Sept. 1999, for use in highway embankments, and other applications. * Public works departments, NHAI and such other construction agencies shall prescribe the use of ash and ash based products in their schedule of specifications and construction applications.

4Coinciding with the beginning of fly ash mission, highly successful examples of bulk use of fly ash in embankment construction were completed in 1995, 1996 and 1998, these being Okhla fly over, Setu fly over and the 2" Nizamuddin Bridge (eastern approach), respectively. All the projects are on heavy traffic roads in Delhi Urban area on NH2, Ring Road and NH24 respectively. The 2'" Nizamuddin Bridge (eastern approach) embankment run for nearly is 1.86 km across the flood plain of River Yamuna and the total height is up to 10 m. It is noteworthy that the performances of all these embankments have been excellent, with no settlements or other signs of distress. Pavements on these embankments have also shown better performance than those on compacted by soil fillings. This can be attributed to the higher shear strength and deformation modulus of compacted fly ash, compared to that of compacted soil.

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As far as the Indian scenario is concerned, records are available of use of fly ash since 1970s, as a component of lime-fly ash stabilised soil, lime-fly ash concrete, lime fly ash water bound macadam, etc. All these projects have been monitored and the use of fty ash has been found to improve the performance of the structure concerned.

Properties of Fly Ash from Panki Thermal Power Station (PTPS), Kanpur

Fly ash from PTPS was tested by IIT Kanpur as well as CRRI, New Delhi. The results of these tests are compared with properties of fly ashes used in Okhla flyover. Hanuman Setu flyover and 2nd Nizamuddin Bridge (Eastern Approach) below in table 5.14.

Table 5.14: Geotechnical Properties of Flyash from PTPS

I Flyash from PTPS I Okhla Flyover Hanuman Nizamuddin Property Setu Bridge Eastern | (As tested by (As tested by l BomOT Ash Fly Ash Flyover | Approach __ j[ CRRI) [ lKanpur) i _ _ _ _ S§p.CG_vity 1 1.95 1.95 2.09 :2.05 1=90 1.90 __ Grain size 75% silt Sandy silt 'o Sand222°o i Sand 25% distribution 25% fine sand _j __ i Silt 14% Silt 78%b Silt 75% Silt 75% Compaction | _ . _ OMC 29% 32% 3 3 30% MDD-gmcc 1.15 __1.165 1.03 106 . 1.13L_ 1_144__. Shear strength 0 = 34' properties i = 36' (Post peak friction j 37' 31' 330 350 (Direct shear) angle from tests). I i-'--6R~.------~ @--- IL, --. I Ix10 Pemebliy jNot gvn jKh =6- o9 x lI11' j11' l 0 Source: Study on Use of Flyash for NH2,October 2000, LASA

Fly ash and bottom ash used in the Okhla flyover were taken from the Badarpur Thermal Power Station (BTPS) and the fly ash used in Hanuman Setu and Nizamuddin Bridge projects were sourced from Indraprastha Power Station (IPS). On the basis of general comparison, it is seen that properties of fly ash from the three thermal stations, viz, BTPS, IPS and PTPS are in a close and comparable range. It would thus be reasonable to draw upon the experience gained in using of fly ash from BTPS and IPS in highway fills and extrapolate the experience to fly ash from PTPS to the extent applicable.

At Okhla fly over and Hanuman Setu fly over locations, fly ash was used as backfill for reinforced earth walls, with geogrids as reinforcing material. The height of embankment at Okhla fly over was 9.7m (max.) and at Hanuman setu 4.Om (max.). The maximum height of embankment was 1Oim in the case of Nizamuddin eastern approach embankment of nearly 1.86 km length. The average height was of the order of 5m. Much of the embankment is across the flood plain of River Yamuna. The sides are subject to prolonged inundation during the monsoon season. The embankment was constructed with side slopes of 1h to 2v. The fly ash formed core of the embankment, encased in a cohesive soil cover on the sides. Further, layers of local soil of 20-40cm thickness were provided after every 1.50 to 2.00m of fly ash filling. The embankment has experienced two flood seasons.

At all the three sites, the performance of fly ash as fill and embankment was found to be excellent, both from stability and settlement considerations. The fills are stable and settlements negligible.

From the test results, it is reasonable to conclude for design purposes, that in geotechnical terms fly ash from PTPS is cohesion-less material, with grain size in the range of fine sand and silt. The OMC is around 30% and MDD 1.15 gm/cc. The low MDD is due to the low specific gravity of the fly ash particles. The shear strength of the

Government of Uttar Pradesh, Public Works Department, Lucknow, India 83 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

material is highly satisfactory with friction value of 34o. The material has been found to have permeability in the range of 6 x 10-4 cm/sec.

Comparison of test results provided in the reports of CRRI and IIT Kanpur shows the values to be close to each other, CRRI report recommends the use of fly ash from PTPS as fill material.

5.24 NOISE

Noise attributed to roads depends on factors such as traffic intensity, the type and condition of the vehicles plying on the road, acceleration/deceleration/gear changes by the vehicles depending on the level of congestion and smoothness of road surface (IRC: 104-1988). Excessively high noise levels are a concern for sensitive receptors, i.e., hospitals, educational institutions, wildlife, etc.

National Noise Standards

The Central Pollution Control Board has specified ambient noise levels for different land uses for day and night times. Importance was given to the timing of exposure and areas designated as sensitive. Table 5.15 gives the noise standards set.

Table 5.15: National ambient noise level standards

Area Code Category Limits In Decibels (dBA) AreaCode [ndus egoal I DayJiTimernht C Time A |BIndustrial r 75 70 B__ i Commercial __ I__ 65 ___55 C~ 1Residential 55 45 D i Silence Zones 50 1 40 Note: (1) Daytime: 6 AM to 9 P.M.. Night-time 9 PM to 6 AM; (2) Silence zone is an area up to 100 m around premises as hospitals, educationol institutions and courts. Source: Central Pollution Control Board, New Delhi

Selection of Sampling Locations

Locations for noise monitoring along the route are identified based on the criteria same as those used for air monitoring but the relative importance of each criteria carries a weightage in arriving at the final set of locations. In case of noise monitoring locations, sensitive landuse such as schools, hospitals and religious places gains more importance due to ill effects of noise. In all, 13 locations were selected for monitoring of noise levels to cover all types of sensitive receptors and all the possible routes.

Results L Analysis of Noise Montoring

The night time noise levels were lower than the corresponding daytime measures. A variation of more than 5 dB (A) to 10 dB (A) was observed at the most of the locations between the day and night time noise levels. Table 5.16 gives the values arrived for day and night from the measured noise levels at an interval of 1 minute at various locations along the project routes.

Table 5.16: Noise levels along upgradation routes selected for phase 11 of UPSRP-11

Leq day S. No. urvey Station Leq night (SS) (15 hourly) (9 houriy) ______~ ~~ dB (A) _ B 2__ i Gairaula on Route-3 89.7289_ 84.94 2 Puranpur on Route-3 = S8899 ____84.74 3 Khutar on Route-3 ! 88.77 80.07

Government of Uttar Pradesh, Public Works Department, Lucknow, India 84 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December )03

Leq day Leq night S.No. |Surey Statlon (SS) (IS hourly) (9 hourly) dB (A) _dB (A_ 4 Garva Kihamaon Routc-3 S6.24 84.16 5 orest at Jara (km 20.2-23.40) on Route-3 84.76 82.21 Forest at Niranjanpur (Km 63.40-66.10) on Route-3 82. 19 79.25 7 K'Zhushalganj on Route 4B 78.52 89.45 S Asiwan Thana on route4B 81.66 73.17 9 _Mhanon Route 4B _ 76.64 | 73.82 10 Barg sniau on Route 4B - I 884.94 75.76 I Itapur on Route6 -83.37 79.97 12 jBiswan on Route46 90.17 75.84 13 iahangirabad on Route-6 85.04 81.34 14 jPanditpur on Route46 85.58 76.42 i15[Azamgarh on Route-7B 88.57 _ 73 13 16 au on Route-7B _ S8.51 82.56 17 _~asara on Route-7B ____ 77.66 _ 732 18 !Phephana on Route-7B _ 81.52 74997 19 Shahgang onRoute-IOA 85.13 88.63 20 Ahiraula on Route-IA S2.4.38453 _21BuhanpuronRoute-1OA 82.10 7864 22 oipuron Route-IO-A 79.89 7435 _43 23 Seesma Doraha on Route-lI 79.75 73 24 _azpur on Route-l 74.51 73.48 _5 85.75 80fada28onRoute-l8028 = 26 IDeona on Route-16 885.74 : 74.66 27 Salempur on Route-16 _ 90.60 84.29 28 Bhagalpur on Route-166 8S.06 84 00 29 Belthara as Route-16 84.33 84.86 _30 Sikandakrpuron oute-16 81.88 77.73 31 Ballia on Route-16 88.91 7988

The day time noise levels in all settlements is far in excess of the 55 dB (A) maximum value specified by CPCB. However, in most settlements, the night time values are also quite high. The reason for these high values is community noise during day time. Night time values are higher due to the reason that heavy vehicles specially multi axle vehicles ply in large numbers during night time. These contribute to the noise levels. Further the operative speeds in night time are also higher and these result into high noise generation at source level. The noise levels have been measured during the month of June when there was transportation of riped mango crop, Specially on Bangarmau-Lucknow route. At this route the night time noise level is higher than day time because of this reason. But it may be mentioned that these values contain contribution of community noise also. Marked effect of traffic noise can be seen in all settlements. The detailed methodology of baseline data collection (air, water, soil, noise, etc.) and sampling procedures followed has been given in Annex 2 5.2.5 FLORA

The flora along the road is characterized by large trees at the edge of the soft shoulder or base of the embankment On some the project routes such as Deoria-Ballia. All roadside plantation in UP is designated as Protected Forests. Shrubs and grass form relatively dense undergrowth in certain routes. The most common flora recorded in the route are described below.

Trees

The most common road side tree species are shishum (Dilbergia sissoo). jamun (Egenia jambolina). neem (Azadirachta indica). Aam (Mangifera indica). pipal' (Ficus religiosa), and Mahuva (Madhuca indica). Other species recorded include Arjun (Terminalia arjuna), Imli (Tamarindus indica), Gulmohar (Delonix regia), Pakar (Ficus retura). Amaltas (Cassia fistula), etc. The newer plantation include Eucalyptus (Euclayptus globules) and Poplar. Most of the trees are quite mature and girth sizes of as much as 5 m are also

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 85 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

recorded. Annex 4 gives the details of the tree survey carried out as part of the study. Table 5.17 gives the distribution of trees along all routes by girth size. The trees mentioned in Table 5.17 are total trees in RoW . On Gorakhpur shahganj route about 10500 trees in girth size less than 10 cm are reported due to younger trees recently planted along Gorakhpur - Sikariganj and Sikriganj-Shankarpur streches.

Table 5.17: Girth wlse distribution of trees along routes selected In phase 11of UPSRP-11

Route i0- Girth Size (cm) Total ______-1 - 1 -20 1 20-30 30-40 iI 7 o [ >60 oa Pilibhit - Puranpur-Khutar _ 48 j 742 j 13368 - 6881 2878 i 6207 30124 angarmau - Asiwan - Lucknow 10 12 2 [ 268 1132_ _11073 12497 Sitapur- Biswan- Bahraich _ 42 5 2 46 167 15270 15532 Azamgarh- Mau - Rasara- P_epiCnI - 2 17 43 . 420 12391i 12882 Sheeshama-Doraha-Manpur - 6 4 3 204 1405 8469 10091

Bazpur ! _ _ ; _ _ I _ __ E _ _i Grakhpur - Shahganj 10586 69 J3 74 . 9369 _ 6252 _1720 Deoria - Ballia 1 10 461 1090 16189 17767

Shrubs

The common shrubs observed along the roadside are Babul (Acacia arabica) and Kikar (Acacia nilotica). In addition Ber (Zizhypus jujuba) and Katira (Streculia urens) are also recorded.

Grasses

Some tall grasses like munj (saccahrum munja) are observed growing along the road especially near natural streams and water bodies. The other grasses are sarpat and kans. Bamboo clumps were also seen lining the outermost line of trees.

Herbs

Some of the herbs observed growing along the road are dhotura (dhatura metal), kalmegh (peristrope bicalyculata), croton (croton bonplandianum), duddhi (euphorbia hista), latzeera (achyranthes aspera), lantana (lantana indica), polygnonum pledium, justicia simplex, euphorbia microphylla, evolvulus alsinoides. sida cardifolia, sida equisetifolia, ipomca palmata, ubchak (ipomea cornea), mamoli (solanum xanthocarpum), chaulii (amaranthus vivdes), madar (calotropis procera, etc.

Hydrophyles

Most of the ponds, not in regular use have luxuriant growth of eichhornia, trapa, wolfia, vallisveria, nymphea, scirpus, azolla, salvinia, lemma, nelumbo, hydrilla, cyperus, etc. These aquatic plants provide habitat for insects and small fish and maintain the balance of the ecosystem.

Flora in Reserve Forests Along Phase 11Routes

The reserve forests exist along Bahraich-Khutar maintenance route and Pilbhit-puranpur -Khutar Upgradation route. Location of these forests are given below:

Motipur range - Chainage 190.1-208.5 Gola range - Chainage 103-104.5 Mehalani range - Chainage 80.5-84.2 Mala range - Chainage 20.20 - 23.4

Govemnment of Uttar Pradesh, Public Works Department. Lucknow, India 86 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Puranpur range - Chainage 63.40 - 66.10

The flora species found in the Gola, Motipur and Mehalani forest ranges are given below:

- Sagwan (Tectonagrandis) - Sakun (Shorea robusta) - Khair (Acacia Catcheu) - Shisham (Dalbergia Sisoo) - Jamun (Cyzygium Cumini) - Gutel (Trewia nudiflora) - Haldu (Adina Cordifolia) - Mahua (Madhuca Indica)

The above information was obtained by environmental expert from DFO Motipur range on February 18. 2003. The flora species in Mala and Puranpur range are given below:

- Sal (Shorea robusta) - Arjun (Terminalia Arjuna) - Asana (Terminalia Alata) - Asidh (Dhori) (Legrestroemia Parbifeora) - Aonla (Emblica Officinalis) - Jhigna (Lennea Coroman delica) - Pipal (Ficus Religiosa) - Teak (Tectona Grandis)

The above information was obtained from DFO office Pilibhit on 19.02.2003 by the environmental expert.

5.26 FAUNA

None of the upgradation project routes in phase 11 upgradation pass through designated wildlife havens. However, two maintenance corridors namely Meerut- Garhmukteshwar and Garhmukteshwar-Bullandshahar few km stretch abutt Hastinapur Wild Life Sanctuary. This wild life sanctuary does not habitat any rare species of fauna.

The reserved forests mentioned section in 5.2.5 also habitat wild life. The information on fauna found in the above forest ranges was obtained from DFO offices located at Lakhimpur and Pilibhit. The wild life species habitating these forests are summarised below:

Motipur,Gola and Mehalani Range

Rabbit Dear Monkeys Langur Neelgai Cheetal Wild Boar Rabbit Tiger (Rarely seen lost spotted two years back). Main habitat of tiger is Katamighat about 60 km from maintenance route. Recent statistics of wild life is not available in DFO office.

Governmtent of Uttar Pradesh, Public Works Department, Lucknow, India 87 Project Co-ordinating Consultaunts (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV Decem ber 2003

PLATE- I

ROUTE-4B Bangarmau-Lucknow

Bridge at chainage Km 29.800 (Existing Chaiange)

The arch bridge was constructed during Mughal period. The security posts on both ends of the bridge, and the ornate towers in the middle are still intact.

The bridge is well maintained -iand- i is in good condition.

Environmental .Assessment (Phase 11) DHV Consultants BV October 2003 Environmental Assessment (Phase II) DHV Consultants BV December 2003

PLATE - II

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GATE -MIYANGANJ

Name of Village . Miyanganj Date of consultation 8/7/2001 Duration . 2 Hours 30 minutes Venue . Shahi Fatak Number of participants 12 Name of participants

1. A S Mohammad (Retd. Capt) 2. Rajkapoor Gupta 3. Shiv Kumar Sharma 4. Dileep Kumar 5. Annu 6. Haji Farchand 7. Mohamimad Usman 8. Rakesh Varma 9. Amanat Ali Ansari 10. Naseer Ahmad 11. Mohammad Anees 12. Raju Ansari

This Historical Gate was built by Miyan Almas, a minister of Nawab Wazid Ali Shah. Presently, it is in under custody of Puttan Mfiyan and Shamshi Mfiyan. During consultation, participants expressed to make it high and increase its size. They wanted to make it like Roomy Gate of Lucknow.

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PLATE - II

I. II

*- -I # j .r - kU' ,,^*I

GATE - NAVAL GANJ

Name of Village Naval Ganj Date of consultation 31/01/2001 Duration 2 Hours 30 minutes Venue House of Pradhan Number of participants 10 Name of participants

1. Maiku La! 6. Riyazul Hak 2. Jaleel Hak 7. Shafi Ahmad 3. Becha Lal 8. Shyam Manohar 4. Jagannath 9. Prem Shankar Gupta 5. Mahesh Prasad 10. Mohammad Kaleem

This gate was built by Naval Roy Safdarjang at the time of Nawab Wazid Ali Shah. It's structural condition has deteriorated over time and presently it is not good condition. A family has made it its residence and is presently living there. The gate does not offer opportunity for any widening of the road under it. The villagers wanted to make this gate like Roomy gate of Lucknow. They wanted to increase the size of the gate and also increase height. its

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Mala and Puranpur Range

Name of Wi Id Life Number (Year 2001)

Cheetal - 1399 Sambhar - 13 Bara Singha - 117 Neelgai - 2211 Pada - 247 Kakanad - 11 Wild Boar - 1965 Monkey - 12751 Langur - 1154 Rabbit - 47 Bhalu - 59 Shiar - 125

Tiger Female - 9 Male - 14 Cubs - 03

Additional data was collected in October 2003 from the forest range officials regarding wildlife and sighting of tigers near project corridors after receipt of comments from World Bank. This data is presented in Annexure 5.1. The interactions revealed that only in case of Pilibhit-Khutar route between chainage 19km to 20km, one sighting of tiger was reported near Gad-ha Barrier.

5.2.7 HUMAN USE VALUES

The land adjacent to the existing alignment is primarily used for agriculture. Three crops are taken annually: Rabi, Kharif and Zaid. The major cereals grown in vicinity of the routes in phase 11is Wheat and paddy. In addition, a number of other crops: oilseeds-Mustard, and such as Sugarcane is also cultivated.

Settlements

There are a number of small and large settlements adjacent to all project routes. Most of the settlements are hamlets or villages. Most of the larger settlements are also like villages that have grown out of proportions rather than cities. Widespread encroachments into the RoW within settlements is the common feature of all routes. Table 5.18 details the settlements in all routes.

Table 5.18: Settlements along routes selected in phase 11of UPSRP-11

______Route _ _ Urban/Semi Urban areas Pilibhit - Puranpur - Khutar 03 _ 37 Bangarmau -Asiwan - Lucknow 04 [ 26 Sitapur- Biswan - Bahraich ___ 007 31 Azamgarh - Mau - Rasara - Phephana 04 _ 65 Sheesharna - Doraha - Manpur - Bazpur 03 24 Gorakhpur - Shahganj 05 86 Deoria - Ballia 04 72

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Markets

There are permanent markets in major settlements. These trade in food grains in wholesale quantities and other items of daily needs of these settlements as well as villages nearby. Roadside temporary markets are also quite common in entire UP. The access that road provides and the ease with which material to be traded can be transported, make road side the chosen place for markets. Most of these markets assemble once or twice a week. The commonly traded items are vegetables, cattle and groceries. Details of markets along upgradation routes in phase 11routes are given in Table 5.19 below.

Table 5.19: Markets along the road in phase 11routes of UPSRP-11 Major | Small markets/ Temporary Route Markets Shops/Kiosks Markets Pilibhit_ - Puranpur - khutar 03 03 21 Bangarmau - Asiwan - Lucknow 04 07 Sitapur -Biswan -Bahraich 07 I11 1 16 Azamgarh -Mau - Rasara-Phephana 04 J 06 30 Sheeshamaa- Doraha - Manpur - Bazpur 03 04 t 10 Gorakhpur - Shahgani 07 1 08 43 Deoria - Ballia 04 i I i 40 5.3 Cultural Properties

There exist numerous structures of archaeological/historical/cultural importance located along the roads, some of which are quite old.

Table 5.20: Cultural Properties Along UPSRP If Upgradation Phase 11Routes u Description of Cultural Propetrties Route t Temples/Shrines 1Mnjhar/Dargah Ruins Mosques Graveyards Pilibhit - Puranpur- 6 0 0 0 I 0 kdiutar ______Bangarmau- 1 Asiwan- Lucknow 15 00 | _ __0 I I I j 0 Sitapur - Biswan -L Xl Bahraich I Azamgarh - Mau - i 3 I 0 0 0 Rasara - Phephana ______i____: Sheeshama- Doraha- Manpur- 6 0 I I 3 Bazpur i *__ I I Gorakhpur- 19 1 I I9 Deoria - Ballia 121 0I r I I

5.3.1 PROTECTED MONUMENTS AND PROPERTIES OF ARCHAEOLOGICAL VALUE

There are no other protected or unprotected archaeological properties or monuments along the other side project routes. There are two numbers old gates at Maharaj Ganj and Mian Ganj on route 4B. In addition to above two gates one ornate bridge on Sai river on the same route is also of archaeological importance. Both the gates are private properties. None of these are protected properties of archaeological survey of India. Brief details of ownership and other baseline data are given in the photoplates 1to 3.

5.4 Quality of Life Values

The routes selected in phase 11for upgradation pass through 15 districts of Uttar Predesh. Details of the settlements in the route are given in table 5.21.

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Table 5.21 Summary of urban and semi-urban settlements and villages along Phase 11project routes

Numbers of Urban Route Nos. and Links and Semi-urban i Nubers of Settlements Vlae Piiibhit - Puranpur- khutar 03 37 Bangarmau-Asiwan- Lucknow 04 I 26 itapur - Biswan - Bahraich 07 31 garh - Mau - Rasara - Phephana 04 65 heeshama -Doraha -Manpur - Bazpur 03 24 orakhpur- Shahganj 05 86 Dora - Ballia 1 04 72

The urban and semi urban settlements provide access to amenties to the population residing in the project influence area.

5A.1 PRIVATE LAND

The land acquisition will be there in Phase 11for the following key features of the project:

SI.No. Key Features of Project Land Requirement 1._ _I Bangarmau - Bypass _ 8.10 Ha ___ __ 2. i Gaura BAdshahpur Bypass .0 **Ha _ | 3. ,Ahirau8ypass______15.165 Ha 4. Budhanpur Bypass 37.40 Ha *Part of land will be transferred from irrigation department In addition to this there will be land acquisition for sharp curve and intersection improvements. The details of these are covered in RAP document.

5.4.2 ROADSIDE PROPERTIES

A number of properties exist on roadside which have built within the RoW of the road. Most of these are commercial structures with kiosks dominating the distribution. However, there are some residential properties too built on the land earmarked for the road. The distribution of the total properties within 15 m of the existing centerline on either side has been determined and details are given in Table 5.22.

Table 5.22: Properties within COI along phase 11upgradation routes in UPSRP-11

Type of Property J Route 3 4B I _ _I 16 Residential 1 3 133 t 129 85 186 27 64 Commercial _87_ 387 _ 1518 397 i 1080 455 452 Residendal & Commercial |-3_ 144 155 1 35 1 149 68 , 16 Others 11Il 23 127 24 6_9_6 '- 38.-3 45 Total ! 104 687 i 1929 1 541 i 2111 588 I 577

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5A3 COMMUNITY PROPERTIES

The project corridors adjacent to RoW have community properties such as school, colleges police stations, Tube Well, Water Tap, Water tank, Petrol Pump, Hospital, bus stop etc. some of these will also get partially affected. The impact on these is detailed in the next chapter.

5AA HEALTH FACILITIES

The health facilities along the project corridors exist in urban and semi urban settlements. The existing carriageway provides accessibility to these facilities. All major towns specially district head quarters have reasonably good facilities.

5A.5 SAFETY

The most of the towns have encroached RoW and there is congestion. The operative speeds are fairly low (< 20 Kmph). The congestion and bad geometry of intersections many a times results into accidents.

5.5 Resettlement issues

The details pertaining to impacted properties, household, persons, families, commercial and residential structures etc. have been covered in Chapter 7 on Assessment of Impacts.

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ANNEXURE 5.1 Additional Data on Wildlife

Route - I Lakhimpur to Gola Bhargawan Nursery Chainage - 5 km - 2 km (mile stone) Wildlife Details - No wildlife D.F.O. - Mr.A.B.Singh S.D.O. - Mr.G.P.Singh

Route - Pilibhit to Khutar Mala Forest Chainage 2-1 km -17 km (mile stone) Wildlife Details i) Tiger 2 (Kajri Forest) ii) Elephant Kajari Forest iii) Spotted dear 34 iv) Bear 53 v) Monkey Recent data not available Incidence of tiger between km 19 to km2O, near Gad-ha Barrier sighting _ Period of sighting Winter season Persons Contacted Mr. Aarif, Mr. Gangwar & Mr. Nanhe Lal

Route | Khutar-Palia-Mailani-Dudhawa; Km 81 to km 84 Forest | | covered area Wildlife Details i) Spotted dear 50 (Approx.) ii) Tiger 25 (Approx.) iii)Sambhar Kajari Forest iv)Monkey Recent data not available Incidence of tiger No reporting sighting Persons Contacted Mr.M.P.Yadav, Forest Range Officer (Mailani)

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6 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURES

6.1 Introduction

The project is likely to affect the communities residing along the road and their activities. Moreover successful implementation of the project requires coordinated efforts of various stakeholders at different levels. Hence, consultation at different levels was used as a tool to inform and educate stakeholders about the proposed action both before and after the development decisions were made. Public consultation was useful for gathering environmental data, understanding likely impacts and communities' needs and preferences. The various alternatives could be evolved and sustainable mitigation measures could be formulated through consultations. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted. This participatory process helped in reducing the public resistance to change and enabled the participation of the local people in the decision making process. The involvement of the various stakeholders ensured that the affected population and other stakeholders are informed, consulted and are allowed to participate at various stages of project preparation. A separate chapter on Public Consultations is also provided in Resettlement Action Plan (RAP).

6.2 Objectives

The main objective of the consultation process was to minimise negative impacts of the project and to maximise the benefits of the project. Other objectives of the consultation process was the following: . To promote public awareness about the proposed project especially amongst the potentially impacted communities/individuals; . to educate the potentially impacted communities/individuals about the proposed course of action and the project alternatives; . to solicit the views of affected communities/individuals on environmental and social problems; . to gather inputs from the affected communities/individuals in crucial decisions regarding mitigation of the identified environmental and social issues; * to stimulate community self evaluation and analysis; * to inform Project Affected Persons (PAPs) about the entitlement framework and Resettlement Action Plan (RAP), and to settle their problems with mutual consent and to assist them during relocation and resettlement; and . to ensure lessening of public resistance to change by providing them a platform in the decision making process.

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6.3 Methodology adopted for Public Consultations 6.3.1 STAGES AND LEVELS OF CONSULTATION

Public consultation was conducted both at screening stage as well as project preparation stage. Consultation made at screening stage played an important role in scoping the level and extent of consultation to be taken in the project preparation stage.

Public consultations have been held at four levels as follows:

Community level involving roadside inhabitants and their representatives;

District level consultations involving NGOs, CDOs, BDOs, District Magistrate, revenue department and divisional PWD officials;

Institutional level consultations with State Forestry Department, State Pollution Control Board and the Ministry of Environment and Forest of the Government of India; and

State level workshop where discussions on social and environmental issues were disclosed. (More details covered in Annex 5).

6.3.2 TOOLS FOR CONSULTATION

Public Consultation was done using various tools including, interviews with government officials, questionnaire based information with stakeholders, formal presentation of project proposals at organised district level seminars and workshops; briefly discussed as under:

(i) Informal discussion: A reconnaissance survey at the time of screening was carried out informally drawing people into dialogue to obtain a overview of likely impacts and concerns of the community. Consultation was held along several project roads within 30 meters on a random basis covering areas where public activity was intense and spilled over the roads, specially covering: * owners and visitors of roadside shops and markets; * owners and visitors of weekly markets including cattle markets; * people using bus/rail facilities along the project road corridor; * users of non-motorised vehicles frequenting markets; and * encroachers/squatters with temporary structures.

A checklist of questions was kept ready and responses were elicited from people and guidelines were issued to field assistants for the purpose. The questions were kept simple for people to comprehend. The questio,nnaire and

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guidelines used in the local level consultation is given in Annex-5. Notes were made for the responses and viewpoints presented by the people.

(ii) Focus Group Discussions: Group Discussions (GDs) were held along selected points in each of the Phase 11 project roads. During the GD, interaction/discussion were held with the encroachers/squatters and general public residing along the project roads within the existing corridor/ROW. Table 6.1 presents the location of GDs.

Table 6.1: Location of GDs Category

Si. No. Project Road Route No. FGDs Location/Categorv - Pilibhit Commercial Area I Pilibhit - Puranpur- Khutar 3 Gajraula Kalan Village t Khutar Commercial Area * Puranpur at 8ypass Asiwan Police Station -Bangarmau Commercial Area 2. Bangarmau - Asiwan - Lucknow 4B -Khushal Ganj Rural Area Mianganj Commercial Area Mohan Junction !4 -Lucknow City Urban Area -Sitapur -Biawan * Chairlari Ghat 3. Sitapur-Bahraich ! 6 * Bahraich -Reusa Bednapur ___ t- '-RamuwApur ______-R__ Azamgarh Urban Area | j * ~~~~~~~~~~~~~MauBypass Location Rural Area 4. Azamgarh - Mau - Rasara - Phephana 7B -Mohammadabad Commercial Area t I*Phephana Commercial Area Rasara Commercial Area j______i___-_ Phephana Junction with NH_ Gorakhpur - Haraiya Chungi - Urban Area Sikriganj - Commercial Area 5. Gorakhpur - Shahganj IOA |KamariaghatI-Bdapr- -CmecaRural AreaArea |-Shahganj Commercial Area I Ahiraula - Start Of Bypass Location - Rural Area Sh shams Manpur Rural Area 6. Sheeshama Doraha - Manpur - Bazpur | 11 I -Tanda Commercial Area [______Uttaranchal Border Rural Area , -Deoria_ To-wn at start of Project route - Urban Area - Saleempur Town Commercial Area 7 I Deoria - Ballia j 16 -Bhagalplur village -Rural Area l | [ -~~~~~~~~~~~SikandarpurCommercial area L t i -Ballia Town at the end of Project route

OH) Presentations and seminars were conducted at District level meetings at Pilibhit, Lakhimpur, Moradabad, Rampur, Unnao, Lucknow, Badaun, Sitapur, Bahraich, Azamgarh, Mau, BalIlia, Deoria, Gorakhpur, Shahjahanpur, Mathura and Jaunpur. The dates of these consultations are given in Table 6.2 rInd were held under the chairmanship of respective District Magistrates and wtere attended by a considerable number of participants at each district. The Participants were from NGO, District administration, P.W.D regipnal officers lPtiblic living along project roads and project affected persons. Invitation to H'neral public was given by publishing advertisements in two local

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newspapers (one in and one in English). At the meeting, the Project Director gave outline of proposed road improvements. The social expert explained resettlement and rehabilitation issues and the environmental expert outlined environmental issues, mitigation and enhancement measures.

Table 6.2: District Level Public Consultation Schedules Si. No. District Consultation Date Chairman Venue of Consultation 1. Pilibhit 09-01-2002 District Magistrate [ Vikas Bhawan 2. Lakhirnur 10-01-2002 CDO - Vikas Bhawan 3 Moradabad 07-01-2002 District Magistrate I Vikas Bhawan 4. Rampur 10-01-2002 ___ District Magistrate __ __Vikas Bhawan 5. Unnao 01-02-2002 CDO Vikas Bhawan 6. Lucknow * 11-02-2002 Chief Conservator of Forest ! Taj Hotel 7. Sitapur 10-02-2002 BDO - I Vikas Bhawan 8. Bahraich 22-01-2002 District Magistrate Vikas Bhawan 9. Azamgarh 15-01-2002 CDO I _Vi kas Bhawan 10. Mau 16-01-2002 District Magistrate Vikas Bhawan 11. Ballia 16-01-2002 District Magistrate - Vikas Bhawan 12. Deoria 17-01-2002 _ CDO VikasV___ Bha%van 13. tGorakhpur I 17-01-2002 DstrctMagistrate DM Office 14. 1Badaum 08-01-2002 j District Magistrate DM Office 15_-1Shah Jahanpur 09-01-2002 D__srict_Magistrate VikasBhawan 16. j Mathura 29-01-2002 I District Magistrate DM Office * Consultation conducted with state level workshop At the seminars, the people voiced their concerns about compensation issues, compensation to encroachers, increased level of pollutants, road safety, water logging, supplementary tree plantation, etc. and the need for official procedures to be amenable to people's requirements and fairness.

(iv) A State level workshop was conducted with a view to know public opinion and suggestions, at Hotel Taj in Lucknow on 11-02-2002. The advertisement was given in two widely circulated newspapers in English and Hindi languages, in the State. In addition to this invitations were also sent to NGOs, Central Government and State Government organisations, which may concern or are linked directly/indirectly for clearances of Phase II project roads. The workshop was held on the social and environmental issues. The workshop was inaugurated by Mr. D.N.Singh, Chief Conservator of Forest and was attended by about sixty participants. The participants were from NGOs, State Central Government departments and project-affected persons. In order to familiarise the participants the deliberations were given by the following:

Project Director Outline of Projct __ PCC-Consultant Highway Design Specialist Selection methodology of project roads for and Acting Team Leader Iconsideration in phase I PCC-Consultant - Environmental Specialist Environmental issues of project roads, mitigatory measures to minimise adverse environmental impacts and environmental enhancement I measures. PCC-Consultant - Social Expert Social issues of project road, rehabilitation action plan, eligibility criteria of project roads

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Vote of Thanks ChiefEngineer (World Bank Projects) UP PWD

The photographs of the consultations held at local, District and State level are is given in Photo Plates 2,3 & 4.

Public Hearing, Schedule IV, under EIA notification of MOEF dated April 10, 1997

Public hearing has been included in Environmental Impact Assessment Notification issued in 1997, under Environment Protection Act for all development projects under Environment Protection Act' 1987. This is also a statutory procedure to involve the public in the project and to disseminate the information. The public hearing is to be organised by State Pollution Control Board. In the present case this will not be applicable for Phase II Project Roads, as UP State Pollution Control Board has already intimated to PWD during Phase I study that clearance is not required as per provisions made in the Gazette of India Notification dated January 03, 2001.

6.4 Issues raised and community perception

Some of the general issues raised during the different consultation sessions can be summed up as follows.

Water logging and Drainage

Water logging and poor drainage problem in the habitations along the project roads was reported especially near market areas even during dry season. The water logging in these areas are leading to road damage also such as Mianganj, Mohan (Route-4B), Gajraula Kalan (Route-3), Mahadeva Bazar, Khejuri (route 1OB), Tanda, Dadiyal (Route-1 1), Rasara, Ratanpura (Route-7B), etc.

Loss of livelihood

Particularly squatters/encroachers were concerned about loss of livelihood. Most of the likely PAPs reported that their business depends more on the settlements than the highway users. Hence, in case of displacement should be relocated within the village. People also suggested that shops should not be removed altogether, rather can be shifted little back.

Road safety

Safety issues were paramount in all the consultation sessions. Regarding safety issues, rumble strips or speed breakers was demanded at every major habitation and especially before a school or a hospital. At certain places

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footpaths were also desired for the safety of the pedestrians. Haphazard parking of Buses, jeeps for passengers were also reported to be cause of accidents.

Extent of acquisition and compensation

People were concerned about the land requirement of the project and impact on their properties. People suggested for concentric widening. PAPs were also of the view that community should be consulted before the road designs are finalised. Cash compensation was preferred more by the PAPs and at market rate. Encroachers and squatters also expect compensation under the project. Resettlement sites should be close to the current settlement.

Loss of roadside idols/shrines

Participants showed resistance for shifting of burial grounds and other religious structures at certain locations. Whereas, at others community agreed to relocation of shrines on account of proper rituals and further consultation with the locals.

Loss of trees due to upgradation

Respondents were of the opinion that trees cutting should be avoided or else minimised. For trees to be cut compensatory afforestation should be done. Some villagers expected additional plantation to be done. Recommended tree species for plantation were Seesham, Mango, Neem, Babool and other local varieties of fruit bearing trees. Social forestry with involvement of local people was also suggested.

Impacts on health

Separate consultation sessions were organised to identify issues pertaining to health due to highway improvement specifically for sexually transmitted diseases (STDs). Settlements along highways were reported to be getting exposed to such diseases both due to long distance highway users and labour camps. Health problems due to water pollution and generally poor living conditions were also reported. Few villagers expected that provisions should be made under the project for health facilities.

Increased level of pollutants due to increase in traffic

People were concerned about rising pollution levels and depleting tree/green cover. Plantation was recommended as a solution. At certain locations air pollution was not felt very high but high noise levels were felt in the night.

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Effective measures were expected in the project to arrest rising trend of pollution.

Proposals for bypasses for decongestion

Bypasses were suggested in many urban stretches to reduce congestion within the settlement viz., Gaura Badshahpur, Bangarmau, Ghatampur, Ahiraula, Budhanpur, Sikandarpur, Khutar, Khairabad, Biswan, Rasara, Deoria, etc.

Perceptions and expectations of the community recorded during the consultation sessions can be broadly listed as: * The public and the PAPs appreciate the project development; * PAPs understood/appreciate the overall benefits to the community resulting from project development; * People realise the illegal status as encroacher/squatter, but non expectation for assistance or compensation was found in some cases only; . Vulnerable groups are hopeful of some kind of assistance in relocation in form of having kiosks donated from Government and employment opportunities in the project; . Aware of the increased access, less travel time in commuting after project development; . Express loss of belongingness to the corridor but seem/appear to understand the situation due to perceived benefits of project development; * Expect to have proper designated bus stands after project development due to additional corridor/ road width; . Expect better management of traffic and necessary noise barriers at educational and health facilities; and * Express satisfaction on environmental enhancement measures such as pond beautification, tree densification, protection for cultural heritages, etc.

6.5 Addressal of Issues

The project has tried its best to address all the issues raised during consultations under the constraints of land availability and suitability from engineering point of view. Some of the provisions made under the project to address the issues and concerns of the community are given in Table 6.3:

Table 6.3: Addressal of General Issues and Concerns under the project Issue/Concern ____ jAddressal under the project Water Logging and Covered drains with proper outfalls have been planned as part of project Drainage design in urban sections. Raised carriageway planned in clear space. Rigid pavement has been ______Iprovided in cenain cases as a solution. Loss of Livelihood Squatters and encroachers loosing their livelihood due to the project would be _ provided assistance underthe RAP. Road Safety Upgradation of road to international standards in itself would reduce accidents. Further safety features provided such as Reduced speed sign ages, speed breakers impmved intrsection design, bus bays etc.

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Acquisition and Land acquisition will be for bypasses ( Gaura Badshahpur, Bangarmau, Ahiraula & Compensation Budhanpur), interjection of project routes with NH, new bridge approaches etc. Few squatters and encroachers would be affected due to the project. Concentric widening has been adopted to minimise the impact on properties. All those impacted would be compensated/assisted under the R&R policy of UPSRP. Loss of roadside Efforts have been made in design to avoid the impact on roadside religious structures idols/shrines to the maximum extent possible. For those to be impacted, relocation would be done under the project cost only after consultations with the community. Provisions have been made in the NGOs ToR to consult the community in identification of new relocation sites. Loss of trees Compensatory afforestation would be done at the ratio of two trees for each tree to be cut Additional plantation would be done to achieve the density of not less than 200 trees per km. Landscape plan has been prepared and local species of trees have been selected for plantation. Impact on health Further study has been suggested to study the impact of highways on roadside community's health. Results of testing for ambient air and water quality showed that the pollution levels are well within the prescribed limits of pollution control board. Although plantation has been proposed to screen emissions from the traffic reaching the settlement areas. Increased pollution levels Pollution levels are not crossing the prescribed limits of CPCB. Noise barriers planned at sensitive receptors. Bypasses Bypasses have been provided at Gaura Badshahpur, Bangarmau, Ahiraula and Budhanpur. Bypasses have not been provided at Jalalbad, Katra, Sikandarpur, Khutar, Biswan and Rasara because of its financial non feasibility. Howeverexisting bypass of Khairasad town on route 6 will be taken up for upgradation. Widening within available space has been proposed. Assistance to vulnerable Special provisions have been made in the entitiement framework for assisting groups i vulnerable group to im_ove their qualrvy oflife. Utilities and basic - All the utilities to be impacted will be relocated under the project cost. infrastructure The construction colony built-up by the contractor with all necessary amenities will become property of the district administration after the completion of construction I work and will be handed over for educational and health facilities in the settlements. Enhancementof Typical designs have been prepared to enhance the community resources such as community resources ponds, water bodies, temples etc... Budgetary provisions are also made under the project

The specific location wise issues raised and their incorporation in the design has been explained in Tables 6.4, 6.5 and 6.6.

Table 6.4: Routewise Representations of Public Concerns at Local Level and their mitigation efforts

Name of the Issues Raised Suggestions of PAPs Nlitigation Nleasures / Design _ Vill,age_.j,___ -...... _._.______1 ______,,approach], Route 3 Pilibhit - Puranpur - Khutar Puranpur * Encroachment . Project route is passing through * Encroachers/squatters to be dealt I * Relocation of business Puranpur bypass. At present with as per R&R policy establishments there is practically no 1 Relocation of PAPs will be done in . Widening options encroachment. However at other consultation with them and in the | Water logging and drainage locations there may be vicinity L*Land acquisition and mode of encroachment. Proper i* Concentric widening adopted compensation compensation should be given to - Rectangular lined drains planned * Shrines getting affected encroachers at identified water logged areas * Safety * Business establishments should * Compensation will be made as per be relocated in consultation with R&R policy PAPs and in the vicinity of i * Shrines will be shifted in I project route consultation with village elders * Concentric widening should be | Safety provisions such as reduced adopted for fair and equal speed signs, speed breakers etc. treatment * Water logging problem faced built into tl)e design

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 103 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raised Suggestions of PAPs Mitigation Measures / Design Village ______p__ ~ p a__ro sch _ _ near chainages 40,41 drains be provided * Land acquisition should be minimised and compensation should be paid at market rate * Not averse to shifting but shrines should be shifted with proper rituals and in consultation with elders. * Safety is of paramount importance necessary safety provisions such as speed breakers, reduced speed signs etc. should be made. * Encroachment * There is temporary encroachment * Encroachers and squatters to be Gajraula -Relocation of business and mainly ambulatory squatters dealt as per R&R policy Kalan establishments occupy the road i* W2 option adopted will avoid 1*Widening option * Business establishment should demolition of houses -Water logging and drainage not be relocated instead road * Rectangular lined drains proposed | Land acquisition and nmode of should be widened to available at identified flood prone areas compensation clear space. * Compensation will be paid as per * Heavy traffic movement * Rectangular lined drains be R&R policy * Water logging and drainage provided in identified water 1- Design takes care for water problem logged areas logging and flooding * Air and Noise pollution * Alignment should be changed to j Compensatory tree plantation * Public utility services | avoid land acquisition. Road ; planned in the ratio of 2 trees for widening should be restricted to every tree to be cut available clear space * Road level should be increased and covered drains be provided * Adequate plantation should be I done to reduce air and noise p ollution impact. lkh,utar * Encroachment | -PAPs are willing to be move out * Compensation to be paid on per * Water logging and drainage in case compensation is paid at R&R policy * Air and Noise pollution market value !. Additional culverts and drains * Income restoration option iDesign should take care of proper planned for proper cross drainage I Community building and cross drainage and road level be and water logging problem I shrines getting affected increased for abatement of water * Compensatory tree plantation *Widening option l ocgging problem planned Necessary noise barriers be I Noise barriers planned at provided at educationally health I educational/health facilities facilities. Plantation of trees will ; Dovetailing of income restoration reduce air and noise pollution scheme planned on RAP j* Employment during construction document is not a permanent solution. * Concentric widening adopted Permanent employment should * Shifting of temples/shrines will be be created not only for PAPs but done only after consultation and for entire town proper construction of shrines at Temples/shrines/community new location. buildings should not be shifted! instead bypass should be i I ______planned. Forest * Encroachment * At present there is no i * Encroachment will be kept in Chainage I * Water logging and drainage encroachment. But there should check by proper interaction with 64-66 * Tree cutting be check on encroachment civic authorities * Air Pollution and noise * Water logging and drainage * Rectangular lined drains and pollution problem not faced road along additional culverts proposed * Wild life at forest forest area at present * Compensatory tree plantation * Safety * Tree cutting should be minimised 1 planned * Widening option along route in general but no - Improved surface road conditions cutting should take place in forest will reduci air and noise pollution area . Necessary warning signs will be i .High airand noisepollution are put to alert road users before

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 104 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raised Suggestions of PAPs Mitigation Measures / Design Village approach felt in night entering into forest area * Road users through eatables to * Concentric widening adopted wild life, necessary warning signs * Safety measures such as speed should be errected for road users breakers, reduced speed signs and for obtainment safety railings proposed in * Concentric widening should be habitations areas. adopted * Safety measures should be taken to avoid accidents

Route 4 B: Banpnrmau - Asiwan - Lucknow Lucknow ] * Encroachment * Encroachers should be given * Encroachers to be dealt with as start of * Widening option compensation for per R&R policy Project * Safety shifting/relocation * Concentric widening planned * Mode of compensation * Concentric widening should be 1 Compensation will be paid as per * Requirement of a bypass opted | R&R policy * Relocation of business *Compensation in cash and at -Bypass not feasible for the route establishments market rate | due to cost considerations * Relocation of business . Relocation of business establishments establishments will be done at i closer available space else ______e ! onmp ansasonwill be paid Khushal * Encroachment * Concentric widening should 1-Concentric widening opted ganj * Income restoration options opted -Dovetailing of poverty alleviation * Mode of compensation * Registration of PAPs with schemes as detailed out in RAP. * Heavy traffic movement government poverty alleviation | Compensation to be paid as per * Shrines getting affected programme I R&R policy * Employment during * Compensation preferably in cash * Shifting of shrines will be as per construction and at market rate | choice of villages and with proper * Widening options *Shrines may be shifted with rituals | Relaxation of business rituals and close to existing i * Concentric widening opted l establishments locations * Relocation sites as per PAPs * Employment should be given to choices locals * Concentric widening opted * Relocation sites be built as per ______PAPs choice __ _ Mianganj i * Encroachment * Encroachers should also be paid * Encroachers to be dealt with as Income restoration options compensation per R&R policy , Shrines getting affected I * Registration of PAPs with Govt. * Dovetailing of poverty alleviation | Old gates along routes getting poverty alleviation programme schemes as detailed out on R&P affected !* Safety provisions are must to I document - Water logging problem avoid accident due to heavy | - Safety signages planned |during monsoon season g traffic movement in habitations * Road level will be raised d* Road level be raised and covered j | drains be provided l

Mohana * Encroachment ' Concentric widening and two !* Concentric widening and lined * Relocation of business lanning is possible | drains planned establishments * Lined drains with proper fall out * Relocation and resettlement will * Water logging problem planned. Road level raised to i be done as per R&R policy * Heavy traffic movement solve water logging problem formulated. * Mode of compensation * Business establishments be * Safety signages planned and T * Employment during relocated close to road I junction will be improved construction dProper safety measures specially * Locals will be given preference for 1. Widening option at T junction to prevent accidents j employment specially PAPs as per ; *Locals should be preferred for I R&R policy - employment in construction. * Compensation as per R&R policy

Bangarmau * Encroachment * Concentric widening desired for i Concentric widening planned in * Widening option fair and equal treatment to available clean space to minimise * Safety people on both sides i PAPs | Requirement of a bypass * Safety is a major concern ' Safety sigsn;ges planned | Land acquisition and mode of however if bypass planned a lot | Compensation for rehabilitation,

Govemment of Uttar Pradesh, Public Works Dcpartment, Lucknow, India 105 Project Co-ordinating Consultants (PCC) Services for Uttar Prsdesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Nane of the Issues Raised SuggestionsS of PAPs Mitigation Measures/ Design Viliage approach compensation many safety issued can be and land acquisition as per R&R * Heavy traffic movement resolved policy * Employment during * We are not encroachers road * Road level will be raised and lined construction came after we settled drains will be provided * Water logging problem * Widening of road will affect lot of * As per policy contractors will people and therefore economic given preference to able bodied rehabilitation is not possible. PAPs. Bypass be planned in such a way * Bypass could not be considered that there is minimum acquisition due to cost considerations. of land * Road level is too low and should be raised * Encroachment * Concentric widening * Concentric widening adopted Ataradhani * Relocation of business * Cash compensation at market rate * Compensation will paid as per establishment * There should not be any land R&R policy * Safety acquisition widening should be * Safety signages and speed calming * Widening options restricted to available space down measures incorporated in * Mode of compensation * Adequate safety signages speed design * Land acquisition and mode of breakers, number strips etc. * Lined and covered drain planned compensation should be provided on both sides of road. In addition * Pollution levels * Govt. should strictly enforce to this new culverts planned for * Public utility services pollution laws to limit emission improved cross drainage * Relocation of business levels. - Construction workers colony to be establishments * Lined drains on both sides be constructed will be given for * Noise levels provided and road level be raised public utility services after a Water logging problem * Compensation at market rate and completion of construction works Iin cash. j Govt. should provide schools and hospitals as part of their project

______[______I ______Route 6: Sitapur -Biswan -Ramuwapur - Tikoramoded *-Encroachment * Project road portion is out of i* Because project road is clear of itapur (At i - Relocation of business | Sitapur town and RoW is more or i encroachment w3 option with tan of establishment j less clear. No encroachment concentric widening adopted roject * Heavy traffic movement * Concentric widening preferred * Relocation, Rehabilitation etc. will Road) * Pollution control (Noise and for fair and equal treatment I be done as per R&R policy Air) * At present not much pollution * Compensation will be paid as per * Land acquisition and mode of problem but heavy traffic R&R policy which projects compensation expected once bridge over interests of all groups of PAPs and * Tree cutting for widening Ghagara is built. encroaches * Shrines getting affected * Adequate compensatory i * Adequate tree plantation planned * Mode of compensation plantation be done and in consultation with State Forest * Widening options cultivators be involved in Depanment * Bridge over Ghaghara plantation i * SPCB will ensure emission level * Regular and surprise monitoring compliance of vehicles of vehicle emissions I * All religious structures will be * Bridge over Ghaghara is essential relocated in consultation with to boost economy of the region j community * Compensation should be paid at * Proper safety measures such as market rate and in cash reduced speed signages, speed * Proper safety measures be breakers rumble strip at level incorporated in project design for crossing planned traffic safety * Bridge on Ghaghara river planned

, Widening option * Concentric widening for fair and t. Concentric widening adopted hairabad | Need for bypass equal treatment ! Existing Khairabad bypass will be Land acquisition and mode of -Adoption of present bypass will | adopted as part of project route for compensation give big relief to habitations from upgradation * Heavy traffic movement pollution. Many safety issues * Shrines will be shifted with proper * Encroachment will automatically address rituals and in consultation with * Income restoration option * Land acquisition and R&R issues village community * Shrines getting affected be minimised by adopting * Safety railinr and signages * Safety Issues existing bypass for upgradation planned as part of project design * Pollution levels due to 1* Shrines be shifted with proper * Commercial space will be

Govemment of Utar Pradesh, Public Works Department, Lucknow. India 106 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name ofthe Issues Raised Suggestions of PAPs Mitigation Measures / Design Village ~~ ~ ~ ~ ~. .approach vehicles rituals and in consultation with provided as per R&R policy * Bridge over Ghaghara village elders. * Compensation at replacement * Bridge over river Ghaghara is value as specified in R&R policy very much desired * People losing business should be provided with Govemment loans

*Encroachment * As we are not encroachers road * Concentric widening will be Biswan * Congestion and need of came after we settled adopted bypass * Bypass is very much desired to * Bypass not planned due to cost * Pollution levels (Noise and reduce pollution levels and to consideration Air) enhance safety. Furthertraffic * Shrines will be affected in * Widening option would increase in future once consultation with community and c Public utility services bridge on river is built up with proper rituals * Heavy traffic movement * Project should provide schools * Bridge on river Ghaghara planned safety and health facilities in lieu of * Safety measures such as reduced * Shrines getting affected properties/habitation shifting land I speed signages, speed calming * Bridge over on river acquisition etc. down methods in town and Ghaghara * Shrines should be shifted with rumble strips at level crossing * Safety proper rituals and in consultation desired. . Labour camp and project of community * Contractor will provide labour office buildings * Bridge on river Ghaghara be built camp facilities to villagers in the as early as possible vicinity Speed reduction signages, rumble * Labour camp building will be strips, speed breakers etc. be handed over to district planned in design administration after completion of . Labour camp be sited close to i construction activity habitation so that health facilities and other things can be used by villagers l

Encroachment * Encroachment is not much. * Encroachers and squanears will be Jahangira- * Widening options Encroached structures are dealt with as per R&R policy. bad Employment during temporary in nature and should However, PAPs will be paid construction be shifted with compensation j compensation as per R&R policy * Pollution levels due to * Locals specially PAPs should be * Pollution levels will be ensured I vehicles given preference for employment 1 through strict vigilance and i Income restoration options * Pollution levels increase i monitoring i Bridge over river Ghaghara drastically once bridge on river is Contractor will give preference to I built up and there is good able bodied PAPs in employment connectivity with Sitapur as per R&R policly * Bridge over river Ghaghara be * Income restoration measures have built as early as possible been recommended in RAP * People loosing business document establishiments should be ! Bridge on Chaghara river planned provided Govt. loan j * Govt. should ensure strict i complilance to vehicle emissions

Reusa j Encroachment * Village is quite old when we Encroachers and squatters will be ! Safety settled road was not there, so we dealt as per R&R policy * Widening option j are not encroachers Safety signages and speed calming * Demolition of houses/shops * Speed breakers at the entrance of down methods built into the * Public utility services village | design * Employment during * Cash compensation at market * Down measures incorporateada in construction value before displacement design * Basic amenities in * Relocation should be within ! House/shops should be resettlement colonies village demolished only when complete * Land acquisition and mode of * Registrastion with government compensation is paid compensation bodies for employment will be * Dovetailing of poverty alleviation * Shrines getting affected more useful schemes is detailed out in RAP * Employment during * Shrines should be shifted with document , constsruction proper rituals and in consultation * Shrines will be shifted with proper * Drainage facilitly with community rituals and inconsultation with

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 107 Project Co-ordinating Consultants (PCC) Services for Utar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raisai Suggestions of PAPs Mitigation Measures / Design Nam!1k9e Ise iie aftepproach . Tree cutting * Locals should be given community preference in employment * Able bodied PAPs and locals shall * Govt. should provide handpumps be given preference in as part of this project employment * Adequate number of trees should * Compensatory tree plantation will be planted to compensate trees to be as per policy of State Forest be cut Department * Lined drains be provided as water * Lined drains proposed in design logging problem is faced

Bednapur * Encroachment * Encroachment is not much almost - Encroachers, squatters PAPs will * Widening option RoW is clear be dealt with as per R&R policy * Tree cutting due to widening * Concentric widening should be * Concentric widening adopted * Land acquisition and adopted i Compensatory tree plantation in compensastion * Tree cutting should be avoided, if the ratio of 1:2 proposed I - Safety at all necessary adequate * Safety signages | Bridge over river Chaghara * Land acquisition should be * Strict enforcement by SPCSB will i* Pollution (Air and Noise) minimum and compensation be there to control vehicular from vehicles should be paid at market rate j emission -______. Bridge over Chaghara planned

Ramuwapur * Encroachment - Project road is more or less clear i* Encroachers/squaners will be dealt * Safety of encroachment. But those who with as per R&R policy * Pollution from vehicles and are encroachers are ready to sh ift * Safety measures incorporated in other activities * Safety is of paramount |project design |- Tree cutting due to widening importance. Speed breakers and . SPCB will take care strict - Mode of Compensation safety signages should be i compliance to emission norms * Shrines getting affected provided | Adequate compensatory tree * Employment during * Sharp curves on project road be Iplantation proposed construction improved -Compensation* will be paid as per * Heavy traffic movement * Pollution should be minimise R&R policy through strict emission | Shrines likely to shifted will be regulations compliance , shifted with proper rituals * Govt. should provide clean fuel !. Able bodied PAPs and locals will (LPG, Natural Gas plants) I be given preference in | No trees cutting should be there iemployment during construction due to widening l Compensation should be paid in I cash at market rateu Shrines should be shifted with proper rituals and with } ! ~~~~~~~~~consultationi . Employment during construction activities should be given to PAPs j Heavy traffic movement should l______[ be regulated. ______• Encroachment I - No encroachment at Tikoramode *-Encroachers to be dealt with as Tikowmi.de :* Safety and in vicinity hence no problem I per R&R policy * Pollution from vehicles and * Safety is of prime importance. | Safety provisions made in the other activities Tikoramode T-junction should be design. T junction will be * Mode of compensation improved improved as per MOST * Tree cutting due to widening * Adequate number of trees should Ispecifications * Employment during be planted * Compensatory tree plantation as construction * Employment should be given to i per policy of Forest Department * Relocation of business local | Business establishments will be establishments * Business establishments should | shifted in the vicinity as for as shifted in the vicinity possible Concentric widening adopted Bahraich * Encroachment | We should not be called Encroachers,and squatters with * Relocation of business encroachers. We came first road j R&R policy establishment was built later , . Relocation will be as far as

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 108 Project Co-ordinating Consultants (PCC) Services for Uttar PmadeshState Roads Project Environmental A%nsment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Ralsed Suggestions of PAPs Mitigation Measures / Design Village __ __ro__ __ _ch_ _ a___ * Safety * Business establishments is our possible close to existing location * Widening options sole eaming source therefore * Safety provisions built up in * Mode of compensation should be shifted in vicinity design * Public utility services * Concentric widening should be * Concentric widening adapted * Draught facilities adopted for fair and equal * Mode of compensation as per * Tree cutting treatment R&R policy * Collection load from * Tree cutting should be avoided * Compensatory tree plantation in vehicular activity * Strict enforcement of emission the ratio of 1:2 * Income restoration methods regulations and old vehicles * SPCB and local administration will should be phased out enforce emission regulates Govt. should give loan for i Poverty alleviation dovetailed with reestablishment of business i project details covered in RAP ______j______docum ent Azamgarh !* Encroachment * No encroachment we came first, * Encroachers/squatters will be Commercial . Safety road came later treated as per R&R policy Area) * Widening option a Safety provisions such as speed i Safety measures built in design * Mode of compensation breakers, signages etc. should be ! Concentric widening adopted * Cutting of Trees considered * Adequate tree plantation planned * From vehicles * Concentric widening should be . As design philosophy no * Shrines getting affected adopted disturbance to religious places * Employment during * Tree cutting should be minimised * Able bodied PAPs and locals will construction or road be restricted to available be given preference in * Relocation of business clear space employment * Type of shops/houses for * Shrines should not be shifted, * As far as practicable relocation relocation widening should be restricted to will be done close to existing * Drainage problem available clear space location *Only locals be involved in * Compensation as per R&R policy construction works i. Lined and covered drain planned * Pollution be minimised by as per design planting additional trees in available clear space * Relocation of business establishments be close to road lPucca houses/shops will be affected. Compensation at market rate and cash should be given ;- j *Covered drains be provided at 4 ~~ ~ ~ ~ ______S_waterlogged areas

hahgarh Encroachment l Encroachers do not accept that i Encroachers/squaners will be dealt I * Safety | they are encroachers as per R&R policy * Widening options ! * Safety provisions such as speed * Safety provisions built in design * Shrines getting affected reduction signages and breakers * Tree cutting will be compensates * Cutting of trees be planned both up and down by compensatory plantation i Employment during direction * Contractor will give preference to construction c Cutting of trees be minimised flocals for employment * Mode of compensation * Employment should be given to * PWD will coordinate with traffic c Heavy traffic movement locals only for construction police for proper regulation of * Public utility services * Traffic police should regulate heavy traffic * Drainage problem heavy traffic properly * Lined drains proposed on both . Handpumps, lined drains be sides provided as part of project ! One shrine is in middle of the road. It will not be shifted, but design will adiust widening on ------r------either side.

Baniapark ! Encroachment There is no encroachment on I * Encroachers/squaners will be dealt Safety Government land in the village i with R&R policy Widening options * Village land has temple stairs etc. * Village selected in the list of * Mode of compensation It should be selected for | ponds to be enhanced Trees to be cut enhancement * Safety provisions incorporated in * Water logging problem * Reduced speed signs and speed design i * Types of shops/houses for breakers be planned in up and * Plantation in the ratio of 2:1 will

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 109 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Nameeof theMi______Rai_ed Sugestions of PAP MItigation Measures / Design namy te Issues Rised Spproach relocation down direction be provided * Employment during * Compensatory tree plantation * Relocation of houses shops will be construction should b e ensured as per R&R policy * No house or shop likely to be * Contractor will give preference shifted * Locals be given preference in employment

* Encroachment * Encroachers not averse to shifting Encroachers /squaners will be ohammadl * Widening options for road widening provided treated as per R&R policy abad j Mode of compensation proper compensation is paid 1* Concentric widening adopted * Safety * Concentric widening for fair and | -Sharp tuming will be improved as - Trees to be cut equal treatment per MOST design * Water logging problem * There is sharp tuming in the ! . Compensation will be paid as per * Employment during market it should be improved R&R policy consultation * Compensation in cash and at * Tree cutting will be minimised * Need for bypass market rate due to W2 * Shrines getting affected * Tree cutting should be minimised * Bypass not possible due to cost and widening be restricted to consideration available clear space 1 Shrines will be shifted with proper * Bypass will be a big relief for rituals and with consultation will reduction of accident and be handed over to district pollution administration for utility services * Shrines can be shifted provided * Shrines will be shifted in consultation isdone with elders consultation and are shifted with proper rituals *Tree cutting will be minimised * Shrines should be saved as far as due to adoption of W2 opinion possible, if at all necessary these * Additional plantation planned to should be shifted with proper achieve tree density @200 trees rituals and with community ! per km consultation * Tree cutting should be minimised j by adopting central widening I n*order to prevent pollution i additional plantation should be done

* Encroachment We are encroachers to earn bread 1* Encroachers and squatters should Phephana * Safety I and butter, Government should ! be dealt with as per R&R policy * Compensation and mode of provide other business * Safety provisions included in payment alternatives | design. Intersection will be * Tree cutting * Safety is very important inter improved as per MOST * Ponds to be included for section specifications enhancement * Compensation should be paid at Compensation will be paid at * Water logging problem market rate and in cash market rate and as per R&R policy * Shrines getting affected * Pond with temple at chainage * Ponds included in the list of ponds * Income restoration options 367 should be taken for to be enhanced along project enhancement route * Water logging problem not faced l* During construction there will be but in general road level should little carriaging be raised 1 Altemate IRschemes to be * Government should provide identified by NCO and training employment to PAPs and locals | for self-employment be provided. ______- during construction.

Ratanpura * Encroachment * Encroachment not much almost I * Encroacher, if any, will be dealt - Safety RoW is clear of encroachment with R&R policy * Water logging problem * Safety is important, all sharp j* Sharp curves included for * Shrines getting affected curves along project rates should improvement * Tree cutting be improved * Shrines will not be shifted as far as * Widening option * Shrines should not be shifted. possible. Th,eir present location Road should be shifted will be absorbed in design I 1______* Tree cutting should be minimised * Lined drains proposed in design

Government of Uttar Pradesh, Public Works Department, Lucknow, India 110 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raised Suggestions of PAPs Mitigation Measures / Design V illage ______- _ _ _ a p o c * Drains be provided on both side * Able bodied PAPs and local will to relieve water logging problem be given preference in * Locals are given preference for employment as per R&R policy employment.

* Encroachment * At present there is no * PWD will keep a check on au * Heavy traffic movement encroachment on bypass. PWD encroachment At start of * Safety should have a check on this I Additional plantation of trees will Bypass) * Employment during * Heavy traffic movement takes | be taken as part of project construction place therefore more plantation | Locals will be given preference * Drainage facility of trees should be there during construction period * Widening option * During construction employment d * Concentric widening adopted should be given to locals * Drainage problem is not faced at present due to raised carriageway * Concentric widening should be adopted for fair and equal treatment

*Encroachment * We are not encroachers road I. Recently local municipal bodies Rasara * Widening options came after we settle I have cleared road of encroachers * Relocation of business * Concentric widening should be I therefore no encroachment establishment | adopted. However to save trees ! problem * Heavy traffic movement or shrines one sided widening * Concentric widening adopted. W2 * Drainage facility may be adopted I option as far as widening will . Type of Shops/houses for * Drainage problem is actually minimise tree cutting I relocation faced during monsoon season. | Rectangular lined drain proposed * Public utility services I Project road should provide j to avoid water logging problem j. Requirement of a bypass drains as part of project Bypass could not be considered . Shrines getting affected j* Bypass should be planned to i due to cost consideration * Tree cutting |relieve town from congestion and j PAPs, encroachers and squatters I* Pollution control | pollution will be dealt with as per R&R * Land acquisition and mode Of 1 @Temporary shops are the most policy compensation ones likely to be affected i * Construction workers camp * Basic amenities in * Schools and medical facilities ! Adequate compensatory tree resetlement colonies should be provided as part of plantation planned in design * Community structures and project compensatory plantation , * Villagers close to workers colony shops getting affected is done will be provided free access to shops gettingaffected -*Villagers close to workers colony I facilitates should be given free access to * Compensation will be paid as per amenities (medical, school) R&R policy i * Adequate compensation should .Lined drains planned be given to PAPs whose structures/shops are to be shifted ! ' Lined drains should be provided I to avoid water lo in roblems

Pakawa Inar, * Encroachment i - No encroachment problem I * Encroachers be dealt with as per * Land acquisition and mode of according to villagers R&R policy compensation j *Land acquisition should be Compensation at market rate as , *Widening option | minimised and compensation j per R&R policy * Income restoration option should be paid at market rate * Depending upon availability j *Water logging problem i Business establishments should feasibility will be seen to relocate | -Public utility services be relocated along the road or i business establishments close to * Heavy traffic movement else business will be affected | road * Water logging problem faced, } *Rectangular lined drains drains be provided for quick proposed along the village eracuation . Construction workers camp will * Project should provide public be handed over to district utility services such as schools, administration after construction parks, medical facilities etc. * State transport department will * Heavy traffic movement should regulate heavy traffic; PWD will be regulated properly. maintain a close liaison with the ______I state forest departm ent.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India l11 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Namneof the Issues Raised Suggestions of PAPs Mitigation Measures / Design Vig . .___oach

* Encroachment * Encroachers demand * Encroachers will be paid Chilkahar * Relocation of business compensation to move compensation as detailed in R&R establishment * Business establishments should policy * Land acquisition and mode of be located close to road * Depending upon facility of space compensation * Community building and shrines shops// business establishments * Types of shops/houses for should not be shifted will be relocated along road relocation * Before land acquisition full and * Project design philosophy is such * Widening option final compensation should be that it tries to accommodate * Pollution loads paid at market rate religious structures * Tree cutting * Houses and temporary * NGO to be appointed will ensure * Water logging problem constructed shops are ones likely disbursement of compensation as to be demolished for widening per R&R policy * Concentric widening should be * Concentric widening adopted adopted * Bypass not feasible compliance to * Pollution load can be minimised emission regulation will be through by passes and strict enforced by SPCB enforcement of emission Lined and covered drain proposed regulation along project road in village * Lines and covered drains should !stretch. be provided to abate water | l aoggingproblem

Route IOA: Gorakhpur -Shahpn l problem Gorakhpur * Encroachment * We are not encroachers. We Encroachers and squaners will be Haraiya - Widening option came first, road was built later dealt with as per R&R policy Chungi) - Relocation of business * Concentric widening be adopted | Concentric widening adopted establishments I for fair and equal treatment J * NGO will ensure full and final * Income restoration options * Business establishments should i payment * Water logging and cross be relocated after full and final * NGO will conduct training drainage problem payment of compensation programmes for generation of * Mode of compensation * Govt. should provide employment * Shifting of shrines employment generation facilities * Compensation will be paid as per * Employment during to PAPs in addition to provisions of R&R policy construction compensation * As far as possible shrines will not * Compensation should be paid at be affected. market rate and in cash. * Shrines should be shifted only after consultation and with ______proper rituals Khajani * Encroachment ! Road not encroached by us. * Encroachers and squatters will be * Widening option Road came later we came first dealt as per R&R policy i Income restoration options i* Concentric widening should be * Concentric widening adopted * Water logging and cross adopted * NGO will conduct training drainage I * Govt. should provide necessary programmes for employment i Bridge on Ghaghara river at l loans and employment to all i generation Belghat PAPs . Concentric road planned in the * Air and noise pollution - Water logging is a major entire * Land acquisition and mode of problem, road level should be * Bridge at Ghaghara planned will compensation increased and drains be provided give a major economic boost to i Heavy traffic movement * Bridge will provide a good link to area Azamgarh and good avenues for . Compensatory tree plantation and business. noise barriers at educational * Air and noise pollution is not felt | institute/health facilities will at present but once bridge on alleviate pollution problem Ghaghara is built it will be felt * Proper regulation of heavy traffic * Land acquisition should be I and safety measures will reduce minimised to reduce accident problem. unemployment I * Compensation will be paid as per * Heavy traffic movement will provisions of R&R policy cause more accident therefore | safety issues be considered in design I * Compensation should be paid at _

Govemmcnt of Uttar Pradesh, Public Works Department, Lucknow, India 1 12 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raised Suggestions of PAPs Mitigation Measures / Design Village ______- _ _ -_____ airoach market rate and land acquisition be minimised Sikariganj * Encroachment * Concentric widening should be * Concentric widening adopted * Widening option adopted * New relocation site will be * Refocation of PAPs * The PAPs should be relocated in finalised in consultation with PAPs * Mode of compensation close vicinity of their existing * Compensation will be paid as per * Air and noise pollution house/business. New relocation provisions of R&R policy * Shifting of shrines site should be finalised in * Compensatory plantation planned * Safety consultation with PAPs in the ratio of two trees to be * Employment during * Compensation should be paid at planted for every tree to be cut. construction market rate * As far as possible shrines will not * Adequate plantation be done to be affected, if at all shrines abate air and noise pollution t required to be shifted these will be * Shrines should not be shifted j shifted in consultation of instead road widening should be i community restricted to available clear space * Able-bodied PAPs will be given * Locals should be given i preference in compensation. ______|______preference in employment ! Belghat * Encroachment * At present there is temporary t ncroacherand -squatters will be - Widening option encroachment these can be dealt with as per R&R policy | Safety relocated provided they are given dprovisions - Air and noise pollution adequate compensation * Concentric widening adopted * Bridge over rive Ghaghara * Concentric widening should be j Necessary compensatory tree * Land acquisition and adopted plantation planned compensation * Necessary compensatory * Land acquisition will be * Employment during plantation be done to abate air minimised because while construction and noise pollution levels finalising alignment this has been * Shifting of shrines * Bridge over Ghaghara river is a kept in mind. Compensation will good step I be paid as per provisions of R&R * Land to be acquired for policy approaches and new alignment * Able bodied PAPs will be given should be such that agricultural preference in employment land is least affected. * Ghaghara bridge will give a boost Compensation to farmers should to local economy. be paid at market rate * Shrines if required to be shifted l Locals be given preference in will be shifted with proper rituals I employment j. Not averse to shifting of shrines ! but these should be shifted with I proper rituals and in consultation --______- with vil omlm uty __ Shankarpur * Encroachment * No encroachment as new Encroachers/squatters will be dealt * Widening option alignment upto bridge site with as per provisions of Policy I * Mode of compensation i Concentric widening preferred * Concentric widening adopted . Safety , Compensation should be paid at I* Compensation will be paid as per i* Relocation of business market rate provisions of R&R policy establishments/houses * PAPs whose houses are to be * NGO will conduct employment ! Land acquisition and mode of demolished are very less. Most j generation training programmes. compensation of PAPs are due to acquisition of RAP document contains detailed * Air and noise pollution agricultural land. The of dovetailing of project wise * Employment during compensation for agricultural income restoration schemes construction land should be at market rate and * Adequate compensatory * Bridge over river Ghaghara permanent employment avenues plantation planned to alleviate air should be given and noise pollution * Air and noise pollution levels will * Able bodied PAPs will be given increase as at present there is no preference for employment pollution * Safety protective measures * Locals be given preferences for incorporation project design employment * Bridge over Ghaghara river is a welcome step and it was long over due * Accidents will increase after i widening there should be safety I

Govemnient of Uttar Pradesh, Public Works Department, Lucknow, India I 1 3 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmentsl Assessment (Phase 11) DHV Consultants December 2003 BV

Name of the Issues Raised Sugestions of PAPs Mitigation Measureso Design measures in design.

Kamaria * Encroachment * No encroachment at Kamariaghat * New alignment be selected to ghat * Widening option as new alignment planned minimise * Safety loss on agriculture land. * Concentric widening should be Central widening be adopted for * Bridge over river Ghaghara adopted around ODR ODR * Bridge approach new * Accidents will increase once * Design has provisions alignment for safety bridge on Ghahghra river is railings, speed breakers, reduced * Air and noise pollution complete. Adequate safety speed signs etc. * Employment during provisions such as safety railings, * Embankment protection measures construction speed breakers, reduce speed will include stone pitching in | Land acquisition and signs etc be provided addition to compensation tree plantation * Proper embankment protection - Adequate compensatory I * Income restorations schemes should be provided at bridge I plantation planned. Ribbon approaches as Ghaghara river I development will be checked with changes its course every year the help of appropriate authority. towards Belghat I* R&R policy is such that locals will * In order to reduce air pollution get preference in employment adequate tree plantation be done 1 Compensation will be paid as per and ribbon development be provisions of R&R policy checked * NGO will conduct training * Locals should be given programmes for self employment preference in employment generation * Government should pay compensation in such a way that it gives enough money to start new business * Govt. should provide training for self employment not only to PAPs | l______but for entire village Budhanpur 1- Encroachment i* Road has been encroached i* Encroachers and squaners to | Widening option be heavily on both side by dealt as per R&R policy |* Need for bypass permanent houses/shops, etc * Concentric widening adopted j* Safety I * Concentric widening should be i* Bypass planned * Air and noise pollution I adopted | Safety measures such as railings, * Land acquisition and j Bypass is very much needed as ! signage's and speed breakers compensation widening inside town will lead to planned lo Employment during massive demolition of the * R&R policy is such that locals will construction structures. get preference in employment * Public utilities/services e Safety is of paramount * Locals will be given to access to importance. Necessary safety j medical and other facilities provisions such as signs and 1 Adequate compensatory speed breakers, rumble strips be plantation planned i provided * Locals be given preference in I employment * villagers close to workers camp i should be provided medical and other facilities of construction workers camp * Air and noise pollution are felt during evening and morning I- ______hoursho urs ___ X _ _-._ _ _- ______. hiraula . Encroachment ! Sharp curve and encroachment Town is heavily encroached * Relocation of business and * Business establishment should there is sharp curve also. j establishment not be relocated instead road l* Business establishment not likely Safety widening should be restricted to 1 to be affected due to planned | Widening options available clear space | bypass 1 Land acquiring and mode of i * Safety is of paramount !* Safety provisions made compensation in design importance. Safety provisions * Concentric widening adopted * Income restoration options such as railings, speed breakers, 1 Land acquisiton planned for * Employment during safety signages should be bypass only construction planned * NCO will provide self- * Need for bypass 1* Concentric widening should be | employment generation training.

Govemment of Uttar Pradesh, Public Works Departmrent, Lucknow, India Project 114 Co-ordinating Consultants (PCC) Services ror Urtar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

Name of the Issues Raised Suggestions VilDlge of PAPs Mitigation Measures / Design ___ adopted Funher project is dovetailed with * Land acquisition should be poverty alleviation schemes. minimised as it will deprived Details available in RAP many families from eaming document sources * As per R&R policy locals will give * Government should provide self preference in employment employment generation avenues * By pass planned. * Locals should be given preference in employment * Bypass is very much needed to I relieve habitants from pollution

Route Moradabad II: - Bazpur __ heeshama * Encroachment 1 Widening should take place Doraha on ! * Concentric widening opted I * Relocation of business | both sides establishment * Compensation payment as per * The business establishments R&R policy j Safety should be located far away from * Safety signage planned * Widening options road. Compensation should be * Concentric widening adopted * Land acquisition and mode of paid at workers rate * Land compensation acquisition will be done as * Safety is of paramount per state rules * Requirement of a bypass imponance | Bypass not possible due to cost * Concentric widening should be considerations taken up for fair and equal treatment l* Preference for cash compensation i at market value. Sufficient time j should be given for shifting * Bypass would avoid accident and ______i______pollution * Encroachment * Encroachers do not accept as Dadiyal j* Relocation of business they encroachers. * Site for resettlement | establishment will be -Relocation should be near the I decided in consultation with 1 Safety t existing shops displaced families by the NGO * Widening options * Safety signage, rumble strips, * Encroachers to be dealt as . Mode of compensation per speed breakers be provided R&R policy i * Income restoration option * Concentric widening for fair and * Relocation as per R&R policy - Employment during equal treatment - Safety signages and traffic calming construction * Cash compensation at market rate down methods incorporation l Govt. should give constructed design shops/establishments - Compensation at market rate * Locals should be given - Re construction as per Govt. R&R preference in construction | policy activity * Locals will be given preference !______in ______construction works anpur I Encroachment * Encroachers do not accept, as j Concentric widening preferred Safety they are encroachers. Prefer * Safety provisions such as signages Shrines getting affected concentric widening to minimise and curve improvement included * Widening options displacement | in design will be shifted as per * Income restoration option * Safety is of paramount I consent and with proper rituals * Relocation of business importance * Locals will be Iestablishment given preference. * Provision for rumble strips and * Relocation * Relocation of business will be done closest to speed breakers j the establishment existing location * Shrines can be shifted with * Mode of compensation proper rituals i * Income restoration option * Concentric widening preferred in | Employment during construction jobs construction * Relocation of PAPs jobs establishments should be within the village and close to their existing house/establishments UP Border * Encroachment * No encroachment exists at Encroachers Uttaranchal) * Widening options shall be shifted as per border. If at all he should be R&R policy I * Safety given adequate timings. Concentric widening opted. Govemment of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants 1 15 (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the PAPs Mitigation Measures / Design Village Isue Rase SugestonaofhAP . Relocation of business . Concentric widening preferred . Safety signages planned in establishment . Safety signages, speed breakers addition to curve improvements . Relocation of business and rumble strips be planned . Relocation will establishment be done at . Relocation should be closest to available space, . Mode of compensation else the existing establishment compensation will be paid as per . Employment during . compensation should be paid in R&R policy construction cash * Compensation to be paid as per * Locals should be given R&R policy preference in employment during . Locals shall be given preference construction.

Route 16: Deoris - Saleempur - Belthara-Bailia Ballia | Encroachment . Encroachers do not accept * Encroachers and squatters | Relocation will of business that they are encroachers be treated as per provisions of establishments . Business establishments R & R policy Safety should be relocated close to . PAPs will be relocated only . Income restoration the road as business is after consultation options dependent on road users * Safety measures such as Water logging and * New roads should have safety signages, safety railings, drainage problem provisions such as speed rumble strips, etc. Mode planned of compensation breakers, safety railings, a Dove tailing of poverty Widening options I reduced speed signages, etc. alleviation schemes with the Heavy traffic movement * Water logging problem faced | project planned Itherefore project road should . Lined drain proposed in water Iprovide drains logged areas Compensation should be paid i . Compensation will be paid as in cash and at market rate per provisions of R & Rpolicy a Concentric widening should . Concentric widening adopted be adopted . PWD will maintain a close co- Inside city there should be ordination with traffic proper regulation of heavy department for proper .______traffic i regulations Sukhpura . Encroachment . Village is almost free of . Encroachers and squatters will Relocation of business encroachment i be dealt as per provisions of R establishment * Business establishments & R policy . Widening option should be relocated close to * Relocations will be made in . Water logging and existing locations and along consultation with PAPs drainage problem roads . Drains will be provided .Mode in of compensation i To prevent water logging stretches where problem has .Heavy traffic movement { drains be provided and level been identified .Income restoration ican be raised . Dove-tailing of poverty options i Compensation should be paid at alleviation schemes with the Basic amenities in market rate and incash i project planned, details resettlement colonies . Govt. should provide loan covered in RAP document Tree cutting and other assistance in . Demanded amenities will be Pollution load reduction |addition to compensation for provided restoration of income i. Due to adoption of W2 option Drinking water facilities, tree cutting will be minimized sewage, parks, roads, etc. . Compensatory tree plantation should be built by the will be done Govemment in relocation j colonies .Tree cutting should be minimized . Adequate tree plantation I should be there for reduction !______of pollution Khejuri ___ 1 Encroachment . No encroachment felt by Encroachers and squatters will . Widening option villagers be dealt with as per provisions Govemmcnt of Uttar Pradesh, Public Works Department, Lucknow. India 116 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Na geofthe Issues Raised Suggestions or PAPs t apuro s/Ds_ o Tree cutting . Concentric widening should of R & R policy . Vehicular pollution load be taken up for fair and equal . Concentric widening adopted (Air, Noise, etc.) treatment . W2 option adopted for . Safety . Tree cutting should be widening will minimize tree- . Water-logging and cross- minimized. Adequate cutting drainage compensatory plantation . Proper compliance to . Employment during should be done. Vehicular emission regulations construction . Vehicular pollution will will be enforced . Land acquisition and increase once bridge on . Rectangular lined drains compensation Ghaghara at Bhagalpur is proposed on both sides of complete road . Water-logging and cross- i . As per R & R policy locals will drainage problem is faced be given preference for . Locals and PAPs should be I employment during preferred in employment | construction during construction Safety measures incorporated . Safety measures should be | ______i______incorporated in project design I___ _ Baheri Encroachment . No encroachment. We came . Encroachers and squatters will | Widening option first, road was built later i be dealt as per provisions of R * Safety .Concentric widening for fair & R policy ! Income restoration and equal treatment . Concentric widening adopted options . Govt. should provide loans, - Dove-tailing of poverty . Mode of compensation and other assistance to alleviation schemes/JR . Tree-cutting relocate the business schemes with project planned. . Vehicular pollution loads . Safety signages such as Details available in RAP . Shrines getting affected reduced speed, speed- document breakers, rumble strips, j Demanded safety measures railings, etc. be planned incorporated in project design . Compensation should be paid 1. Compensation will be paid as at market rate and in cash per provisions of R & R policy . Not averse to tree cutting, for . Compensatory tree plantation road widening provided planned compensatory plantation is . Shrines will be shifted in * done j consultation with village Shrines should be shifted with j elders and with proper rituals j proper rituals and in _consultation ikandarpurt . Encroachment * Temporary encroachment by . Encroachers/squatters will be . Need for a bypass ambulatory vendors demand paid compensation as per R & Widening option | compensation forshifting R policy j. Compensation and mode . Bypass should be provided to . Bypass could not be of payment i relieve habitants from considered due to cost i Employment during pollutants and noise levels considerations construction 1 Compensation should be paid . As per R & R policy locals i Heavy traffic will movement at market rate be given preference in Vehicular pollution . Locals and PAPs should be employment Shrines getting affected given preference for ! Proper regulation of traffic will . Safety employment I be done and noise barriers . Drainage facility . Heavy traffic movement takes i planned at noise sensitive place during nighttime. It locations causes noise pollution . Design philosophy is such that . Road widening should be it tries to accommodate restricted to available clear maximum structures space to save shrines from ' Demanded safety provisions shifting I are part of project design * Safety provisions should be i Additional culverts and l______included in design such as rectangular lined drain

Government of Uttar Pradesh, Public Works Department, Lucknow, India 1 17 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of tbe Issues Raised Sugestions Of PAPs Mitigation Measures / Design Vilae .approacb curve improvement, bus proposed to be provided bays, safety railings, speed- around habitation breakers, rumble strips, etc. . Water logging and cross drainage problem faced. Lined drains and additional * ______culverts be provided___.-_ __ __ Maldah . Encroachment . No encroachment at present . Encroachers/squatters to be Widening option | Concentric widening for fair dealt with as per provisions of Land acquisition and and equal treatment R & R policy mode of compensation . Before land acquisition full I. NGO will ensure payment and final payment should be | compensation payment before * Employment during paid and compensation I physical relocation construction should be paid in cash ! * As per provisions made in R & | Drainage facilities and . One member of each PAFs R policy contractor will give cross drainage family should be given ! preference to able bodies * Safety permanent employment PAPs . Income restoration during construction . Rectangular lined drain options * Water logging problem is proposed on both sides of . Relocation of business faced during monsoon road in the village establishments months |. NGO will conduct traffic rules . Awareness regarding traffic ! awareness programmes in rules can reduce number of village accidents. Speed-breakers at 1. Dove-tailing of poverty both ends of the road is must alleviation schemes indicated . Govemment run poverty I in RAP document alleviation schemes be run in Compensation will be paid as the village per provisions of R & R policy Compensation should be paid ! at market value and relocation of business establishment should be on Deoria,. Encroachment road side only Deoria .. Encroachment j Part of project road inside , No problem of encroachment . Heavy traffic movement Ballia is four lane, portion and squatters in Ballia i.Safety having two lanes is also free I . Safety provisions suggested | Income restoration from encroachments j have been included in design options . Accidents are very often j* Training for self-employment . Widening options hence safety measures such by NGO and dovetailing of * Land acquisition and as hand-railings, speed ! poverty alleviation schemes of mode of compensation breakers, reduced speed signs GO1. j payment are must . Compensation to PAPs as per i Cross-drainage and water- ! Govt. should provide other provisions of R & R policy logging income restoration schemes i Rectangular lined drains i Public utility services to displaced PAPs proposed along road side | Requirement of a bypass . Compensation should be paid i . NGO will arrange drinking i Tree cutting in cash at market rate. Full water facilities and places of and final amount should be convenience for road users paid before physical . Bypass not feasible due to cost relocation considerations . Water-logging problem faced . W2 option adopted will hence drains be provided ensure minimum cutting of * Project should provide | trees common drinking water facilities and places on j convenience I. Bypass is must and should be ______| provided_

Government of Uttar Pradesh, Public Works Department, Lucknow, India 118 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name of the Issues Raised Suggestions of PAPs Mitigation Measures / Design V illage ______a pp o . Trees should not be cut instead road should be widened to available clear space I Turtipar/ .Encroachment . One village close to ROB has j Encroachers will be dealt as elthara Land acquisition and encroached some road per R & R policy Road) I mode of compensation portion . Land acquisition will be I . Requirement of a ROB . Land acquisition should me minimised by restricting - Shrines getting affected minimised and compensation widening to available clear . Heavy traffic movement should be made at market space . Demolition of rate * Two lane ROB proposed in |houses/shops etc. . ROB is very much required as the project Public utility services present ROB is not wide *Safety provision made in . Community buildings and enough design will take care of safety shrines getting affected . Heavy traffic (trucks, buses) of villagers . Tree cutting for required will increse phenomenally | The public utility services widening once Ghaghara bridge starts constructed at workers camp . Vehicular pollultion operating. will be accessible to villagers emissions . Demolition of houses/shops also . Restricted width at should be minimized and . Tree cutting will be minimum Turtipar regulator road should be widened to as W2 option is adopted for available clean space widening ! -Project road should provide I .SPCB will take care for public utility services such as enforcement of vehicle medical facilities and emission regulation Act. PWD drinking water facilities at will maintain a close liaison construction workers camp to with SPCB. closeby villageras . Additional two lane bridge . Tree cutting should be proposed at Turtipar minimize and road widening regulation. should be minimized . Govt. should enforce vehicle emission regulations through SPCB and starts traffic police i Road width at Turtipar regulator is quite restricted. Additional two lane bridge should be constructed

8ihagalpur j. Encroachment * Since a new approach road is 1. No problem of encroachment . Widening option being developed to bridge ! felt at present * New Ghaghara bridge site, no encroachment on this . Concentric widening adopted being constructed new road. , Suggested measures for safety Safety . Concentric widening should included in project design : Income restoration be adopted for fair and equal ! NGO to be appointed will run options treatment I training programmes for self New approach road to . Speed breakers and better employment Ghaghara baridge traffic management can . Compensatory and i Community structures and reduce accident I supplementary tree plantation shrines getting affected * Govt. should provide training i proposed | Cross drainage and water and loan for re establishment Covered RCC lined drains logging problem of business in addition to F proposed at identified water Relocation of business compensation I logged areas I establishments * Adequate tree plantation be i . NGO will hold necessary i done on new approaches of consultsation for relocation at bridge new site. Site will be selected I Covered and RCC drains be in consultation with PAPs l______provided in water logged I Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 119 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Name or the Issues Raised Suggestions of PAPs Mitigation Measures Design V illage ______p ~ c {ilbse_ . areas . Before demolishing of old community and shrines new ones should be built up with public consultation . PAPs should be relocated close to road and selection of area should be as per requirements of PAPs.

Table 6.5: Routewise Representations of Public Concerns and Hearings at District and State Level and their Incorporation in Project Design

Route No. Public Concerns/Hearings Incorporation in Design

3 Which portions of project route will require Enough availability of ROW does not I land acquisition for central widening issue necessitate land acquisition on project road. raised at Pilibhit | . Proper measures to be adopted for protection | Suggestions accepted. Accordingly of environment during construction in construction will be restricts during day time reserved forest areas suggestion came at only. Workers camp will be located at least Pilibhit district level consultation. i 2.0 km away from forest area. Workers will be instructed not hump wild life and use wood for cooling. Contractor will ensure . Area of forest land required for the widening availability of Kerossere. at the both the reserved forests. * No forest land acquisition required as enough DM at Pilibhit desired bypass for Khutar town ROW is available. Proper measures to be incorporated in design * Suggestion could not be accepted due to cost to mitigate effects of air pollutants in future considerations. years due to rise in traffic. Suggestion came at * Air quality predictions done and air pollutants Pilibhit district level consultation (Entire I level not likely to increase till 2011. Project route falls in Pilibhit district only). Supplementary plantation planned in addition ______|_to compensatoryntation. 4B Noise level in post project scenario and I Noise predictions done in environmental measures to reduce these issue raised at assessment for future scenario. Noise barriers Unnao district level consultations planned at noise sensitive receptors (educational and health institutes) along i project route. No horn zones identified in design and proper sign marking planned on project route CDO Unnao suggested for railway over ROB not possible due to inadequate road and bridge (ROB) at level crossing near i road traffic Bangarmau. Representative of state forest department I . Number of trees to be cut minimized due to enquired about number of trees to be cut, I adoption of W2 option. Compensatory compensatory plantation and species plantation planned in the ratio of two trees for recommended for plantation. every tree to be cut. Plant species ______recommended are those locally grown.

Govemment of Uttar Pradesh, Public Works Departrnent, Lucknow, India 120 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearlngs Incorporation In Design

.One participant enquired advantages to road . Reduced travel time and high internal rate of users after completion of proposed return are indirect advantages due to upgradations issues raised at Unnao district widening. The above clarification was given level consultation. by project director. . Types of safety measures included in project . Safety measures incorporated in project design design are speed breakers, reduced speed signs, embankment protection, etc. . Bypass demanded for Bangarmau towards . Bypass could not be planned due to problems Lucknow as one bypass is already planned on in land acquisition. Further enough ROW is Katra-Bangarmau-Bilhaur route available in built up portions due to this four lane divided carriageway is planned in _ Bangarmau town. i . One participant at Unnao district level . Projected traffic has considerations of consultation enquired whether traffic increased traffic during monsoon/ summer projections for monsoon months specially at ! season at time of mango crop reaping. the time of mango crop reaping have been _ taken to account in design. 6 i Block development officer enquired about . Possibility of Biswan bypass ruled out due to possibility Biswan bypass as the habitation is cost consideration as one major bridge congested. involving major investment is planned on l Ghaghara river on this route. * One PAP enquired about land acquisition . Project director informed that land acquisition from centerline of existing road during district will only be done for a COI (Corridor of it level consultation at Sitapur. Impact) of 13 m ROW no land acquisition I______I will be there.

Govemment of utar Pradesh, Public Works Department, Lucknow, India 12 1 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project i nvironmental Assessment (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearings Incorporation in Design .One participant from education office . Project director informed that project has a enquired about connectivity of project route proposal for bridge on Ghaghara river at with Bahraich during monsoon season when Chailarighat. IIT Kanpur is doing there is no pontoon bridge available at mathematical modeling study to decide Chailarighat. optimum location of bridge. The bridge proposal was appreciated by the gathering. * One participant from Biswan enquired about * Environmental expert replied that existing air e isting noise levels and pollutional levels. quality levels are well within limits specified Whether the existing levels exceed the by CPCB but noise levels exceed the limits i prescribed levels? Issue raised at Sitapur district level consultation. Project director gave copy of R&R policy * One and officer from district census and statistics details of compensation package department enquired about compensation i package to PAPs. Issues raised at Sitapur district level consultation. . Suggestion could not be incorporated due to . District Magistrate demanded bypass for prefindings of SOS study, feasibility study and Bahraich during district level consultation. cost considerations. .Environmental expert explained that * One participant wanted to know probable construction workers' camp will be locations located at of construction workers' camp and 1.0 km away from flood plains of Ghaghara. suggested that workers' camp should not be located near Ghaghara river side. Issue raised at district level consultation at Bahraich . Environmental expert explained that hot mix i One officer from CDO office wanted to know plants will be located at least one km is down whether hot mix plants will be safely located direction of habitations. Further contractor or not? Issue raised during district level will take necessary consent from UP PCB for consultation at Bahraich. I establishment of these plants.

Environmental expert explained that . One participant from DM office enquired i contractor will comply with vehicle emission I about emission control measures to be i norms. All vehicles will be properly adopted for construction vehicles and | maintained. , machinery. . 7B- j . DM Azamgarh demanded ROB at level t. Suggestion could not be incorporated due to crossing during district level consultation. cost considerations, SOS study and crossing not falling on project route.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 122 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 1) DHV Consultants BV December 2003

Route No. Public Concerns/Hearings Incorporation in Design

. What treatment is planned for water logged . Environmental expert explained that water portions of road, a query raised by DM during logged areas have been identified and a district level consultation at Azamgarh raised pavement is proposed at these locations. Further in built up areas covered I drains with proper out fall points planned. . CDO enquired whether there will be any problem for material procurement for the PWD executive engineer from PIU replied I project road. Issue raised at district level that sources for all construction material have consultation at Azamgarh been identified and all materials will be procured from these designation sources. . DM at Azamgarh suggested that road in city portion should also be taken up in proposed . Environmental expert explained that the I upgradation of Azamgarh - Phephana route. proposed upgradation will start from Chainage 270.00 which faills in middle of the town. Hence suggestion has already been I CDO Azamgarh, during district level incorporated. consultations, suggested that Azamgarh . Suggestion could not be incorporated due to bypass should also taken up for upgradation. cost consideration, SOS study. Further no data of soil testing, traffic survey, etc. is Type of species for tree plantation, source of i available, so design at this stage not possible. saplings and plantation strategy details sought * Type of species recommended in I by a journalist and NGO at district level Environmental Assessment are those grown consultation at Azamgarh. locally. Project envisages participation of NGO for tree plantation under guidance from District Magistrate Mau was concerned with State Forest Department. water logging problem on project route at * Environmental expert explained that water Mohammadabad and Rasara. Further he logged areas were identified by the drainage informed that Mau district as a whole has expert along with environmental expert. In water logging problem. The road design these stretches adequate cross drainage should take into consideration this aspect. structures are planned. Further at these locations carriage way level will also be lifted. In built up areas covered drains along both side of road with proper out fall points One participant from district planned. information/statistics department enquired * Environmental expert explained that during about noise control measures during construction; workers working near high construction and post construction period, noise generating machinery will be provided with ear plugs/muffs. All Issue raised at Mau district level consultation, vehicles/construction, machinery will meet noise levels specified at one meter distance by the manufacture by way of proper l maintenance. In order mitigate noise levels due to traffic, barriers are planned at noise sensitive receptors such as educational . One participant enquired about air pollution institute and health facilities along the project levels at present, predicted and measures 1 route corridors. taken to control air pollution during * Environmental expert explained that air I construction and post construction period. pollutants levels are within the limits at Issue raised at district level consultation at present, future levels are not likely to exceed I Mau. specified limits due to increased traffic.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 123 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearings Incorporation in Design . District Magistrate Mau during district level . The suggestion was noted and local PWD consultations suggested that telephone office was requested to write to telephone department should be informed for laying department and take action before work for down of cables for future use so that there is upgradation starts. no damage to road after upgradation . What are probable locations of workers camp . Environmental expert explained that site on the project route. Is any camp planned in selection guidelines for construction workers Mau district. If yes, it should be away from camp have been enumerated in EA report. habitations. Issue raised at district level Contractor will take into confidence the land consultation at Mau. owners in the close proximity of the workers' camp. The location of the construction workers camp will be decided by the contractor. . District Magistrate Ballia suggested that 1 The suggestion was noted but could not be project should start from Kadam Chauraha incorporated due to cost considerations, SOS instead of proposed start point Issue raised study, etc. during district level consultation at Ballia.

. DM Ballia suggested that a feasibility study of * The suggestion was noted by the consultants Ballia bypass should be part of the project. and PWD but suggestion could not be Issue raised at district level consultation at I incorporated due to cost consideration, Ballia. previous SOS study, etc. . DM Ballia suggested that project should . Environmental expert explained that villagers involve villagers in the tree plantation will be definitely involved in plantation as for (supplementary/compensatory). j last row of trees ownership is given to farmers. Further NGO will do necessary consultations at the time of project implementation for involvement of villagers in the plantation scheme. * One joumalist in district level consultations at . PWD representative from project director Ballia enquired about improvement of sharp office informed that all sharp curves identified curves on project road. Whether these are have been planned to be improved. part of project design. Wherever necessary land will also be * One participant enquired whether acquired for this. recommended plant species include 'Mango" - Environmental expert explained that tree also as there are many giant mango trees recommended tree species include 'Mango' along the existing alignment. along tree also as all species recommended are i One participant enquired whether project ~~~~~~~~~~locallygrown. Iroad junction at Pephana with the NH will be I - Environmental expert explained that the said improved or not? Issue raised at district level intersection will be improved consultation at Ballia * One participant enquired whether the project ! PWD replied that project roads will not be I roads namely Deoria-Ballia or Azamgarh- I tolled but any major bridge will be a tolled Phephana will be tolled or not? bridge j. Whether bypass is proposed for Sikandarpur Stbd or not? If not proposed it should be included, consdations. How many ponds on each route of district (Deoria-Ballia and Azamgarh-Phephana) have * Environmental expert explained that a been taken up enhancement? Have these minimum 3-4 ponds have been selected for been selected based on local level enhancement on each route. The selected consultations? Issue raised at district level Iponds are based on local level consultation. consultation at Ballia. I

Governmcnt of Uttar Pradesh. Public Works Department, Lucknow, India 124 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Route No. Public Concerns/Hearinp Incorporation in Design

16 . There should be a service lane and truck lay . The Baitalpur oil terminal does not fall on bye at Baitalpur oil terminal complex, Deoria project route due to this not possible to city and wherever there is cluster of Dhabas. provide any amenity there. No space is A suggestion given by CDO during district available for service lane in the city, if created level consultation at Deoria. will lead to move social problems because of this suggestion for service lane could not be accepted. . One participant suggested that the project Project director expressed inability for four route from ROB in Deoria town to Sonughat lanning due to social, environmental and cost Chauraha (existing chainage 6+) should be considerations. But W3 option will be four lane. Issue raised during district level ! adopted upto Sonughat Chauraha (i.e. 1.5 m consultation at Deoria. I hard shoulders will be provided). This will ! provide additional 3.0 m width of road. i One participant enquired about possibility of * Project director informed that suggestion inclusion of Deoria bypass. Issue raised i couldn't be accepted due to cost during district level consultation at Deoria. consideration due to non-availability of possible alternative routes. !. ROB should be constructed at level crossing !* Project director informed that present traffic at Salempur as many a times there are intensity does not demand ROB as railways prolonged traffic jams. construct ROB only when traffic is more than certain PCU. Suggestion could not be accepted. One participant demanded wide and . Project director informed that proposal for adequate height ROB at Turtipar. As limitied additional ROB at Turtipar is submitted to I height of ROB at Turtipar will be obstruction railways and a second ROB is planned. | of trucks after completion of Bhagalpur bridge Suggestion was accepted i at Ghaghara. | Irrigation regulator at Turtipar is having Project director informed that additional two limited width and will be bottleneck in higher lane wide bridge is proposed at irrigation traffic flow after completion of Bhagalpur | regulator. I bridge at Ghaghara . Road stretch between Salempur to Bhagalpur j Project director informed that additional cross has water logging problem. Culverts should drainage structures in addition to the existing be properly designed. ones have been properly designed. If desired drawings can be shown to district administration. ,. One participant suggested that before work . Project director demanded that district for upgradation starts pipelines should be laid administration should organize a meeting for utilities such as telephone, electricity with PIU and civic authorities. So that it is wires, etc. Issue raised at district level known which side (left or right) pipes should consultation at Ballia. | be laid for utilities. * CDO Deoria during district level consulation suggested that to bring awareness amongst j Project director agreed to prepare a pamphlet the local public a brief pamphlets of project which will be available for circulation before high light should be prepared for circulation. I construction works start.

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Route No. Public Concerns/Hearlngs Incorporation in Design

1OA . CDO Gorakhpur dunng district level . Project director replied that all portion of consultation at Gorakhpur enquired new and old alignment will be made whether unmetalled road near metalled. Kumariaghat will also be made metalled . One participant from district administra- . Project Director informed that a major tion enquired whether project plans to bridge at Ghaghara is planned at have bridge on Ghaghara at Kumaria Kumaria Ghat and for this mathematical Ghat. modeling is being conducted by IIT Kanpur to decide optimum location. . CDO enquired about new alignment . Project Director informed that new planned from Shankarpur to Ghaghara alignment is planned from Shankarpur to front opposite to Kumaria Ghat river front through agriculture fields. The selected route alignment is one which has least social and environmental problems. j One participant raised the concerns of * Environment expert replied that increased air and noise pollution in the measured level at present are well vicinity of new alignment from | within the limits for air and noise Shankarpur to river front and Kumaria pollution. In post project scenario levels Ghat{ to start of Budhanpur bypass. Issue i are not likely to increase due proposed i raised at district level consultation at mitigmtory measures. Gorakhpur. !* One block development of ficer | . Environmental expert replied that enquired type of species selected for species selected for both type of supplementary and compensatory plantation are locally grown plantation and the ratio in which Compensatory plantation is planned in compensatory plantation will be carried the ratio of 2 trees for every tree to be out. issue raised during district level cut. Supplementary plantation will be consultation at Gorakhpur. |done to achieve a minimum tree . One participant suggested that drains density of 200 trees per km. should be constructed in built up areas * Project director informed that drains will such as Bhainsa Bazar, Khejuri, Sikriganj, be build in all habitations. All water Mahadeva Bazar, etc. Issue raised logged areas have been identified. In during district level consultation at ! these areas additional cross drainage Gorakhpur. structures and covered drains with District Magistrate Azamgargh during proper out falls are planned. distnct level consultation enquired . PWD representative replied that whether bypass has been planned for 1 Budhanpur bypass has been planned. Puranpur or not as this is a very Its approximate length is 11.69 km. congested location on the route. | CDO Azamgarh during district level * PWD replied that Ahiraula bypass has I consultation suggested for Ahiroula been planned bypass. The space available in Ahiraula town is not even for a single lane. . There is sharp curve at Maksudia (at * PWD representative replied that this change 223-224) will it be improved or I curve has been included for not? Issue raised during district level improvement. consultation at Jaunpur. . Irrigation department officials during . Social expert replied that all flood prone district level consultation at Azarmgarh locations have been identified and advised that remodeling should be cross drainage structure have been done for all cross drainage structure as designed based on flow data of last 25 project route portion is prone to flooding years. oand water logging in Jaunpur district. * One participant during district level . Environmental expert explained that ! consultation at Azamgarh suggested noise barriers have been planned at that at road side educational institutes educational institute and health facilities and hospitals, there should be speed falling along the project routes. breakers and no horn signs. . One participant from Mahul town on . PWD-Superintendent Engineer replied project route suggested for bypass for that bypass not possible due to cost the town. Issue raised during district level considerations. consultation at Jaunpur. Government of Uttar Pradesh, Public Works Department, Lucknow, India 126 Project Co-ordinating Consultants (PCC) Services for Unar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearings T Incorporation in Design 11 * District magistrate Moradabad during district . Environmental expert explained that species level public consultation suggested that the recommended in EA report are those locally plant species for supplementary and grown and eucalyptus has not been compensatory plantation should be locally recommended for plantation. grown and as far as possible eucalyptus | should be avoided * CDO Moradabad requested that Moradabad . Project director explained to COO that the Bijnor route should be included either for selection of routes for upgradation and upgradation or for major maintenance as this maintenance is not done by PWD and it is route is worst affected. Issue raised during based on SOS study carried out by a district level consultation at Moradabad. consulting firm. It is based on internal rate of return for each route. Due to this reason not . District Magistrate Moradabad expressed his possible to include this route now. view that arterial roads have been built under . Project director informed that few roads of Pradhanmantri Sadak yojana and main roads district have been taken up in Phase I and have been neglected. Therefore main roads Phase 11under major maintenance should be taken up for upgradation/ programme. maintenance * Tanda and Dadiyal towns on project route j have water logging and encroachment . Social expert explained that at water logged problems. How these problems will be i areas raised pavement will be constructed, tackled side covered drains will be provided with proper out fall points. The encroachers and squatters will be dealt with as per U.P. Govt. , One participant suggested about post project approved R&R policy. monitoring, for environmental aspects to find . Project director informed that stand alone out effectiveness of mitigation measures. Issue environmental management plans have been raised during district level consultation at prepared for each project route. These stand Moradabad. alone EMPs contain a well defined monitoring plans for construction and operation phases. Further the responsible organizations have also been identified for . One participant enquired how maintenance monitoring in these EMPs. and growth monitoring of newly planted , Project director informed that plantation will saplings is guaranteed. be done by state forest department and they will also maintain the newly planted tree saplings for 3 years. Necessary money for sapling and for 3 years maintenance will be deposited with forest department in advance. | District Magistrate Rampur enquired the . PWD representative from PIU informed that it probable start date of construction for Phase 11 is expected that by October 2003 work will upgradation routes. start. . One participant pointed out that near * Social expert explained that a new bridge Uttranchal border there is a narrow culvert at with two lane width is proposed. The culvert Naiya river. In the upgradation a new culvert has already been identified by bridge and I should be planned. Issue raised during district drainage experts. level consultation at Rampur :. Project road is in highly damaged conditions j Environmental Engineer PWD explained that in entire stretch of ODR 65 due to water design team has already surveyed the project logging problem. During upgradation this route many times in monsoon season. f aspectshould be kept in mind. t Accordingly adequate cross drainage structures and raised carriageway are planned I ______!______in this portion of project route.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 127 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Route No. Public Concerns/Hearlngs Incorporation in Design

. What is the expected completion date of . PWD representative from PIU informed that construction? three years from start date construction will be completed. * Hot mix plants and construction workers . Environmental Engineer PWD informed that camp should be located at an adequate hot mix plants, workers camp will be located distance from major habitations such as at 1.0 km down wind from the major Tanda, Dadiyal, Kosi river, etc habitations. Further the contractor will take necessary consents from state pollution control board.

Table 6.6: State Level Consultations (Held at Lucknow on February 11, 2002)

Issue Raised Suggestion of Participants Incorporation in Design . One side widening . One participant from Meerut PWD . Environmental expert explained that ! division suggested one side widening detailed analysis of alternatives has should be adopted. It will save tree been done at the time of feasibility cutting at least on one side. preparation and concentric widening has been found to be most feasible option due to availability of stabilized formation width, minimization in trees -______-- _ | cutting, cost consideration etc. . Enhancement of . One NGO participant suggested that Project director replied that ponds temples, etc first enhancement measures should be enhancement measures planned are along road side j implemented to gain public confidence part of EMPs and these EMPs are part of then upgradation work should be contract document. Hence contractor started. i will take up these measures along i construction. . Encroachment . Encroachers will come back once road ; PWD will work closely with revenue construction is over. Compensation to department to restrict encroachment. encroachers will set precedence. Gram Encroachers and squatters will receive Panchayat be involved in control of assistance and not compensation for encroachment of ROW land. . Loss of trees * Less trees, specially giant ones, will . Compensatory and supplementary tree | cause change in meteorology and plantation planned three rows of trees increased air and noise pollution. are planned. PAPs will own last row of ______trees. . Water logging and i. Water logging and flooding problems Water logged and flood prone stretches flooding I are persisting mostly on route-7B, I1, already identified. Raised carriageway i 1OA, 4B and 6 with proper side drains planned. At flood prone locations additional cross -_-fety 1. Road safety is a concern on all drainagesuctures planned. . Safety ! * Road safety is a major concern on all Road safety concems addressed in EA. project route as improved road will lead These include safety signages, speed to more operative speeds. i limits, improvement of sharp curves and _ Roads-_L______Ipassing __ intersections, etc. . Roads passing . Who will be responsible for : Such roads will be properly maintained through villages maintenance of roads passing through by farming self Help Groups of PAPs. bypassed village, which have been bypased I . People's . Community participation is essential for . Community will be involved at every participation the sustainability of the project. I stage even for maintenance roads and I drains.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 128 Project Co-ordinating Consultants (PCC) Services for Uttar Prsdesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Issue Raised Suggestion of Participants Incorporation in Design High embankment * Has analysis and cost estimate for high | Major bridges planned. Proper stretches embankments been done or not a approaches have been designed. At project route are crossing many major most of locations new bridge locations rivers? are about 200 m upstream or down stream depending upon suitability. Necessary land acquisition will be done for the approaches. 6.6 Continued Participation

The following plan for the continued participation of the various stakeholders, especially the project affected has been worked out to ensure time bound and effective achievements of the implementation of the various EA measures proposed.

6.6.1 INFORMATION DISCLOSURE

The EA / EMP will be disclosed at several locations, for the benefit of the interested community, and the stakeholders. These are the following components of disclosure of project information.

Public Disclosure of the summary EA Report

The EA will be disclosed and kept for public reference at the following locations,

> Public Libraries of the districts > Office of Chief Development Officer, and > Libraries of selected colleges in the district. > PWD offices in project districts > Schools of the villages affected, and > Any other public place along the highway

The report will also be available at World Bank Infoshop Washington DC as per World Bank disclosure policy.

A copy will also be placed at the office of Project Director, UPSRP, Lucknow and respective PWD circles and divisions.

Public Information Sharing and transparency

PWD offices located along the four Project Corridors will provide actual information on and policies and environmental / resettlement issues to the people, in a continuous manner.

Govemmment ofUttar Pradesh, Public Works Department, Lucknow, India 129 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) December 2003 DHV Consultants BV

6.6.2 COMMUNITY PARTICIPATION

To implement the EMP in a proper way, it is essential to provide scope of involving communities and affected persons in the process. Stakeholders' participation throughout the stages of project implementation and early operation (or the defects liability period) will be integrated in the project.

In all the seven project corridors, it has been fully realized that, to redress the environmental issues likely to surface during construction and operational phases, a constant communication needs to be established with the affected communities and the road users. This has been ensured by regular progress monitoring of the construction and with co-operation of the NGOs. Meetings will be organized with the project affected and the various stakeholders at regular intervals at the potential hotspot/sensitive locations before and during the construction period. During the preparation stage, consultations were held at local, district and state level as documented above. Several additional rounds of PAP and Host community consultations with regard to formation of self help groups in management of community assets and roadside plantation will form part of the future consultation exercises.

Government of Uttar Pradesh, Public Works Depanment. Lucknow, India 130 Project Co-ordinating Consultants (PCC) Services for Uttar Pmdesh State Roads Project Environmental Assessment (Phase I) DHV Consultants BV December 2003

Photo Plate IV

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DISTRICT LEVEL WORKSHOP

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Photo Plate VI

STATE LEVEL WORKSHOP

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Social Impact Expert ex~plaining social issues

Co,ernment ofUnar Pradesh. Public works Depaltmcnt. Ltckno:. India ProJect Co-ordirutint Cortictnts (PCC) Scr\ic:es ior Uttar Pr:de&sh Siate Roadi Pru.,it Environmental Assessment (Phase 11) December 2003 DHV Consultants BV

7 ANALYSIS OF ALTERNATIVES IN UPSRP

This chapter discusses the analysis of alternatives that have been considered for the Phase 11upgradation routes. It also includes a discussion on the with and without project scenario. The methodology that has been adopted for the evaluation of routes for improvement the alternate and the selection based on engineering, economic. environmental and social concerns have been highlighted. The minimisation of environmental impacts by considering design alternatives determines the extent of mainstreaming of the environmental component. An evaluation of the alignment options various has been evaluated for arriving at the most promising alignment. This chapter bypass looks at the decisions made during the project alternatives were available when and describes the rationale behind each decision.

7.1 Route Alternatives Through strategic Options Study

A Strategic Options Study (SOS) was commissioned by Uttar Pradesh Public Works Department in 1996. This study generated a list of 2551 km candidate roads for upgradation and 8000 km for maintenance. The candidate routes were those satisfying at least one criteria out of those listed below:

Volume to capacity ratio >1 Volume to capacity ratio >0.8. Commercial traffic .70% of fast moving traffic (in PCUs) Volume to capacity ratio >0.50 Commercial traffic >75% of fast moving traffic (in PCUs) . Connectivity and alternative route to highly congested corridors, particularly National Highways Bad roads and high commercial traffic * Anticipated development in the region/increase in traffic/backward 7.2 "With" and "Without" project scenario

Uttar Pradesh has not been able to develop the road infrastructure at a pace would allow it to compete that with other states to become a favourite destination industry which would have for enabled rapid development of India's most populous, one of the least developed yet states. The ' with' and 'without' project scenarios analysed with this backdrop are of requirement of reliable quality infrastructure sustained growth of state's for economy and consequent well-being of its citizens. The UPSRP is being implemented with World Bank assistance to upgrade 1000 km of roads and carrying out major maintenance of 2500 km of roads spread all over UP. The second phase includes upgrodation of 606.63 km of roads along with major maintenance of 1736.9 km. The roads pass mainly through plain areas, most through Indo-Gangetic plain the which covers about 70% of the state. They consist Highways, Major of State District Roads and Other district roads. The proposed create State treatment will Highways with 7 m blacktop irrespective of the present road. The condition of the design life of the project is 20 years with periodic overlays quality to ensure the riding for the road-users. The major maintenance envisages achieve various treatments to a 7 m wide pavement with hard shoulders or concrete allow blocks, as applicable to smooth flow of traffic simultaneously in both directions.

Providing better connectivity will ensure that goods and people from are'as covered by the road can move in and out of the areas quicker and save time. Increased trade and

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 134 Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase11) DHV Consultants BV December 2003

commerce activity are expected. Accounting just for the sovings in the Vehicle Operating Costs makes the project viable. However, there would be an increase in the vehicular pollution-air and noise, in the vicinity of the road. Some agricultural land will have to be diverted for rood use to construct bypasses at Gaura-Badshahpur, Bangarmou, Ahiraula and Budhanpur. In other settlements, some people will lose their properties close to the road to accommodate the proposed widening.

If the project is not implemented, there is likelihood that the project roads will deteriorate further. Though the UPPWD envisages a 5-6 year maintenance cycle for State Highways and 10-year cycle for Major District Roads, the actual work carried out is usually on an ad hoc basis. Therefore, only certain roads may be maintained regularty. There is likelihood of deterioration of the existing pavements. In the absence of the project, the department will also find it extremely difficult to generate funds for such a massive improvement of the road infrastructure from its own resources. Increased air pollution, due to slow moving traffic and congestion, will follow. Noise levels will rise due to deterioration of the pavement as well as increased honking. Without the bypasses, the traffic would continue passing through the four settlements namely Banganmau, Gaura Badshahpur, Ahiraula and Budhanpur and continue to pose a safety risk for the residents in these already congested towns.

Therefore,, the "with" project scenario, with its minor adverse impacts is more acceptable than the "without" project scenario which would mean an aggravation of the existing problems. The potential benefits of the proposed road improvements are substantial and far-reaching both in terms of the geographical spread and time. Hence, it is clear that the implementation of the project will be a definite advantage to UP in order to achieve all-round development of its economy and progress for its people.

7.3 Route Finalisation

The project envisages the upgradation of existing roads and therefore the routes were more or less finalised after the SOS study carried out in 1996. A feasibility study prioritised 1000 km of roads for upgradation from 2655 km (2561 km from the SOS and two more corridors identified by the UPPWD and approved by the Woad Bank). The study used the concept of homogeneous links to the corridors (18 corridors divided into 74 links). These were then prioritised using the HDM 3 software developed by the World Bank. Simultaneously, based on environmental and social screening. the corridors were classified into low, medium and high impact corridors based on the following environmental attributes: Roadside trees, Rainfall, Topography. Flood zones, waterbodies, water logging, surface erosion, forests, Wildlife Park and Sanctuaries, presence of endangered species, archaeological/historical monuments, religious structures, graveyards/Mazoars, etc. The resultant environmental categories for each of the road screened during feasibility and the internal rates of return obtained are given below in Table 7.1.

Table 7.1 Summary of results from environmental screening of routes selected for Feasibility

Route No. -- Frm Route Section Route Length Environmental . EIRR From Tro - kmn Category Route _Sikandra Rao Bsrefy _ _133.20' Medium- _-_ 8--1% Route 3 Pilibhit Khutar _7240 High 124.9% Rout4-A Katra IBangarmau - t ._ Medium =374_ Route 4B Bilhaur Lucknow i 88.001 Medium 1 20.9%-- Route 5 j Stasr Madhoganj = 74.006 -- Low 17.2% 8 2 Route 6 SiStapur BBahraich ! 101.70 J_ 19 . % Route 7A Bahraich iAkbarpur 159.2S High 35.5%

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RouteNo. Route Section Route Length Environmentsl No.L ~~~From TO (kn) C tegor EIRR Route 7B Akbwur Phe na (Ballia) 184.30 High 37.5% Route 8 LSultanpur Allahabad Bridge 97.S0 Low 15.5% Route IOA Gorakhpur Shahganj 106.55 Medium 53.91% Route IOC Jaunpur Allahabad Road 87.00 Medium 26.9% Route 11 Moradabad Nainital 1 106.95 I High 15.4% Route 12 Allahabad Mirzaur 87.00 1 Medium i 13.0%/a Route 13 Bareilly _Lkua _ 78 501i Medium j 13 9°/. Route 14 Bhognipur 'NH2 (Bakewar) 82.65 Low 15 3% Routel5I Lucknow _ Junction SH09/SH3 i 188 80! Medium 11. 3% Route 16 LDeona I Ballia j 109.60 1 Medium _ 272% Route17 [ I 134.501 Medium 17.6% Route 18 !Jaunpur | Mohammadpur I 45.200 Medium _ 14.6% All Project Routes 1 2,090.50 ! 1 27.6%

There has been a conscious effort to take up corridors with high internal rates of return, but substantial environmental hot spots and R&R issues to phase 11of the project this has been done intentionally so that expansion of Phase I implementation will ensure smooth transit on to Phase II implementation.

The finally selected corridors and their proposed treatment are tabulated in Table 7.2. The widening options stated in it are discussed in detail in a subsequent section (see section 7.4), where their environmental implications are detailed out.

Table 7.2 Summary Information for routes selected for upgradation In phase 11of UPSRP

, Cost INR Route description s N -- ,Length------Proposed (INR 0° Environmental IRR Route ! From To (km) works ! million) Category (%) No. ~~~~~~~~~~~~~~~~~~(at2000 ISo g : ! ~ ~~~~~~~~~i pnrcea) __ _ - --- 3 Pilibhit Khutar 72.807 W2 11.646 High 24.9 4B _ Bangarmau ! Lucknow 73228 W2 13.159 Medium 20.90 6 j Sitapur Bahraich ! 88.336 W3 18 20 High 18 20 7B !Azamgarh ,Phephna 100.929 W2 ! 19 86 High 37.50 IOA Gorakhpur _ Shahganj 109.656 W2 26421 Medium 5390 11 Moradabad Bazpur 36.335 W3 7.821 Hgh 1540 16 , Deoria !Ballia 109.447 W2 I 17.637 1 Medium . 27.20

7.3.1 ENVIRONMENTAL INPUTS IN IDENTIFICATION OF PRIORITY ROUTES

In order to identify approximate 1000 km of project route to be taken under PCC services under Phase 1 and Phase II programme, environmental and social screening was also taken up in concurrence of economic evaluation. The environmental screening was carried out by recording chainage-wise environmental parameters given in the Table 7.3 below:

Table 7.3 Environmental parameters and observations Environmental Parameters Recording of observations Road stretches passing through forest areas I Forest density, whether fenced from ROW, general types of trees (mixed forest), distance from roads, L/S or R/S, any wild life observed. Road stretch passing through river flood i L/S or R/s, size of wet land, any vegetation on zone/wet lands village ponds the bank, activity around water bodies, indication of birds or habitat, flu,ctuating/ ______static. Significant groups of trees along road and L/S or R/S, single/double line, approximate

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Environmental Parameters Recording of observaflons density of roadside trees. numbers/density per km, predominant type (mango, neem, peepal, banyan, other). Other vegetation - bushes shrubs, grass, etc. Historic structures, monuments and cultural L/S or R/S, distance from road, mosque, heritage structures temple, old fort, ruins, etc. other. Landslide prone areas Observe for signs of landslides, etc. especially on hill roads. Settlements (towns and villages) and market L/S or R/S. large, medium or small, close to the places right way, general description of type of development, non-motorised vehicle traffic.

Quarries close to the road including brick works j R/S or L/S, in working conditions, abandoned, and kilns materiols worked, other activities (Crushing, grading) describe workers in quarry, dust emissions, etc. Industrial estates along the road I R/S or L/S. general type of industries (sugar, mechanical, foundry, etc.), closeness to road, access to the area. Heavily trafficked roads with predominant ICommercial/heavy vehicles, parking problems commercial vehicles iof trucks. pollution, etc. Road junctions with heavy pedestrian - L/S or R/S, pedestrians crossings in bazaar vehicular conflicts j areas, settlements. Road stretches with non-motorised vehicles Cycles, cycle rickshaw, bullock carts, etc., ______heavy, medium, light flows. Bus stops and shelters Public transport bus stops, shelters/no shelters, ______persons waiting at bus stops. Road stretches with steep slopes Note stretches, traffic speed observed, heavy _ vehicles and reduced speeds. Roads with poor embankment conditions duej L/S or R/S, erosion observed (top soil washed to floods and soil erosion away, caving in slip).

Based on environmental screening project routes were categorised into Light, Medium and High Categories based on environmental considerations. The categorisation of project routes is given in Table 7.4.

Table 7.4 Route prioritisation and environmental actions

Route Namese Links Length Environment Prioritisatlon No. _ __. _ . ____- - - (km) category-al 8 Allahabad-Pratapnagar-Sultanpur i 85.0 Low I 14 Bhoganipur-Ghatampur- 83.2 ______, ...__.__..._ _ --.-. .------'- Low I 16 Deoria-Bhagalpur-Sikandarpur-Ballia 104.0 Medium 2 4 Katra-Jalalabod-Bilgrom-Bangarmau- Lucknow 245.8 Medium 2 10 Gorakhpur-Maharajganj-Jaunpur- 231.0 Medium 2 Machhlishchar-Allahabad 18 Jaunpur-Mohommadpur (Sarai Rani) 52.3 Medium 2 3 Pilibhit-Puranpur-Khutar 72.6 'High 2 6 Sitapur-Biswan-Bahraich- 1139 0 High 2 7 Baharoich-Maharajganj-Mau-Rasra-Phephena 395.0 High 2 (Balia) ______4 ------11 Moradabad-Tanda-Kaladhungi-Nainital , 123.5 High 12

Routes not reflected in Engineering, Economic & Social screening

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But at the time of detailed feasibility preparation the routes length were finalised after the combined visits of design team, environmental and social experts, traffic and transport planner, PWD and local consultations. 7.4 Widening Options

The final proposed sections of Phase 11route are of two types described below: - 7 m wide pavement with a provision of 1.5 m hard shoulders on either side for Sitapur-Bahraich and Moradabad Bazpur routes - 7 m wide pavement with a provision 2.5 m soft shoulders on either side for remaining fire routes.

The options for widening are either concentric or eccentric widening. The choice is governed by a number of factors: availability of land, presence of sensitive receptors. earthwork requirement, number of trees to be cut, embankment stability, etc. in addition to the local people's perception of bias towards residents on one side. While the revenue record show RoW of between 20 m and 52.5 m for all routes included in the project, with an average of around 20 m, in practice, the space available much less, especially is within settlements. Moreover, in case of formations, the centrelines of the existing pavements coincide with those of the RoW in almost all cases. Therefore. the embankments have stabilised for the 12 m formation available at most locations. The perception of the common people is that it is fair that residents on both sides of the road should be treated at par and no favouritism should be shown. Eccentric widening would mean that either shoulders on one side are stronger than the other or that pavement will have to be dug up for other side too. These arguments would favour concentric widening along the existing centreline.

Concentric widening would mean that there would be hindrance to traffic during construction. There would be loss of green tunnel effect from first row of trees, if any. Moreover, eccentric widening would also allow avoiding demolition of any structure of significance if found quite close to the pavement. These arguments would work in favour of eccentric widening.

The choice of concentric widening is governed in part by the apparent fairness of affecting properties on both sides equally. This is further reinforced by the strong desire of local residents to ensure equity among the roadside dwellers. It is further noted that the trees along the highway are generally located 13 to 15 m apart (random measurement). The comparison of ecentric and concentric widening has been given in Table7.5. Thus, concentric widening is preferred in order to minimise tree loss. The options ECENTRIC adopted for W2 option have already been indicated in Table 7.2.

Table 7.5 Evaluation of Concentric and Eccentric widening options SI. Environmental No. AtEnributmestal ^' Concentric widening Ecentric (one sided) widening 1. No. of trees to be Trees to be cut will lesser in A considerable number of trees cut comparison to one sided are to be cut becOuse many rows widening because existence of of trees will be affected trees within formation width are less in corridor of impact (COI) of 13 m

2. Availability of RoW availability (I 2m) is almost RoW availability towards side of Govemment of Uttar Pradesh, Public Works Department. Lucknow, India 138 Project Co-ordinating Consultants (PCC) Services ror Utar Pradesh State Roads Project Environmental Assessment (Phase11) December 2003 DHV Consultants BV

RoW ensured as there is requirement of widening may be a problem 6m width on either side of road specially along habitations. centerline

3. | Number of PAPs Number of PAPs are much lower in Number of PAPS will increase _l a reduced COI considerably 4. Embankment At present embankment are Embankment stabilisation will take almost stabilised in 12 m formation time and this will lead to soil width. Soil erosion will be erosion 5.Earthwork minimum. 5. , Earthwork I Earthwork required only at high Earthwork requirement will embankment stretches increase towards side of | porticularly at new bridges and I widening. culverts. 6. Inputs from |People preferred concentric People were against one side Public widening during focus group widening Consultation I discussions

Thus, for the project as a whole, concentric widening has been the preferred option. However, it is not a blanket solution and wherever feasible, eccentric widening has been explored before the decision has been made.

7.5 Road Cross-sections

Four different road cross-sections were generated for the proposed upgradation based on the standards specified by IRC, AASHTO. TRL and SATCC. The following table 7.6 gives the details for each of the proposed section.

Table 7.6 Cross-section options for the upgradation works in UPSRP-II O tCarriageway Shoulder Opntion i With----.------Width Median Formaflon ~=~ ' ' WidthHard Shoulder Soff Shoulder i Width Width Wi '6.Om (2x3m) i 1.5 m I ml -' 11 m W2 1 17.Om (2x3.5m) | - 2.5m -1 12 m W3 Ij7.Om (2x3.5m) ___ 1.5 1m_ - 12 m W4 2mx7.25m 1.5 m I m Varies;

IRC specifies a minimum width of 3.5 m for a two-lane two-way road. Therefore, WI section cannot be adopted. W2 and W3 require equal width at the top of the formation. However, using W3 would be advantageous since the carrying capacity increases even though the space utilised is the same as W2. However. W2 may be adopted where the traffic volumes are low or where just 7 m wide space is available for the pavement. The soft shoulder can also be used where non-motorised vehicles ply the road in large numbers. It can also be used advantageously in situations where giant trees are located near the pavement. The soft shoulder will allow the retention of the trees. In case of Phase 11routes W2 option has been adopted for five routes as traffic volume on these routes are low and there will be significant savings in number of trees to be cut. Only two routes are taken up for W3 option because projected high traffic on these roads and lesser number of trees being affected.

7.6 Bypass Alternatives

Excessive encroachment, especially within settlements, has meant that even the 12 m width required for the upgradation is not available without resorting to extensive R&R

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activities. Travelling through congested settlements entails longer journeys and increased risk of accidents. To avoid these potential negative impacts, two bypasses hove been proposed to be constructed along Phase I upgradation routes and two bypasses have been planned along Phase II upgradation routes. These are for bypassing the settlements of Gaura Badshahpur in Mohommadpur-Jaunpur (Route 18, Phase I route). Bangarmou in the Katra-Bilhaur (Route 4. Phase I route), Budhonpur (Route 1OA, Phase II route) and Ahiroula (Route 1OA. Phase II route). Tables 7-4 and 7-5 summarise the comparison of the alignments evaluated.

7.6.1 QUALITATIVE EVALUATION OF DIFFERENT BYPASS ALTERNATIVES

Bangarmau

Problem identification

The existing alignment passes through the commercial heart of the town, which severely restricts traffic movement through the town. In addition the portion of SH40 from the junction with SH38 towards the west (Bilhaur) is narrow which further constricts traffic flow.The alignment of SH40 from Lucknow to Bilhour is discontinuous due to a doglegged intersection with SH38, with the two junctions separated by approximately 100 metres. The presence of these two junctions, in the centre of the commercial area further impedes traffic flow as well as imposing a safety hazard for pedestrians and traders making use of the commercial area.

The vertical alignment though the town is generally low-lying and suffers from inadequate drainage, creating intermittent saturation of the base layers of the pavement and associated rapid pavement deterioration. Complete failure of the pavement layers was observed at the northern junction of SH38 and SH40. and on substantial portions of both SH38 and SH40.

Options for remedial action

Retain existingalignment

Retention of the existing alignment, with specific improvement measures is a feasible option. The road reserve of SH38 is in general very wide, however a portion of SH40, approximately 200m in length, from the junction with SH38 in a westenly direction has available clear width of only 7 to 8 metres. If the road were to be retained on the existing alignment the following actions would be required:

* Upgrading to four lanes of SH38 through Bangarmau * Upgrading to four lanes of SH40 east of SH38 (towards Lucknow) * Upgrading to two lanes, with shoulders, of SH40 west of SH38 (towards Bilhaur) with associated substantial land acquisition. Intersection improvements at the two junctions of SH40 with SH38. * Vertical realignment of the section of road passing through the low-lying area * Drainage improvement on both SH38 and SH40

Upgrading the existing alignments of SH38 and SH40 would result in the shortest route for through traffic. Through traffic would however still incur delays due to side friction resulting from the volume of local traffic, pedestrians and commercial activities alongside the road. Delays will continue to occur for East - West traffic on SH40. that must first make a left turn onto SH38 followed by a right turn back onto SH40, in order to pass through the town.

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Northern bypass options

Two options for such a northern bypass were investigated. Option I was based upon minimisation of land acquisition, while option 2 optimised the geometric characteristics of the road. In order to miss the more developed land between the railway line and SH38. and to avoid providing an impediment to pedestrian and vehicular traffic moving between the town and the railway station, both options were located to the east of the railway line. Provision has been made in both the alignments for a future road-over-rail bridge where the bypass crosses the railway line.

From the junction with the existing SH40 east of the railway level crossing. Option 1 runs parallel to the railway line. In order to avoid creating an unusable strip of land between the road and rail reserves, the 45 m road reserve was located abutting the 90m-railway reserve. The alignment was located to avoid three small temples in the vicinity of the level crossing. The alignment runs in a roughly northerly direction through largely barren land. Two small mango orchards are crossed before a minor road leading to is reached. A rice mill north of the Hardoi road would require expropriation. North of the rice mill the alignment passes through the grounds of a cement factory. While the factory building itself would not be affected, the access road leasing to the factory would require realignment. The bypass then is planned to swing towards the west, to cross the railway line at a skew anglel. Barren and undeveloped land is then crossed before the bypass intersects with SH38 at approximately km 37.5 on SH 38. Option 2 is identical to option from the junction with SH40 until just south of the Hardoi road. At this point the alignment veers to the east of the rice mill and cement factory before swinging back in a westerly direction to cross the railway line at 900 and link into SH38 at the same location as option 1. A third mango orchard is crossed for this option. The alignment of option 2 is somewhat longer than option 1, however from a safety. perspective a perpendicular level crossing is vastly superior to the skew crossing in option 1. While the rice mill is avoided, option 2 passes through the property of a brick kiln, Informal information indicates that the kiln is nearing the end of its economical life at this location, however compensation or relocation would still be required. Despite the slightly longer length and associated land acquisition, option 2 has significantly improved geometric, and hence safety, characteristics. The additional road and land costs would be outweighed by the lower cost of a perpendicular ROB should this be constructed.

Options 1 and 2 are identical for the portion of the bypass linking SH38 to SH40 west of Bangarmau. The location for the intersection between the bypass and SH38 was selected to avoid a mango orchard on the western side of SH38 at approximately km 37. From SH38 the alignment traverses approximately 1 km of arable land consisting of an area of mixed plantation and a mango orchard. The alignment runs through approximately 400m of eucalyptus plantation and 200m of agricultural land before terminating at SH 40. The termination point was selected to avoid a Buddhist temple located close to SH 40.

I Skew angle on an approach to a level crossing is undesiroble from a safety perspective trains as visibility of oncoming is restricted by the necessity for the cor driver to look back over his left shoulder. window Absence of a rear side in trucks may completely obscure on oncoming train from the driver's view. From skew Road a cost perspective a over bridge (ROB) requires significantly a longer bridge, with associated higher perpendicular crossing. cost then a

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The bypass option traverses largely barren land, however a number of portions of arable land and orchard are affected. In contrast, upgrading of the existing alignment does not result in the loss of any arable land, and no trees will be cut. The main aspects in favour of the bypass option 2, in comparison to widening the existing roads, are the much higher resettlement and relocation associated with widening the section of SH40 west of SH38, and the reduction in conflict achieved by allowing through traffic to avoid the commercial area of the town. While it has not been quantified, separation of through and local traffic can be expected to reduce road traffic collisions as well as reducing congestion and delay. On balance the Consultant, in consultation with the UPPWD, regarded the lower social impact and better traffic flow characteristics of the bypass option as sufficiently important to outweigh the poorer environmental performance.

Gaurabadshahcpur

Problem identification

The existing alignment through the town of Gaurabadshahapur has very restricted width of between 7 and 8 metres. The narrow roadway, in conjunction with pedestrians and local vehicles, creates a significant bottleneck at this location. Although a number of other towns on this route also have similar problems, Gaurabadshahapur is distinguished by the fact that the constricted conditions extend over a length of approximately two kilometres.

Options for remedial action

Retain existing alignment

Widening of the road to the full surfaced width of 10 metres was not viewed as a feasible option due to the magnitude of social impact that such widening would have. It was that displacement of approximately 1500 families would result from such action. Northem bypass options

The common feature of the northern alignment options is utilisation of approximately 1.5 km of an existing earth service road located on the dyke of an irrigation canal, and hence minimisation of expropriation of arable land. The bypass was planned to run on the northern side of the canal to avoid a skew bridge crossing of the canal. A further aspect in favour of locating the bypass north of the canal was that the canal forms a barrier between the bypass and northerly expansion of the town, and hence the chances of encroachment within the road reserve are reduced. Two options were investigated, that differed in the location of the link from MDR69 to the service road. Option I minimised construction cost by utilising an existing minor road located on the western outskirts of the town, which runs in a north - south direction to the village of Kukoova, to link MDR69 to the service road. Due to the location on the outskirts of the town, this road has significant development adjacent to the road. In combination with a number of sharp curves the extent of development would have resulted in very high social costs to improve the poor geometry. As a result this option was discarded in favour of option 2.

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The western starting point for the alignment of Option 2 is substantially further west than for option 1. resulting in the option 2 alignment being approximately 3 km longer than option 1. The link from MDR69 crosses about 2 km of agricultural land to link with the service road. The alignment of the portion of the bypass was chosen to avoid a mango plantation. The section utilising the service road requires widening of the embankment, however no land acquisition is required as ownership is with the Irrigation Department of the Government. After 1.5 km on the service road the bypass swings slightly north, through an area of paddy fields to link with the existing road east of the town. By utilising the service road of irrigation canal a substantial number of cutting of trees was avoided.

Southern bypass option

The area in the vicinity of Gaurabadshahapur, to the south of MDR69, could also be utilised for locating a bypass. The town is spread more to the south of MDR69, than to the north. As a result the possible southern bypass alignment traverses an area with a higher degree of development than the northern option. A number of dwellings would require expropriation, in addition to a portion of agricultural land. MDR69 veers slightly north to the east of the town, resulting in the southern bypass being longer than the northern option.

A qualitative summary of the performance of alternatives for Goura Bad Shahpur and Bangarmou bypasses are given in Table 7.7 below:

Table 7.7 Summary of bypass alternatives to be Implemented in phase 11along routes In phase I

j ______Banagrmau Bypass , Gaura Badshahpur Bypass Criteria Upgrade Shoest Slight detour | Upgrade Northern 1 existing Southern 1 connection at the existing bypass bypass ______<_alignment_1__ ir beginning_Ialignment Minimise R&R activity Poor i Fair Good i Poor Excellent Fair Reduce tree cuttn _ Excellent Good Fair Excellent Good Good Reduce lossgofarableland, Excellent Fair air Excellent Fair Poor Minimise Vehicle Fair j Good Goad X Fair Good Fair Operating Costs and travel time __i ___ l Reduce conflicts betweeni Poo Excellent Excellent Poor Excellent Fair through traffic and local | activity i_ ___I , ___ j____ j__- Chosen Option ______MInimise Construction Fair r Fair Poor Good Fair Fair Cost _ _ i i __i

Budhanpur

Problem Identification

The existing alignment passes through the settlements of Pasipur, Koyalosa, Budhanpur and Athrait and has very restricted width ranging from 3 to 5.5 m. The narrow roadway, residential, commercial activity coupled with pedestrians and local vehicles, creates congestion all along the stretch.

Options for Remedial Action

Retain existingalignment

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Widening of the road to the full surfaced width of 10m was not viewed as a feasible option due to the magnitude of social impact that such widening would have. It was estimated that displacement of approximately 2700 households would result from such action.

Northwestern bypass option

The bypass was planned to run on the northern side of the existing road as settlement on the northem side of the MDR97 and ODR is sparse and the proposed route traverses mainly through agricultural land. The length of the bypass was estimated to be 8.15 km. Southeastern bypass opHion

A southeastern bypass was found to be significantly less desirable than the northwestern option as bypass needed to run a longer distance to avoid settlement along SH30 Azamgarh - Faizabad road. The length of the bypass was estimated to be over 15 km.

Ahiraula

Problem Identification

The existing alignment through the commercial hub of the town has restricted width of about 7 m. The narrow roadway and commercial activity coupled with pedestrians and local vehicles creates a significant bottleneck at this location. The junction of MDR 97 with ODR (link road to Kaptanganj) in the congested commercial area remains jammed for most of the day and is a major bottleneck with inadequate road width and geometric standards.

Options for Remedial Action

Retain exisHing alignment

Widening of the road to the full surfaced width of 1Om was estimated to result in displacement of approximately 1600 households. Retention of existing alignment was therefore not viewed as a feasible option due to the high magnitude of social impact of such widening. Moreover, the existing bridge over Choti Sarju River has a narrow carriageway and would require either replacement or upgrading. Northwestern bypass option

The bypass was planned to run on the northern side of the river to avoid a skew bridge crossing of the river. The length of the bypass was estimated to be approximately 3.4 km. Settlement on the northern side of MDR97 is sparse and the alignment posses through predominantly agricultural land.

Southeastern bypass option

A southeastern option for the bypass was also investigated, as the alignment would link with the ODR to Kaptanganj, thus potentially providing an additional benefit to traffic from MDR97 that travel in the direction of Kaptanganj on the ODR. Analysis of the OD survey data, however revealed that this ODR appears to act only as an access to Ahiraula. No vehicles at either OD station 1 or 2 were found to use the ODR. From traffic perspective there is accordingly no additional benefit of a soutWeastern bypass in comparison with the northwestern option.

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The southeastem bypass needs to run a longer distance to avoid settlement along ODR Kaptanganj link road and to find a proper location for new bridge across Chot Sarju River. The length of the new bridge, down stream of the existing crossing on MDR97, would be longer the bridge required for northwestern alignment. The length of the bypass for this option was estimated to over 8km.

A qualitative summary of the performance of alternatives for the Budhanpur and Ahiraula bypasses is given in the table 7.8 below:

Table 7.8 Summary of bypass alternatives to be Implemented along routes In phase 11 Budhanpur Bypass _ j Abiraula Bya s_ _ Upgrade North I South Eastemr Upgrade North South Eastem Criteria ! existing Westem i Bypass existing Westemr Bypass I alignment on | Bypass alignment Bypass Minimise R&R activity I Poor Excellent ! Fair - Poor _Exceilent Excellent Reduce tree cutnnj i Excellent Good ! Good ! Excellent Good Fair Reduce loss of arable land Excellent Fair Poor L Excellent Fair Poor Minimise Vehicle Poor Excellent Excellent i Poor Excellent Excellent Operating Costs and travel time _____i ______Reduce conflicts between Poor Excellent Excellent Poor t Exceilent Excellent through traffic and local ChChosen------se--- Option---- -I------T------l------t ------Minimise Construction Good Fair Poor Good Fair Poor Cost I

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8 ASSESSMENT OF IMPACTS 8.1 Background

This chapter assesses the nature, type and magnitude of the potential impacts likely on the various relevant physical, biological and cultural environmental components along the project routes. The description of the impacts on the individual components has been structured as per the discussion in Chapter 5: Existing Environmental Scenario of this report.

UPSRP II Phase II envisages the provision of a 7 m wide carriageway with 1.5 hard shoulders m wide and 1 m soft shoulders for the two routes out of selected, seven routes. for up-gradation and for the remaining five routes 7m wide carriageway with 2.5m wide soft shoulders. The 594 km long project routes have sufficient RoW along most stretches to accommodate the improved section. Hence, most impacts will be confined within the RoW. Wherever sufficient RoW is not available such in towns of Ahiraula. Budhanpur either bypass has been proposed or widening is restricted to available clear addition space. In to these two bypasses, two bypasses planned along Phase I upgradation routes namely Gaura Badshahpur and Bangarmau will also be implemented in Phase Since the II. alignment is along existing roads, few indirect impacts normally associated with new alignments are likely. The impacts of the activities proposed as part of the project can occur during:

* Planning and Design Stage * Construction Stage * Operation Stage

8.2 Meteorological Parameters

The routes selected for up-gradation in Phase-Il are located in a sub-tropical region with marked monsoon effects. Though no change in the macro-climatic (precipitation, setting temperature and wind) is envisaged due to the project, the microclimate is likely to be temporarily modified by vegetation removal and the addition of increased pavement surface. There will be an increase in daytime temperature on the road surface and soil due to loss of shade trees, which in turn might lead to formation of heat islands especially along the inhabited sections. In addition, at green tunnel locations, the removal of trees will increase the amount of direct sunlight resulting in higher temperatures along the highway.

This increase in the daytime temperature assumes significance especially to the slow moving traffic, the pedestrians and the first row of residences / receptors along the corridor, as the entire project stretch experiences temperatures as high as 470 C during summers. The impact will be felt more by the slow moving traffic and pedestrians along the project road. Although the impact is significant and long-term and reversible in nature and shall be compensated for by additional plantation of trees. It must be noted that the impact is unavoidable. However, it may be pointed out that the project has taken care to minimise tree felling in the RoW by realigning the road to save trees and by adopting W2 option for five routes out of the seven project routes in Phase II.

8.3 Natural and Biophysical Environment

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Air quality along the project corridor will be adversely impacted both during the construction and operation stages. Construction stage impacts will be of short term and have adverse impacts on the construction workers as well as the settlements adjacent to the road, especially those in the downwind direction. Operation stage impacts will not be as severe as the construction stage impacts and will be confined generally to a band of width ranging from 50 to 75m from the edge of the pavement. However, they will continue for the entire life of the project (15 years in the case of UPSRP). The following sections present the impacts of the project activities on this component.

Generatlon of Dust

Pre Construction & Construction Stages

Generation of dust is the most likely impact during these stages due to:

* Site clearance and use of heavy vehicles and machinery etc.: and * Procurement and transport of raw materials and quarries to construction sites: the impacts will mostly be concentrated in the RoW. It is likely that impacts due to dust generation are felt downwind of the site rather than on the site itself.

As the entire project corridor has a soil type with high silt content and the construction activities to be carried out during the dry season when the moisture content would be less, dust generation, particularly due to earthworks will be significant. Dust is also likely to be generated due to the various construction activities including:

* Stone crushing operations in the crushers: * Handling and storage of aggregates in the asphalt plants; * Concrete batching plants: and * Asphalt mix plants due to mixing of aggregates with bitumen.

Generation of dust is a critical issue and is likely to have adverse impact on health of workers in quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will last almost throughout the construction period.

In addition to air pollution due to activities mentioned above, there will be dust generation due transport, storage at site and usage of fly ash in embankment filling at Bangarmau Bypass. This will prevail during early stage of construction period.

Operation Stage

No dust generation is envisaged during the operation stage as all road shall be paved and there will be embankment turfing.

Generation of Exhaust Gases

Pre Construction & ConstructionStages

Generation of exhaust gases is likely during the pre-construction stage due to movement of heavy machinery for clearance of the RoW for construction. This impact is envisaged to be insignificant during the pre-construction stage I

High levels of S02, HC and NOx are likely from hot mix plant operations. Toxic gases are

Governmet of Uttar Pradesh, Public Works Department, Lucknow, India 147 Project Co.ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 released through the heating process during bitumen production. Although the impact is very localised, it can spread down wind depending on the wind speeds. The Environmental Management Plan needs to ensure that adequate measures are taken especially for health and safety of workers such as providing them with pollution masks during working hours. Also, the contractor should ensure that hot mix plants, stockyards, crushers etc. are away from residential areas and residential quarters of all workers. If adequate measures are taken, impacts from generated gases can be considered negligible.

Operation Stage

The major impact on air quality will be due to plying of vehicles. Increase in air pollution is also identified by the public as one of the most undesirable impacts of any road improvement project. The impacts on air quality will, at any given time depend upon traffic volume/rate of vehicular emission within a given stretch and prevailing meteorological conditions. Excess discharge of exhaust gases can occur due to (i) inadequate vehicle maintenance: (ii) use of adulterated fuel in vehicles and/or (iii) poor road conditions. To predict air quality in the vicinity of roads air pollution modelling has been carried out to quantify the impacts incorporating all these variables.

Modelling of Vehicular Emissions

The modelling for this project has been carried out using CALINE-3', a model developed by the California Transport Department. However, it has been adapted for UPSRP conditions by using emission factors prevalent in India and traffic volumes as predicted for the project. Though it can predict concentrations up to 500 m from the centreline of the road, here the worst-case scenario is presented at 25 m from the centreline. It is clear from the baseline, that even with low traffic volumes, there is a lot of particulate matter in the ambient air. Since the SPM levels are already above the statutory limits, any increase will only be reflected beyond specified standards. Therefore, the particulates have not been modelled. No standard exists for HC yet, therefore, no predictions have been done for HC emissions.

Composite Emission factors

Composite Emission factors have been calculated for the various types of vehicles likely to ply on the project routes. The basic information on the emission factors has been derived from Indian Institute of Petroleum's publication: "Vehicle Emissions and Control Perspective in India". These have since been adopted by the CPCB as emission norms for vehicles from 2000 A.D. onwards. The following information obtained from various secondary sources has provided important inputs in calculations of the emission factors:

(i) A combined standard for HC and NO. is prescribed for all petrol driven vehicles in CPCB standards. In order to facilitate comparison with ambient air quality standards, NO. levels are required to be predicted separately. Based on data available in the report "Vehicle Emissions and Control Perspective in India" prepared by IIP, a HC- NO. split of 97-3% and 60-40% has been considered for 2/3 wheelers and passenger cars respectively. For petrol driven vehicles, it is assumed that they are fitted with catalytic converters.

I CALINE-3 is an extension of the Gaussian plume model. However, it treats the road as a line source of pollutants. The programme is a FORTRAN-based algorithm for incremental increase due to a given volume of traffic under specific atmospheric conditions.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 148 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmnental Assessment (Phase 11) DHV Consultants BV December 2003 (ii) In order to account for variation in emission factor with speed, the guidelines presented by WHO in their 1993 publication on Assessment of Source of Air, Water and Land Pollution was used. For vehicles fitted with catalytic converter, the emissions are constant and independent of speed and are presented in Table 8.1. (iii) For diesel vehicles, the standards for trucks are given as a function of the engine capacity. Accordingly, these are converted to mass per unit km by assuming typical engine capacity of 112 HP. (iv) For other category diesel vehicles of gross weight below 3.5 tonnes i.e. LCVs and MAVs. the proposed emission are taken to be 50% and 200% respectively (considering half and twice the engine capacity for light commercial and multiple axJe vehicles respectively). (v) The vehicles speed vary in the range of 10-80 kmph for diesel vehicles, the speed corrected emissions factors based on their engine capacity for trucks are presented in the table below:

Table 8.1 Speed Corrected Emission Factors (in gm/km/ vehicle)

_ _ ___ Diesel Veidcle Trucks ____ Speed k-np ~Jo______3 0 Pollutant _ _ . _10 _ 2 ° =1 40 50 60 70 80 CO . 37.80 . 18.80 12.53 1 9.40 7.52 6.27 S.37 4.70 NO, 66.83 33.42 22.28 16.71 1 13.37 11-14 9.55 8.36 Petrol Vehiclependent ofspe Pollutant Cars | Two Wheelers Three Wheelers CO 2.72 ,___ 2.0 4.0 NO, 0.58 0.05 O.OS

The vehicle speeds assumed for various corridors are given in Table 8.2 for each of the up-gradation routes in Phase II.

Table 8.2 Operative Speeds along Various Routes

S. No. Route Name ___ ----- L 2001 tvSpe2006 ,d ,(,kinph) 2011 __ I_,Philb_-Puranpur-Khutar ___50 __ 60 _ 50 2 i Bangau-Asiwan-Lucknow via Mohan 50 60 50 _3 Stapur-Bahraich 50 _60 50 4 Azangarhhephna 50 60 50 _ 5 - Gorakhpur-Shabgan2 ______- 50 60 50 6 Moradabad-Bazpur 50 60 , 50 7 Deoria-Ballia s50 60 50

Meteorological Conditions

The data regarding the conditions prevailing on the site such as wind speed, direction, mixing height, stability class, etc. were obtained from the India Meteorological Department. For calculating the emissions, worst-case scenario is assumed and concentrations are obtained for worst wind direction, an option in-built into the programme itself. The worst wind direction obtained is with respect to the assumed north. A stability class of D for day-time and F for night-time with a minimum wind-speed of 1 m/s was used for all runs of the model.

Traffic Volumes

Government of Uttar Pradesh, Public Works Department, Lucknow, India 149 Project Co.ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Corisultants BV Traffic volumes used for the model were same as those from the feasibility report. However, the traffic was suitably reclassified so that the emission factors calculated above could be used in the model directly. These values have already been presented in Table 2.6 in the project description.

Receptors

The receptors for the model were assumed to be located at 25 m from the centreline of the pavement. Since the traffic volumes are not too large. it was felt that the selection of just one row of receptors would suffice. If the pollutant levels exceeded the ambient air quality standards in any of the routes, another row of receptors, further away could also be simulated.

Predicted Pollutant Levels

The predicted concentrations of NO. and CO are presented in the table 8.3 below. The predictions have been carded out for 2001, 2006 and 201 1. The concentrations of pollutants as a function of distance are presented in Figures 8.1 to 8.21.

Table 8.3 Predicted Pollutant Levels along up-gradation routes In Phase II UPSRP

Background I Predicted Incremental3 iPredicted Concentration AQ Location tration~ Concentration (jsg/m ) (sI 2~gm)F ~v2006 '001 [W_12011 3 Town, Urba-n ~ilibhit -- CO.-137 J 31 4 3 13771 142-41 1 4 701 4060 ______~~~~~~NO,22371 38' S. 22- 60 73 80i Forest (Chasinage 20.2 - __CO 803 ___ 261 34, 71: 803 - 23.40):.Sensitive Location 837 874 1000 NO.17 2 30 65 17 47 86- 3 Forest (Chainage 63.4 -66. 10 COC688 L 261 34 71 688 722 _759 1___ 00 Sensitive Location NO. 12 I 28 I 3 65 12 42 I 771 30 ulKhusarTown LSO024081 33J 47( 93 248 255 201 40 INO~L21 371 38I 51 211 591 72 1 4B Khushahal Ganj Rural Area CO281231 6-5 -1-361 2180 i2245 J nf 4000 4B BypassAsiwan 9 (Thana) CO 2408 16 1 41' 84: 2408' 244 ' 2492-4000 ___ NO~ 9 9~ 23 ' 48 19 42 67 8 CO 1261 4B Bangarmau Town I 8; 49 1021 1261 1370 1363 4000 NO2 5{ 0 '2. 52-hI' 77.80 C_O 1032 14 _22 47 102 104 lO 40 I - ~~~~~~~6Jahangiabad Market Place 9 1 - O 03 1PT2 471 I 91 - _42 1 681 80o

6 I iswan Market Place f~i~---i 21 4j15] I ____ ~ 2119J 40 I ~~~~~~N%21 16 231 9 21-441 7j 8 I 1~~~~~~~~~CO2409__14 22F '46-~I" 6Khairabad Startof Bypass 4660' _____ NO2 '- 4 16 23~~NO 2 -F Centre 4- 1 -- 6 -- 0 78 'Azamgarh ~CO01491 I 281 46' 93~ 14911 I1537 1584 40 UrbanCeNntre8 0F~i- 2~41 1 8 78Start of Miau Byapss (Rural CO 1388 .- 401 78Area) 611 1261 38 14491 151,4I 4000 [ O S24- 26 52 18-44-70 80 c~o 1881 7B Rasara (Major Urban Centre) O1 1' 28 46L 93 188i1 19271 _1974 400 2 41 7 3' 58 -0 7BPhephna (Urban Centre) ~'CO 137r7 40 61126: 1377: 1438 1564 4000 i ~~~~~~NO.16[ 241 261 52 IOAAmbri:SemUran rca CO 06 23 5~i 107 204 Ti-217 217 4000 IOA SemiAnibai: Uban Area NO,20 _ 1 171 _35 54 20 558 Ahiraula Semi Urban -_O27 3 5-- 0 19 22 26 40 ~~~~~~~NO.17171 35: 64; 17: 52 81. 80 Koyalsa Semi Urban ,~col I 23 j 53 , 107, 1514. 1567 16211 4000 - ~~~~~~~~1 ~~~NO,1817 35 64 18 53[ 82 80 IISheeshama Doraha Rural co 1388 ~. 381 5_4 114 13i88 _i]142' 150~21 -40-00 Area 1018 49[ I 521 6 18] 70--- 79f -_86 Tanda Semi Urban Area-C041 3 54 14 491 541 7 _ ofUttar I NO.~~~~I ~~1849, 521 611 18. 70 79i 80, Govmmeto UtarPradesh, Public Works Department, Lucknow, India Project 15 Co-ordinating Consultants (PCC) Servicesfor Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 ~~~~AAQ Background Predicted Incremental Predictedr Concentration Standard cocentration Concentration (pg/n') (pg/r') Location {Cipg/rn3) ------0 ------X !___ _ -m i) -20012006 1 I200i 2006 2011 I___ [co2o8.i381 54-1t4~ 2018 2072 21321 4000 _jUttranchal Border L -__02018 ------__.._j.. (Unaranchal Pradesh) ! NO.15 _49 52 63 '5 1 67 78 80 16 Chandani Bazar Urban L_C0574 [ __ 18 __ 33 671 574 607l 641 000 Ballia Centre I NO, 17 9 13 30, 17 30 47 80 1 8 755, 4000 -Salempur'~SaIempur Urban i- C0688 1 33--6 6688i-72101 311t_ i__i1_88 ______NO, 14 __ 91 13 ~ 301 141 27 44 80 ! CO 1514 3jI 514 1582 1581 4000 - Sonda Rural Area r- NO17 9 3,31 301 if 30 47 80

* Year 2001 predicted trends are assumed to be equal to baseline values as baseline measurements have been done in year 2001.

The concentrations of both NO. exceeds the specified levels of 30 ,ug/m 3 at the sensitive receptors at (two Forests location) 25 m from the centreline of the road on route-3. However, CO concentration is within the specified limits at all locations. The concentration of CO and NO. at locations other than sensitive is well within the norms of CPCB till the year 2011 except at Ahiraula and Koyalsa towns on Gorakhpur Shahganj route. Predicted concentrations at these locations are well within the limits upto the horizon year 2006. Bypass is planned for both the towns. But excess is marginal. This is in line with the relatively low traffic volumes projected for the routes.

Air quality predictions were carried out during Phase I EA for the routes on which Bangarmau and Gaura Badshahpur bypasses are located. These predictions indicate that air quality levels are well within the limits of specified by CPCB for Rural and residential category.

As regards for bypasses of Ahiraula and Budhanpur is concerned the predicted levels of Gorakhpur - Shahganj will prevail. Since background levels of pollutants on alignment route of bypasses will be considerably lower than measured at Koyalsa town, therefore, predicted levels of pollutants will be well within the stipulated limits, on bypass alignments, for all the horizon years.

It should also be pointed out that the values predicted here are based on the current norms of the CPCB. As the requirement for more stringent norms is passed on to the manufacturers, like the adoption of EURO II norms, the emission rates will continuously drop. Therefore, even these values may not be actually exceeded in the years predicted, if emission rates are reduced further.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 151 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.1 : Variation of Peak One-hourly Concentration of CO wNth distance at Pilibhi- Khutar

VARIATION OF PEAK ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT PILIBHIT-KHUTAR

200 180 - 160 ~140- d, a120- 0

20 0 0 100 200 300 400 Soo 600 Distance (m)

Figure 8.2: Variation140- of Eight-hourly Concentration of CO with distance at PllibhNt- Khufar 120-

| VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH i 80 DISTANCE AT PILIBHIT-KHUTAR 60 10 20 30 40 50 60

Distance (m)

Govcrmmcnt of UJttar Pradesh, Public Works Dc,oartment, Lucknow, India 152 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Figure 8.3 Variation of One-hourly Concentration of CO with distance at Bangarmau- Lucknow

VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT BANGARMAU-LUCKNOW

250-

200

150 F-4- 27001 ' i u4) 0C 50-

0 0 100 200 300 400 500 600 Distance (m)

Figure 8.4 Variation of Eight-hourly Concentration of CO with distance at Bangarmau- Lucknow

VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT BANGARMAU-LUCKNOW

250

200-

10 -

--201 1 E 100

0

01 0 100 200 300 400 500 600 Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India 153 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants December 2003 BV Figure 8.5 Variatlon of One-hourly Concentration of CO with distance at SiHapur- Bahralch

VARIATION OF PEAK ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT SITAPUR-BAHRAICH

140

120-

100 -~~~~~~~~-420 Iioo .2

20 -T

0 100 200 300 400 500 600 Distance (m)

Figure 8.6 Variation of Eight-hourly Concentration of CO with distance at Sitapur- Bahralch

VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT SITAPUR-BAHRAICH

120-

100

80- -4-2001

0

20~-21

U 0 0 20 30 40 0 60

Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project 154 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants December 2003 BV Figure 8.7 Variation of Peak One-hourly Concentration of CO with distance at Azamgarh- Phephna

VARIATION OF PEAK ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT AZAMGARH-PHEPHNA

250

200 -

10 -- U- 20061

0 100 200 300 400 500 6

0C 0 100 20g30 40000 60

250 -

Distance (m)

250-

200

FigurnentoVnar PradehrPbicitoWofk Deighmet-hu Lckow,cIntrafo of CO wihdsac5ozm h 10 100 20 30240000 60 a,~~~~~~~itac m

Govrneno Lttr raes, ublcWrsDprmn,Lcnw ni Prjc C-rintn 5 Cnutat PC )S icsfr ta Paeh tt RasPrjc Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Figure 8.9 Variatlon of One-hourly Concentration of CO with distance at Gorakhpur- ShahganJ

VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT GORAKHPUR-SHAHGANJ

300 -

250

200 -~~~~~~~~-20

0 150 0 100U200 2001

100 0

50

0 100 200 300 400 500 600 Distance (m)

Figure 8.10: Variation of Eight-hourly Concentration of CO with distance at Gorakhphur- Shahganj

VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT GORAKHPUR-SHAHGANJ

250-

200-

.2 -U-- 2006

0 1000~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 200 300 400 500 600 Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow. India15 Projeat Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003 Figure 8.11: Variation of One-hourly Concentration of CO with distance at Moradabad- Bazpur

VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT MORADABAD4BAZPUR

350

300 -

250 -

200 - -*-- 20071

50 -=--t =

0 100 200 300 400 500 600 Distance (m)

Figure 8.12: Variation of Eight-hourly Concentration of CO with distance at Moradabad- Bazpur

VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT MORADABAD-BAZPUR

300

250- ~200 i 2001 150 ~100 0

50 O4 0 100 200 300 400 500 600 Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project 157 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project tnsunlneinUal AsseSSIlen i nlaSe It) i-ti %,Lonsultants t v December 2003 Figure 8.13: VariatIon of One-hourly Concentration of CO with distance at Deoria-Ballia

VARIATION OF ONE HOURLY CONCENTRATION OF CO WITH DISTANCE AT DEORIA-BALLIA

180 160

140 120

100 -+-2001 so -U 20 ~60 0 40 20

0 100 200 300 400 500 600 Distance (m)

Figure 8.14: Variation of Eight-hourly Concentration of CO with distance at Deoria-Ballia g12O -k-0 1

VARIATION OF EIGHT HOURLY CONCENTRATION OF CO WITH DISTANCE AT DEORIA-BALLIA

160

140 ~120-

r 100 -4-20011

-0 80 -20011 . 60 0r o 40-

20-

0 100 200 300 400 500 600 Distance (mn)

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 158 Consultants (PCC) Serices for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Figure 8.15: Variation of 24 Hourly Concentratlon of NOwith distance at Plilbht-Khutar

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT PILIBHIT-KHUTAR

140-

120- Iioo

80 1 20011

60 - A 2011 o 40-

20 -

0 0 100 200 300 400 50 Distance (m)

Figure 8.16: Variation of 24 Hourly Concentration of NOx with distance at Bangarmau- Lucknow

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT BANGARMAU-LUCKNOW

120-

100 ~80 -4-2001 60 -U 2006 -- 201 1 U40

20-

0 100 200 300 400 500 600 Distance (mn)

Govemnment of Uttar Pradesh, Public Works Department, LAicknow, India 159 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Figure 8.17: VariatIon of 24 Hourly Concentration of NOx with distance at Sitapur- Bahdach

VARIATION OF 24 HOURLY CONCENTRATION OF NOX WITH DISTANCE AT SITAPURSBAHRIACH

120-

100 . ~80 2--001 ~60 -4--2006 -i201 1 40

20 -4

0 100 200 300 400 500 Distance (m)

Figure 8.18: Variation of 24 Hourly Concentration of NOx with distance at Azamgarh- Phephna

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT AZAMGARH-PHEPHNA

90

80

70

0 100 -0 2001

30~~ ~ ~ ~ ~~~~~~~~~~~20 240

0

0 100 200 300 400 500 Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 160 Consultants (PCC) Services for Uttar Pradesh State Roads Project LIlvlrolmiUenLaJ AseSSmILC 1rnascrLJ 11)llaUMULWIU) UD December 2003 Figure 8.19: Variation of 24 Hourly Concentration of NOx wih distance at Gorakhpur- ShahganJ

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT GORAKHPUR-SHAHGANJ

160

140- ~120-

so 2006 80 A-2016

c0040.

20

0 100 200 300 400 500 Distance (m)

Figure 8.20: Variation of 24 Hourly Concentration of NOx with distance at Moradabad- Bazpur

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT MORADABAD-BAZPUR

300

250-

~200- c 0 0~~~~~~~~~~~~~~--2001 = 150 10 U -20 2006 -~2011 100

50

50

0 100 200 300 400 500 600 Distance (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India 161 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Figure 8.21 Variation of 24 Hourly Concentration of NO. with distance at Deoria-Ballia

VARIATION OF 24 HOURLY CONCENTRATION OF NOx WITH DISTANCE AT DEORIA-BALLIA

70-

60 j 140Z-~4 - 2001 - I -U-~~~~~~~~~~~~~~2006 30 ,--2011 50 - 020

100i

0 100 200 300 400 500 Distance (m})

8.3.2 WATER RESOURCES

The project corridors traverse across major river basins of the Ganga, the Yamuna and their tributaries-all part of the Himalayan Drainage system, most of which are northwest and southeast flowing perennial rivers, causing frequent flooding. To facilitate the cross-drainage at these water crossings, cross-drainage structures are being proposed including improvements in the existing structures. The surface water flow in the project area is predominantly from the north to the south. In addition, there are 36 stagnant water resources including ponds located along the various project routes. Most of them are located in or alongside the RoW and are being used by the local community for washing/bathing purposes. These surface water bodies can be subject to adverse impacts due to the various construction activities as well as during the operation stage of the project.

Water table along the project road is quite high due to its proximity to large perennial rivers and the topography being plain. All along the highway, a total of 692 tube wells /hand pumps and wells were reported within and just abutting the RoW. Due to the high water table along the corridor, wells and tube wells are mostly the sources of potable and irrigation water. The typical impacts on water resources during the construction of a road are summarised in Table 8.4.

Table 8.4 Impacts on water resources due to construction activities Impacts Due To Construction Indicators Loss of water bodies Area of water bodies affected Loss of other water suppy scs _ Number of_wells affected Alteration of drainage, run off, flooding No. of cross drainage channels Depletion of Ground Water recharge Area rendered impervious Use of Water Supply for Construction Quantum of water used Contamination from fuel and lubricants Nature and quantum of contaminants Contamination from improper sanitation and Waste Area of camp / disposal site and proximity to water Disposal in Construction Camps bodies / channels

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Alteration of Drainage

Impacts of road construction, which lead to alteration of drainage, are generally due to widening at culverts or at bridge locations. This requires river and or gully training for the period during which the bridge is to be constructed. Alteration of drainage can lead to soil erosion of adjacent areas, disturb local vegetation. If the period of alteration is long, here are chances of local ecology being impaired. However, as mostly bridge works are done in summers when the water levels are low in the rivers, the impacts due to alteration of drainage can be minimized effectively with adequate mitigation measures and pre planned construction schedules. As a part of Phase II upgradation 2 major bridges on rivers along upgradation routes and 3 major bridges on maintenance routes are planned. Separate environmental impact assessment study has been undertaken for all major bridges.

Pre Construction Stage

No drainage modification of surface flow of rivers/streams is envisaged during pre- construction period.

Construction Stage

Though construction along the watercourses is to be carried out in the lean flow periods, as the major rivers are perennial, the construction activities will necessitate diversion of the waterways. About 13 major bridges (spanning more than 60 m) lie along routes selected for upgradation in Pahse II. In addition to these bridges 4 minor bridges will get upgraded to major bridges as part of upgradation along the Phase II routes. Their rehabilitation will involve some diversion of waterway. This diversion of flow can significantly harm the aquatic habitat, if any. The waterway will be constricted, increasing velocity downstream of the bridge. This will mean increased sediment load with the flow, thereby allowing less sunlight to penetrate into the water and can reduce growth of micro flora. The impact shall be direct but short term in nature and shall last as long as construction continues. Design proposes the raising of the embankments by a minimum of 1.0m from the existing levels to ensure that the finished pavement is above the High flood level so as to prevent any impacts due to any water seepage in the pavement. No significant impacts in the drainage pattern due to the raising of the road profile are likely, as the road design itself takes care of the cross-pavement drainage.

Operation Stage

One of the unavoidable aftermaths of road construction is the increased surface run off. The addition of hard paved shoulders, which essentially increase paved impervious surface, will cause increased surface runoff along the roadsides. An average increase of width of 5 m of blacktop has been assumed for the routes for which W3 option is adopted and an increase of 3.5 m has been assumed for routes for which W2 option has been adopted since the pavement width varies from 3.75 m to 7 m. Increase in surface run-off is due to the creation of impervious surfaces that prevent the flow of water into the ground. The increased runoff from the project has been worked out as follows:

Increase in runoff (cu. m) = increase in runoff co-efficient due to construction *annual rainfall in the area (m) *area of the newly constructed surface.

The entire corridor traverses over alluvium with runoff coefficient of 0.35 and the black

Government of Uttar Pradesh, Public Works Department, Lucknow, India 163 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

top has a run-off coefficient 0.90. The increase in the runoff co-efficient has been worked out as 0.55, i.e, the difference between the runoff co-efficient of black top surface and alluvial soil has been adopted as increased run-off co-efficient due to the project in Table 8.5.

Table 8.5 Increased Run-off along Project Packages due to UPSRP increased Total C Increceed Route No. Corridor Length widthIcrease (in) Ranfa(in) j efcetefficient -nrn-offm-f (kmn) of run- (Mi)

3 Pilibhit-Khutar i 72.40 1 3.5 1.194 0.55 166408 4B iBangarmau-Lucknow 72.50 i 3.5 1.05 0.55 146541 6 Sitapur-Bahraich 94.05 5 1194 j 0.55 308813_ 7B _ r Azam 100.30 3.5 0.790 0.55 _ 152531 IOA l Gorakhpur-Shahgani 115.63 3.5 1.105 0.55 245959 11 j Moradabad-Bazpur 42.15 5 i 1.273 0.55 1 147557 16 j Deoria-Ballia 109.60 3.5 1.05 0.55 221529

Impacts due to surface runoff include increased soil erosion and local flooding or water logging. However, as the proposed up-gradation has been designed with ditches on both sides to take care of runoff, and surface runoff shall be drained to the nearest cross drainage structure. The engineering design includes design of cross drainage structures, which shall take care of the extra flow.

Increased Sediment and Degradation of Water Quality

Pre-construction and Construction Stage

The degradation of water quality can occur during construction stage from increased sediment load into watercourses near the construction site. This may be aggravated by removal of trees and consequent increase in soil erosion. As soil in the study area is alluvial type with a high silt composition, the impacts due to the increased sediment load will be significant and need to be addressed for all water bodies along all the routes. Numerous irrigation canals that criss-cross the study area are unlikely to be subjected to such run-off discharges because they have properly raised berms on their banks.

Increased load of fine sediment will make the water more turbid. If the concentrations are exceptionally high (>185 mg/I), smaller fish can be harmed. Heavier sediment may smother the algae growing in the lower strata and would completely alter the substratum of the watercourse. Excessive sediment loads may also mean disruption to areas where fish lay their eggs.

Degradation of water quality is also possible due to accidental discharges into watercourses from drainage of workers' camps and from spillage in vehicle parking and/or fuel and lubricant storage areas.

Since the soil is alluvial and contains a large proportion of silt, percolation to underlying aquifer will be very fast. Therefore, any pollutant discharge may quickly percolate into the depths of the earth. Remediating such a situation may be technically possible but may have financially prohibitive implications.

Operation Phase

During the operation phase, there is little chance of degradation of water quality during normal operations. The implications of accidental discharge are potentially disastrous. But, it

Government of Uttar Pmdesh, Public Works Department, Lucknow, India 164 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 200?

must be emphasised that the probability of such an accident is quite low, indeed one of the objectives of the design is the enhancement of road safety.

Loss of Water bodies I Groundwater sources Project routes traverse areas, which are plentiful in water resources. A number of ponds lie adjacent to the existing alignment and will be affected by the proposed widening works as part of the up-gradation. The existing road also cuts across several ponds. Water bodies, which need to be filled up to accommodate the widened formation up will have a reduced storage capacity. There are a total of 12 such ponds directly impacted due to the project.

A number of groundwater sources-wells and hand pumps are located within the Col of the proposed up-gradation. The loss of these supplies of relatively pristine water (see comparison of water quality in section 5.2.3) would be a direct negative impact. However, the project envisages replacement of each source of water supply before removing a single one. It is also envisaged that the affected population will provide its inputs on where to locate the new source. Therefore, the eventual impact of the proposed widening may only be marginal. The number of hand pumps and wells are given in Table 8.6.

Table 8.6 Ground water resources

___ _Route__ |No.ofHandpunmps I No. ofWells Pilibhit-Khutar _ 21 0 Bangarmau-Lucknow _ ___ Sitapur-Bahraich _ i_ ___ 01 ______L _ . _ _ _ Azamgarh-Phephna 78 I 07 Gorakhpur-Shahganj 227 _ 12 Moradabad-Bazpur 50 O Deoria-Ballia 88 13 Total 638 54

Flood Hazard

The routes selected for up-gradation in Phase-l1 of the UPSRP pass through the plains of the Ganga and its tributaries. Flooding is a frequent occurrence at several locations. River Ghaghara overtops many portions of Gorakhpur-Shahganj, Deoria-Ballia and Sitapur- Bahraich routes. Flooding also occurs in settlements where the residents have raised the plinth of roadside houses, converting the road into a drain. The extent of impact varies from some localised damage to the pavement to washing away of sections of the road. While raising the level of the road, usually 1 m above the HFL, care should be taken to ensure that the raising of the road does not cause flooding in the settlements. Adequately sized drains to accommodate the increased discharge will be a part of good engineering practice. Provision for additional culverts and drains will be beneficial to the road side residents. It is expected that overall the project will help improve the situation of exposure to flood hazards.

8.33 LAND

Physiography

The impact of road construction on physiography is a function of the terrain of the area. It is most drastically altered in case of hilly terrain or where extensive cut-and-fill operations are involved. Since all the routes in Phase-Il pass through plain areas and no substantial cut- and-fill operations are planned, the overall impact on the physiography of the area would be limited.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 165 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Seismicity

All routes in Phase-Il of the UPSRP are located in zone IlIl or IV. These are relatively stable areas. Road construction in this area will have little impact on its overall earthquake potential since no major blasting is envisaged at the construction site.

Loss of productive soil

Pre-construction stage Loss of productive soil, albeit during the construction stage only, is envisaged at locations of workers' camps, stockyards, storage godowns etc if these are located on fertile areas. The EMP can ensure that no productive areas are used for these purposes and avoid adverse impact. In any case, though it would be a direct impact, it would be reversible.

Construction stage

The soils along almost all routes are of alluvial type, capable of producing high yields, largely due to the rich soil nutrients deposited by the Ganga, Yamuna, Ghaghara and their tributaries. Soils both within and outside the RoW may be negatively impacted due to the proposed project. The loss of productive topsoil due to road construction is a direct adverse long-term impact. Such loss would be further significant as the routes are located in the some of the best agricultural areas of India. There will be impact on agricultural soil due to acquisition of land for major bridge approaches, bypasses intersection and curve improvements. In addition to this there will be temporary impact on productive soil at diversions and labour camp due to leasing of land for construction period.

Soil Erosion

The soil in the study area varies from sandy loam to silty clay. Therefore the potential for erosion is low. Erosion will be exacerbated if the vegetation is removed from the sides since roots are known to hold soil together. This will however be for the duration until the compensatory afforestation and roadside turflng have matured. In stretches where raised carriageway has been planned, slope protection measures are a must.

It may not be possible to improve a road without removing trees and therefore erosion may be unavoidable. However, to prevent the eroded material from entering the watercourse, silt fencing can be provided at the end of ditches or cascade arrangements can be provided at the end of ditches as they enter the watercourse. While the former requires frequent cleaning to prevent built-up, the voids in the cascade will be filled up by eroded material and eventually vegetation will be established there.

No soil erosion is envisaged when the road is in operation as all the slopes and embankments of the project road shall be stabilized through sound engineering techniques. The issue has been addressed at the design stage itself and all slopes have been 1V: 2H, which shall ensure stability of the embankment.

Compaction of soil

Pre-Construction Stage

Compaction of Soil will occur in the pre-construction stage (particularly during site clearance stage) due to movement of heavy machinery and vehicles. Similarly, compaction will take place during setting up of construction camps and stockyards. However, this is a short duration impact. Appropriate measures need to be specified in the Environmental management plan to minimize the area of soil compaction.

Govemment of Unar Pradesh, Public Works Department, Lucknow, India 166 Project Co-ordinating Consultants (PCC) Services for Unar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Construction Stage

Compaction occurs beyond the carriageway and within the vegetated area of the RoW by the movement of vehicles and heavy machinery. Movement of vehicles during road construction is the major cause of soil compaction. This impact is direct and will be maximum in the RoW. It is necessary to ensure that there is no adverse impact of soil compaction in areas other than the RoW, where vegetation can grow and rain infiltration will take place.

Operation Stage

During the operation period compaction will be restricted to the carriageway. Compaction cannot be said to be an impact of the operation stage as the pavement itself is a function of compacted base and sub base.

Contamination of Soil

Pre-Construction Stage Contamination of soil in the pre-construction stage may be considered as a short-term residual negative impact. Soil contamination may take place due to solid waste contamination from the labour camp set up during pre-construction stage. This impact is significant at locations of construction camps; stockyards, hot mix plants etc. will come up in this stage.

Construction Stage

Contamination of soil during construction stage is primarily due to construction and allied activities. The sites where construction vehicles are parked and serviced are likely to be contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also occur in hot-mix plants from leakage or spillage of asphalt or bitumen. Refuse and solid waste from labour camps can also contaminate the soil. Contamination of soil during construction might be a major long-term residual negative impact. Unwarranted disposal of construction spoil and debris will add to soil contamination. This contamination is likely to be carried over to water bodies in case of dumping being done near water body locations.

Operation Stage

During the operation stage, soil pollution due to accidental vehicle spills or leaks is a low probability but potentially disastrous to the receiving environment, should they occur. These impacts can be long term and irreversible depending upon the extent of spill. The contamination due to deposition of heavy metals such as Lead is a cause for concern. However, since the proportion of petrol-driven vehicles is not large and since phasing out of Lead from petrol has become a priority. Lead from vehicular emissions is expected to be reduced at a considerable lead free gasoline is being made available by the Govt. of India. However, monitoring of soil quality may be continued during construction & operation to ensure that this is indeed occurring.

8.3.4 CONSUMPTION OF NATURAL RESOURCES

The proposed up-gradation works envisage the use of massive quantities of the earth, stone and grit and sand along with bitumen. The table 8.7 indicates the quantities required for each stage

Government of Uttar Pradesh, Public Works Department, Lucknow, India 167 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Table 8.7 Materials requirement for various routes selected for up-gradation in Phase- 'I

Route_ Approximate quantities of major items ofwork Route Earthwork Granular Sub- base Bituminou No. From To s Sub-base and Base aWork (cu.m) (cu.m) (cu.m) 3 Pilibhit Khutar 1086000 94120 109053 116399 4B !Bangarmau Lucknow 1087500 94250 109204 i 116399 6 !Sitapur Bahraich 1410750 122265 141664 150997 7B Azamgarh Phephna 1504500 130390 151078 j 161032 IOA lGorakhpur Shahganj 1734450 150319 | 174169 185644 11 Moradabad Bazpur 632250 54795 63488 | 67672 16 Deoria Ballia 1644000 14280 165086 i 175963 Total 99450s 788619 913742 974106

Quarries

The excavation of quarries and borrow pits used for obtaining rocks, soil and aggregate materials for road construction can cause direct and indirect long-term adverse impacts on the environment. Although the cut operations shall generate ample rock and soil material it is likely that material from quarry and borrow areas could be needed depending on the appropriateness of the material quality. The impacts of Quarrying operations could be significant at various stages of road construction. Quarrying and crushing could have a critical impact especially on the air quality of the area especially the area downwind to the quarry. The stage wise impacts are as described below.

Pre Construction Stage

Existing quarries that are already identified by the UPPWD have been recommended for this project, and no new quarries have been proposed. The bulk of the materials needed for the construction of the embankments will be procured from the existing quarries. As these quarries are already in operation with the requisite environmental clearances and redevelopment plans, no major impacts, which arise in making new quarries operational, are likely. Necessary environmental mitigative measures recommended by the state pollution control board are being followed at these quarries.

Construction Stage

A major source of dust during the construction stage is from stone crushing operations from the crusher and the vibrating screen. The dust, in addition to being an eyesore, reduces visibility thereby increasing safety concerns. Dust is generated due to procurement and transport of raw materials from quarries and borrows sites to the road construction area. These impacts will persist till the activity ceases. The regions especially downwind to the quarries/borrow areas are more vulnerable to air pollution.

As no new Quarry needs to be opened for this project (majority of the material being generated from cut operations within the site itself), therefore, no new impacts are likely to arise due to quarrying operations.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 168 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Though the quarry materials are to be transported over long distances to the construction sites, almost all the quarries identified have proper access roads, therefore, no major impacts during the haulage of materials is envisaged. The issue of dust generation etc along the haul roads needs to be addressed through proper enforcement of dust suppression measures.

Borrow Pits

The total quantity of earthworks for Phase II up-gradation routes is 9099450 cu.m. No major earthworks are envisaged along major maintenance routes. Several borrow pits have been identified along all the up-gradation routes. It has been estimated that the volume of earth available is sufficient for the earthworks.

Pre Construction Stage

A huge quantity of sand would be required for the cement concrete rigid pavement and for the cross-drainage structures proposed. As the project corridor is in the vicinity of the major rivers of Ganga and Ghaghara, sand required for the construction will mostly be procured from the beds of these rivers. None of these sites would require any preventive environmental measures. However, the long leads mean that care would have to be taken to prevent spillage of material and damage to the haul roads during transportation. No additional adverse environmental impact, except those resulting from spillage during transportation, is expected to occur.

As the borrowing is to be carried out in accordance to the guidelines laid out in IRC-10-1961, no major adverse impacts are anticipated. Also, productive agricultural areas have been avoided for borrowing. However, the borrow area pits, if not treated properly after the borrowing is complete, can form stagnant pools and pose health hazards to prevent which redevelopment of borrow areas need to be worked out. Additionally, they can also act as breeding ground for vectors like mosquitoes just after monsoon.

Construction Stage Cartage of the borrow materials to the construction sites is of significance, as almost all such areas are accessible through dirt tracks only and therefore, spillage and compaction of soil along these tracks will be a significant impact. Proper protection measures need to be worked out for the minimising of such impacts during the haulage of borrow materials.

Rehabilitation of borrow areas from which earth has been excavated, is a potential problem which needs to be addressed. In addition to visual blight, safety issues shall also be considered.

Use of Fly Ash as fill material

The use of fly ash from Panki Thermal Power Station has been considered for Bangarmau bypass on route 4A (Phase 1).Since the fly ash is an excellent fill material, it could be used in high formation to reduce quality of soil used. The other potential use could be provision of slope protection by fly ash bricks. Its use for filling in high embankments stretches is not possible due to long lead of thermal power stations from all major bridge sites. The latest MoEF notifications of November 2002 makes fly ash usage compulsory within 100km radius of Power plants. At this location it will be supplied from Panki thermal power station. The earth work, stone aggregates and Bituminous requirements for Bangarmau bypass are as given below:

Earth Work - 41,996 m3 Stone aggregated - 12,380 m3 Bitumen - 48,262 m3

Government of Uttar Pradesh, Public Works Department, Lucknow, India 169 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

There will not be any requirement of earth and have no borrow pits will be required to be opened up for this bypass. The usage of fly ash will have positive impacts as no agricultural land will be impacted.

The fly ash is a dry material and if transported in dry form will cause air pollution while in transit and at location of stockpile if adequate protection measures are not taken. Further it contains heavy metals and these heavy metals will percolate to the ground if filling site is not properly guarded. Therefore, necessary protection measures are required while using, transportation and storage at construction site. Further, fly ash contains heavy metal these heavy metals percolate into ground if filling is dare without living. It may be mentioned that fly ash utilization has been made mandatory in road construction within a 100 km radius of thermal power plants as per MoEF Notification of November 2002. The use of fly ash will be decided after examination of physical and chemical properties of fly ash available at Panki Thermal Power Plant. The properties will be examined during the implementation. The Engineer - in - Chief of U.P.P.W.D. has issued a circular for usage of fly ash as fill material to ensure compliance of MoEF November 2002 circular. Hence usage of fly ash is subject to its suitability.

8.3.5 NOISE

Though the level of discomfort caused by noise is subjective, there is a definite increase in discomfort with an increase in noise levels. Road noise depends on factors such as traffic intensity, the type and condition of the vehicles plying on the road, acceleration/deceleration/gear changes by the vehicles depending on the level of congestion and smoothness of road surface (IRC: 104- 1988).

The baseline noise levels monitored at various locations along the project routes indicate the baseline levels exceed the permissible limits for residential and rural areas during day-time whereas at nights the values are quite close to the limit specified by the CPCB for residential areas. Thus, noise is a major area of concern, especially since a number of sensitive receptors (schools, colleges and hospitals) have been identified to be quite close to the road along all routes.

The impacts on noise due to the project will be of significance in both the construction as well as the operation stages.

Pre-Construction stage

Noise levels during the pre construction stage are mostly expected to be indicative of prevalent baseline levels apart from localised noise levels at locations where pre construction stage activities are taking place such as establishment of workers camps, stockyards. These increased noise levels will prevail only for a short duration during the pre construction stage. Moreover, as these activities are not likely to be placed near settlement locations the increased noise impact is bound to be negligible.

Construction Stage

Due to the various construction activities, there will be temporary noise impacts in the immediate vicinity of the project corridor. The construction activities will include the excavation for foundations and grading of the site and the construction of structures and facilities. Crushing plants, asphalt production plants, movement of heavy vehicles, loading, transportation and unloading of construction materials produce significant noise during construction stage. The typical noise levels associated with the various construction activities and the various construction equipments are presented in Table 8.8.

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India 170 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Table 8.8 Typical noise levels of principal construction equipment (Noise Level in dB (A) at 50 Feet) CLEARING T STRUCTURE CONSTRUCTION Bulldozer 80 I Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 I Concrete mixer 74-88 Crane with ball 75-87 T Concrete pump 81-84 EConcrete vibrator 76 EXCAVATION & EARTH MOVINGi lAir compessor 74-87 Bulldozer ! 80 1Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks__ 1 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 1 83-94 Scraper [ 80-93 Paver _ 86-88 GRADING AND COMPACTING 1LANDSCAPING AND CLEAN-UP Grader -_____80-9-3 lldozer -i 80 Roller _ 73-75 [ackhoe72-93 _____ I ______! Truck 83-94 PAVING ---- t-- Front end loader 72-84 Paver 86-88 Dumptruck___ 83-94 Truck _839__ 8394 I Paver 86-88 ITampcr 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency. Noise From Construction Equipment and Operations. Building Equipmentand Home Appliances NJID. 300.1. December31. 1971

Though the noise levels presented for the various construction activities far exceed the permissible standards, it is important to note that the construction noise is generally intermittent and depends on the type of operation, locabon and function of the equipment. Proper mitigaton measures as to regulate the timings of construction, employing noise probction measures etc. need to be worked out Operation Stage To assess the noise levels at the various sensitive receptor locations along the corridor, the predicton of noise levels2 has been made for the years 2005 and 2010, using the FHWA Transport Noise Model.

The Highway Noise Model presented below is based upon calculatng the hourly L.q for all category-wise vehicles separately and then adding these logarithmically to obtain the overall hourly L.q as follows:

L,q (hi) = Loei + 'llog Ni + 'llog 15 '+a - 13 + os SiT D Where, L.q (hi) Equivalent noise level at the hour (hi) for vehide type (i) Reference mean energy level for (ith) vehide type

2 Operational noise for the highway are predicted through the model developed by Federal Highway Administration, Department of Transportation of the U.S. Likely noise levels at various receptor locations predicted through FHWA noise model in present study. The various assumptions predicting the noise levels along the corridor through the FHWA model were: * No significant change in the vehicle characteristics is anticipated during the projected period; * There are no major grade differences in the project area as it is generally a plain terrain and gentle slopes of I %to 3%., and no significant effect of grade on the noise levels is anticipated; * The traffic along the proposed section isassumed to flow simultaneously in both the lanes and in both, directions; * Noise from other sources apart from the highway is not being accounted for in the modelling; and * The receptor is considered to be independent of the noise emitted from the adjacent stretches.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 171 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Ni Number of vehicles of (ith) class passing in time (T) one Hour (1 hour) Si Average Speed of vehicles of (ith) class (kmph) T Time duration corresponding to Ni, one hour D Perpendicular distance in (m) from centreline of the traffic lane to observer a Factor relating to absorption characteristics of the ground cover between roadway and observer (to be conservative, this is taken as 0 in actual modelling, but considered qualitatively in the final analysis) a,: Shielding factor for barrier (to be conservative, this is taken as 0 in actual modelling, but considered qualitatively in the final analysis)

The combined effect of all the vehicle categories can be determined at the receptor by adding the individual values using the following equation.

Leq(h.total)= login I 10 Leq(hi/lO) h=i

Reference Noise Levels

The vehicular noise emission levels significantly vary with vehicle speed. It is therefore necessary that speed dependency of noise emissions for various categories of vehicles is taken into account while using the model for noise prediction due to the roadway. In this work the speed-noise relations presented by National Environmental Engineering Research Institute (NEERI) in their report on Environmental and Social Assessment Delhi - Bridge Project have been adopted (Table 8.9).

Table 8.9 Speed-noise relationships for various motor vehicles

S Cars i Trucks & Buses 2/3 Wheelers Speed (kmph) (B (A) (dB() (dB (A)) 30 1_ 56.0 73.0 58.0 40 _ 59.0 760 61.0 50 63.0 80.0 66.0 ~~-~ 60~--~~ ~-68.0 ~~---r------~-~--~~-8 68.0 70 68.0 81.5 70.0 _ 80 70.0 82.0 720 = 90 l 720 83.0 74.0 100 1 74.0 83.5 76.0

Traffic Volumes and Speed

To arrive at the hourly distribution of the category-wise traffic over a day for the horizon years the ratio of category-wise hourly traffic to the daily traffic based on the 2000 survey data of various sections was used.

Different operative speeds have been used for different years in the design life to get a realistic picture of the noise levels. These speeds have already been presented in table 8.2. Provision of glazing in schools is considered to reduce noise levels. The details have been covered in EMP. Predicted noise level at sensitive receptors are given in Table 8.10.

Table 8.10 Predicted Noise levels noise sensitive receptors during design life of UPSRP-1I

Types of S. No. Sensitive Chainage Predicted noise Predicted noise Predicted noise Standard t(km) level dB(A) 2001 level dB(A) 2006 i level dB(A) 2011 dB(A)

I | DaL Nlght t Day,Day Nightht Route 3 Pilibhit-Khutar Education 55.40 68.1 | 66.2 l 68.7 66.6 72.0 70.0 55 45

Government of Uttar Pradesh, Public Works Department, Lucknow, India 172 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants December 2003 BV oTypes ofi Chalnage Predicted noise I Predicted noIse Predicted noise Standard Receptors (kmn) level dB(A) 2001 level dB(A) 2006 level dB(A) 2011 dB(A) Day N t fDay N hi Day| Route Nizht Day Nisht 4B Lucknow-Bangarmau NO SENSITIVE RECEPTORS Route 6 Sitapur-Bahralch __ I______JEducational |T 93.2001 62.5 59.8 |65.0 60.9 68 4 64.4 55 45 Route 7B ui Azamgarh-Ph phna

1 institute 331.250 64.3 60.8 {65.1 61.1 68.3 643 55 45 Route 10 A Gorakh Sh hganJ Eucational 16.900__ 1 Educational | (MDR49) 163.5 61.1 66.7 64.2 770.0 | 67.4 55 45 ~~Htal T 32.950T Hospital ( R 49) 63.5 L 6 64.2 70.0 67.4 55 i 45 7Edurational T 6. 0 3 __ _ In stu.te (ODR6 63.5 ~ . .-.- 66.1 66.7 i 64.2 70.0 67.4 55 45 IEducational 6.800T I 4 Institute ipp | 6 3 5 . 61.1 66.7 7 64.2 70.0 67.4 55 45 . |ut ______Institute 19.10 63.5 61.1 66.7 64.2 7 ODR)i __ ___ 70.0 67.4 55 45 T 20.1001 6______OR_ 63.5 __ I_ 61.1 6762_. 2 70.0 67.4 55 45 Route 11 Moradabad-Bazpur _NO SENSITIVE RECEPTORS Route 16 Deoria-Ballia Educat'ional 1 Institute 148.525l 62.0 56.9 7 63.9 58.5 67.1 ' 617 55 45 - '-* ~~~Educatioral -* - 2 E1 ctional 183.00 j 62.0 ____ Institute 56.9 63.9 | 58.5 67.1 61.7 55 45 ~~~~~1Educational 45___ 3 | Insutictutiel 208.6756 56 9 63.9 58.5 67.1 617 55 45 4 IEducationa i 220.200 62.0 569 63.9 58.5 671 617 55 45 5_____ Institute 62.0 56 .9 58.5 67.1 617 55 45 _____ ducational so769f Ilnstitute ____ 5. 65 Etctoa 247.150: 62.0 7Educational 56.9 63.9 58.5 67.1 61.7 .55 .45 6 nsiue 1247.3507I 62.0 56.9 63.91 58.5 -67.1 61.7 55 45 7 Hospital 252.375 T 62.0 56.9 63.9 58.5 67.1 61.7 55 45 8 Educational 7 252.775 62.0 56.9 63.9 .58.5 I Institute , _ _ ___! 67.1 617 55 45

As can be seen from the above table, the noise levels along routes in Phase-Il are well beyond the limits for residential areas. The effects of the increase noise levels on young students and patients being treated in the health facilities adjacent to the project roads have not been evaluated in any detail. However, a comparison with the base line indicates that the increase in the values is not uniform with respect to the observed concentration. However, there is a continuous increase in the noise levels, which needs to be addressed as part of the proposed mitigation measures. The noise levels as a function of distance from road centreline are presented in figures 8.22 to 8.42 for the horizon years 2001, 2006 and 2011.

Goverunment 7 of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating ~~~~~~~~~~~~~~~~~~~~~~~173 Consultants (PCC) Services for Uttar Pradesh State Roads Project December 2003 Figure 8.22: Noise level, Leq (Day), Leq (Night) VariatHon (Pillbhit-Khutar), Year 2001

N."- L ... h L4 JD y) nd Lq tX~t) tduF

70

-so

120

O IW0 200 300 400 90 600 700 BOo

Figure 8.23: Noise level, Leq (Day), Leq (Night) Variation (PilibhiH-Khutar), Year 2006

NdlnnLn..In, L.q (OayJand L.q (Night) Varitlan [FMhk4(h..I,, Y..r 2006)

00

6070 _ M

500

40. I ILa 130

20

I10

O * O 100 200 300 400 SW0 6M 700 000 Distance (n,)

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project 1 74 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.24: Noise level, Leq (Day), Leq (Night) Variation (Pllibhit-Khutar), Year 2011

60 0 0 0-0 W G 0 o

2001

2001~~~ 0700-

Do =. A.

20~~~~~~~~~~~~~~~~~Y. 01

10

0 80

O*

o 50 200 so 300 400nc e00e0 700 so

20 Figureen8.25 NoirPadse,levei , Leq (Day)en,Le 10 Ngt aito BnamuLucknow., Year17

ProjectCo-ordiatincoonsultnts (PC) Servies forUttar PradeshnState Rands Project3 .1.0. 0' O 100 200 300 400 500 600 700 80

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India P'roject 175 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV Figure 8.26: Noise level, Leq (Day), Leq (Night) Variation (Bangarmau-Lucknow), Year 2006

N.e.. L;e.M. Leq(Da" nd L*q (lilih)V.M.d (Uenge.'.e.4ekne.. Ye8 2000)

60

70

O0 1

40

202

10

0~ 0 100 200 300 400 500 S00 700 600 .W....

figure 8.27: Noise level, Leq (Day), Leq (Night) Variation (Bangarmau-Luc know), 2011 Year

Noi.. .~..I., L.q (O.y) ..d Leq flight) VeOfi.n (3.egen.rm,u L.hw, VeYr2011)

70l'

60

500

120

20

I00

0 100 200 200 400 soo 000 700 800 Distone.e(m

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 176 Consultants (PCC) Services for Uttar Pradesh State Roads Project Environerental Assessment (Phase 11) DHV Consultants BV December 2003 Figure 8.28: Nolse level, Leq (Day), Leq (Night) Variatlon (SHtapur-Bahralch), Year 2001

70

h0

20 0 100 200 400 BO O00 700 Noc

Figure 8.29: Noise level, Leq (Day), Leq (Night) Variation (Sitapur-Bahradch), Year 2006

N.1.. L 4.. L.q 0D0 s.d L.0 ('50, VrUgl.. (55o4ph4.h5,. Y.. 2005)

70

100

140

I20

20

to

0 100 200 200 400 500 500 700 500

Government of Uttar Pradesh, Public Works Department, Lucknow, India 177 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase H) December 2003 DHV Consultants BV

Figure 8.30: Noise level, Leq (Day), Leq (Night) Variation (SNtapur-Bahralch), Year 2011

Nob. L...b. Lq (DOy) nd L.q (Ne9t) V k., (S0SpWdW1,l, YWc 2011)

70

40.

| 0 h10 m ti 70 tt

300

70 Figure 8.31: Noise level, leq (Day), leq (Nighf) Variation (Azamgarh-Phephna), 2001 so Year

N.i.. L... 1. L.q 40 ItDy) *nd L.qi fight) V Mtlon Az.AO.APh.ph... Y.., 20t1)

O 100 200 300 400 5m tO 70t B0OO

Government of Uttr Prades8, Public Works Department, Lucknow, India Project Co-ordinating Consultants 178 (PCC) Services for Uttar Pradeshi State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.32: Noise level, Leq (Day), Leq (Night) Varlatlon (Azamgarh-Phephna), Year 2006

N/k L .. It L.q (11E nd L.q ~NghlVfltfi. (A.-g.h.Ph.phn., Y..- 206)

70

60

I30 1D0 200 3 400 X0 eoo 700 *00

20

10

0 100 200 300 400 W00 600 70 600 DhIa,,. (m)

Figure 8.33: Noise level, Leq (Day), Leq (Night) Variation (Azamgarh-Phephna), Year 2011

N.i.. L.o.I., L.q (D.y) nd L.q (Night)Vadallon (A-g.,hPh.phn..,Y.. 2011)

700

50

40

20 20

0 100 200 300 400 5X 000 700 SWe Dit.... (m)

Government of Uttar Pradesh, Public Works Department, Lucknow, India 179 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmenta1 Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.34: Noise level, Leq (Day), Leq (Night) Variatlon (Gorakhpur-Shahganj), 2001 Year

N.W L.,ft .L.q tO.Y).. d L-q (Idght)v.%U. (t.khpaah.hg.,J Ye., 2001)

70

00 !S

130240

30

0 100 200 300 400 50 Go 700 0o

Figure 8.35: Noise level, Leq (Day), Leq (Night) Variation (Gorakhpur-Shahganj), 2006 Year

W.i.. L.. I.. L.q (Ocy) .nd L.q (light) Vtt..n (G4.,khpu.l h.hq.n. Y... 2006)

so

7040

200 I

20

0 100 20D 300 400 S00 tGM 700 0o0

Govemment of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating Consultants 180 (PCC) Services for Uttar Pradesh State Roads Project Environmentai Assessment (Phase 11) December 2003 DH V ConsulLants k3

Figure 8.36: Noise level, Leq (Day), Leq (Night) Variation (Gorakhpur-ShahgonJ), 2011 Year

Nols. L¢eoh. I..q (Doy ond L¢q (Mht) V.,1.th., (G.rStr.OhpsJhig. V.., 2011)

*0

8070

140 Figure 8.37: Noise level, leq (Day), leq (Night) Variation (Moradabad-Bazpur), Year 2001

(0 ftXh Lrnh L q (Dq4) L q e5WV.1 |

O.otnc. )n,)

I0

0 100 200 700 400 W0 000 700 o00

Govcrment ofiUgtar Padesh, Public Works Department, Lucknow, India Project Co-ordinating C'onsultants (PCC) 1e81 Services for Llttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.38: Noise level, Leq (Day), Leq (Night) Variation (Moradabod-Bazpur), Year 2006

.h*. Leo-. L.q (Dy) td L.q (f*t4 V.tb.n pVbndabsd4..p-, Y.. tr2@60

s0

70

120

0 10t 200 2W 400 SW eW 700 8W DM.tat.. (in

Figure 8.39: Noise level, Leq (Day), Leq (Night) Variation (Moradabad-Bazpur), Year 2011

Ntibh Lo-ft, L.q (Day)and L.q (Mht) Varlatbnt tMr.dMbad41Ap.,, Year 2011)

so

70

50

<-e _ 130

20

0 100 200 200 400 SW S0 700 tl Distance (mt

Govenment of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 182 Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV Flgure 8.40: Noise level, Leq (Day), Leq (Night) Variation (Deoria-Bailla), Year 2001

NtOe L...h. L.q (Do" .nd L.q tM16)VaIdtdon (O..do41A YmUt2021 )

70

so

so

20

IC

0 100 200 300 400 500 W00 700 '00 Dt...nc. t(

Figure 8.41: Noise level, Leq (Day), Leq (Night) Variation (Deoria-Bailia), Year 2006

N.i. L.w..I, L:q tD.Y) ..d L.q Pftihl) V.,Wiheih (D. o .4I.., Yr , 2606)

70

60

40

20

Is0

0 IDO 200 300 400 500 M00 700 t00

Government of Uttar Pradesh, Public Works Depanrment, Lucknow, India Project Co-ordinating 183 Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmenbl Assessment (Phase 11) DHV Consultants BV December 2003

Figure 8.42: Noise level, Leq (Day), Leq (Night) Variation (Deoria-Ballia), Year 2011

NfoheL.,vk L q tD.y)- L.q (MIt V.dfi.. O... JI.U. V..X 2611)

70

J30

20

10 lO.

0 100 200 500 400 000 6am 700 600

&3.6 FLORA

Roadside Plantatlons and Protected Forest Areas The forest cover in UP has been reduced to a meagre 4.46% since the carving out of Uttaranchal in 2000 against a desirable level of 33%. Since the roadside plantation in is designated protected UP forests, saving it becomes extremely important. The principal impact on flora involves the removal of trees for the creation of a clear zone within the Corridor of Impact. Reason for clearing trees is threefold: To prevent single-vehicle collision with the roadside trees, trees very close to the road need to be cleared. Roadside trees are safety hazards, particularly those trees with strong and rigid stems. Some trees are safety hazards because they preclude clear sight distances. Some trees (such as Tamarindus indica) have a propensity to overturn when old and are potential safety hazards depending upon age and decay condition. All trees that are safety hazards need to be cleared. To ease construction of the embankment for the widened road formation and, to permit construction of adequate roadside drainage structure, trees located within the clear zone need to be removed. * Trees need to be cleared to facilitate construction of traffic detours. The stage wise impact on roadside trees and plantation has been described in the following sections.

Pre ConstructionStage

The project has a significant, direct and long-term impact on Roadside trees in construction the Pre- stage. The cutting of trees shall have manifold impact. Most visible impact is the loss of shade. Also, there is a possibility of the local people being deprived of tree Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 184 Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

products, such as wood, fruits, leaves etc. Removal of roadside tress will reduce comfort levels for slow moving traffic and pedestrians.

This negative implication needs to be taken into consideration by compensating with new plantation along the RoW of the project highway, including predominant species and girth sizes has been discussed in the chapter 5. Table 8.11 summarises the tree cutting required during up-gradation of each of the routes in Phase II.

Table 8.11 Summary of trees to be cut for the up-gradation works in Phase-lI of UPSRP Sizewise number of trees Route No. and Link Detaih _ Girth size (in cm) !-4 Total 0-30 30-60 >60 _ Tobl ROUTE3 ______. Pilibhit-Pufanpur 28 78 i 44 _15 Pumanpur-Ktutar 28 12 I J 4 Tobl (Roat 3) i 56 90 45 191 ROUTE 48 | _L Lucknow-Asiwnn 01 44 + 556 601 Asiwan-Bonganrmau(incl. Bngrmau tow of 2.02 SI - I-- 6 km) ______.__. 1_6_ _ _ .Total (Route 4B) i 02 55 1 662 719 ROUTE6 ______. Site p-Biswn -- 1 -443 489 Biswan-Ghaghara River 01 0 142 143 GhaghoarRiver-Tikora Mode 0 0 183 Tikor Mode-Balhmaich 0 01 03 __ 04_ Total(Route 6) 03 45 77 819 ROUTE 78 ______tt - -- ______- 49 191160 Azamg-Mnu ___;_02__ ~~~~~~~_ 49__ __1109__~~~~~02 6 _ Mau-Risara 01 27 546 574 Rassra-Phephna O60 393 _ 411 Total(Route 7B) 03 92 20 ROUTE IA !O_Ai Gorakhpu-Sikrg,anj 2190 148 1111 3449 Sikriganj-ShankarpurO I 0 Shankrpur- Start of Bridge KanariaGhal-BudhapurStartofByp ass 0 0 _ Bdhapu rByp ass *0 EndofBudhapurBypass -sta ofAhiroulabyp ass 0 Ie_I_ 1 o +__o Ahir tla I 0 0 Endof Ahirsu a Bypss_ AnDbari ___ __ O0I _ _ t_ __ 0 j -- 0 -- _-- 0 Ambari -Shahg nj 13S01 |i 28 167 Total(R2oute to_L_ __ _- 232 149 _ 11393 _ 63616 ROUTE II _ _ _ I _ __ [ __ heeshamaDorha - Mnppw_ 0 _ L__ 26_ 289 315 Mant-B zpurupto Ua rncha Bonder _ _° _ 1 _ 04 66 70

RO_TE 16 ___02_ _ _._ __ __.______; ____. .L0_ 4312 Deona.Sa1ernpw ______, __ _ _ = S +_3 Svalglpur -- ____ _O_p_ 13 1 146 159 Bt a4lur-Brdge Site _ o_ O _ _ 04 _ 04 Bridge Site-Belthnra j 0 148 i 208 Belthara-Sibkndarpuw 0 22 334 356 Siknd rpur-un-l a___ ia_ _ 02 _ It_ __ 8_S45 _ 8_62__ Total (Route 16) ! 04 157 r 1859 2020 GRAND TOTAL (All 7 Routes) 1 1 98959 *Covered under bypass/bridge EA The trees likely to be cut due to four bypasses are given in Table 8.12 to 8.15 below

Table 8.12: Number of trees to be cut due to propos ed Bangarmau bypass on Route 4 Girth wise distribution Chainage Trees 30-60 60-90 90-120 120-150 150-180 180+ Total 7 i______L R L R L R L R i FR' | R 0-1 |Mango -10 12 22 Gulmohar 1 1 1

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I ______Girth wise distribution Chainage jTrees ______[30-60 60-90 [90-120 120-150 [150-180 [ 180+ -]Total ______L R L R L R L R L R [L R Sheesham 1 1 I3 2 _ I7 ___Sheaimal 0 Neem 1I I ~Khajoor l[ VF -TK[ 0 - __ E ucL p u ] j3 i 11jr _ 3_ Jjamun T0 JBabool i 1 j 0 -Ber 1 - __ _ _ Bel J I 0 1.s. mango -[0 1Gulmohar i I1 Sheesham11 'Neem __ l i t 10 Khajoor 21 1 25 7 7JEucalyptus 3]3

lIJamun 2 I4 iBabool 33 Ber I __0 Bel 0 15 14i1I I 4 5~3 0 0 0 0 0:0, 52

Table 8.13: Number of frees to be cut due to proposed Gaura Badshahpur Bypass on Route 18

100 Girth- wise distribution - Chainage Trees f690-120[120.5 1150.180 1 10+ Total - KLKE1XI1RI L ~~~~~~~RIL 1RF R L T+RI---- 0-1 iEucalyptus 4 IBabool 7 7 Sheesham __ __I0 1-2 Eucalyptus 0 Bajbool 10 10 Sheesham 2 4 6 2-3 Eucalyptus 0 Babool 0 iSheesham I Ii0

Babool 0 Sheesham 1 i 10 4-5 4 Eucalyptus

IBabool __0

____Sheesham I 0 5-6 __ Eucalyptus j I .0 __Babool _ II i.--i--i---j__jf 0 _____Sheesham j --- o-- 0 23j L 410j 0 ol Of Of 0: Oi ji -0 2-7

Government of UJttar Pradesh, Public Works Department, Lucknow, India Project 186 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project December 2003

Table 8.14: Number of trees to be cut due to proposed Ahiraula bypass on Route 10OA

I ______Girth wise distribuflon 1010 10 Chalnage Trees 130-60 60.90 190-120 O I R2:150r-8 Total 0-1 ~Mango 2~2W 15 J ~Gulmohar l1[2__ Jj t j __I1 Eucalyptus I___ 2- __ B__a boo l 1+ -- 2-i L _ 2-~ Jamun __ 0 K~athalI I0 tBargad {__I 0 _ _ _ _ I__C hilb il __ TI ______0 TAkola T ___I__j0 Pipal I_ 0 Sheesham I__0 Amia 0 BanJalebi 0 Neem -- _0 1-2 Mango i 2i fl II 3 ___ Gulmoha r __ I__0

___ Eucalyptus 8 ~ _ 8 BaboolI1 1__ 2 _____ JamV _ 1 Kathal I_

___Bargad 0 Chilbil i ___- 0 lAkola __ __0 Pipal 0 Sheesham 0 lAmla I I 2

Neem 0 2-3 Mango 1 I2~ _ 4 Gulmohar __0

______Eucalyptus 0 ______Babool I _ 1 1I2

Jamun i __I0 IKathal ] ____Bargad____ ~Chilbil 1 21 1 2 6 IAkola I FI 10 ______Pipal I 0 Sheesham, 0 ______A m l~ta ______0______~Ban.laleb)i Neem ~~~~~~~~~~~~~~~~~~~0 Government of Uttar Pradesh, Public Works Deparitment, Lucknow, India Project 187 Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Envirotnmental Assessment (Phase 11) DHV Consultants BV December 2003 _____

______Girth wise distribution- Chainagef Trees 30-60 60-90 90-120 120-150 150-180 180+ jTotal ______I LRRLLR L ] R L R I L R _ _ _ 3-4 Mango { 'LI__ I ______Gulmohar ] o ______Eucalyptus 1 0 ______Babool 3__2_4_4 1_ I14

!Chvi _ ~I 0 Akola - 1 3 I 3

Sheesham~ I 2 Amla 1 BanJalebi I1 If I_ ___ 4 'Neem I 1 - I 2 ______3 II 12711 2 7T & 0 1 01 3 3 3 6' 68

Table 8.15: Number of trees to be cut due to proposed Budhanpur Bypass on Route 1OA

_____Girth wise distribution ChainogeTrees 30-60 60-90__ 90-120 1120-150 1 5018 180+ Total

___ ~ L R L R L R L R - 0-1 Arjun : , ~ I''2 __ Eucalyptus 4 14 9 Babool I I _ 3 4 Sheesham 1I I 2'i 3 Mango ' 0 Neem 0 -~Mahua -- 0 Pakar ' 0 Pipal 0 1-2 Arjun L __ __0 Eucalyptus 0 Babool__ 1 2 f8 1 31 16 ____Sheesham __ 7 3 2 12 Mango I 2 3 1 7 Neem 2 I 1 3 Mahua __i1 Pakar 2 2 ___ Pipal I [_ _40 2-3 Arjun 1 I Eucalyptus __ 0 Baibool __ 2, _ 5 7 __Sheesham __ 2 __2 ~Mango I ____

1Neem __ __ I -0 ___ _ Mahua I '_ _0

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1 1_____Girth wise distribution- Chalnage Trees 30.60 60-90 90.120 120-150 150-180 18+ Total ______~~~LR L R L R L R L[R LR Pipal 0 3-4 Arjun 0 Eucalyptus __ I0 - IBabool W 9I< _

iPakor __ J . z ~0

4__ _5 l~Arjun _ ___I0

__ _Babool2 __

___5Iheesham i0 ___ _ IMango V - F I J0 __ _ __Nee mnIj__ _ _ _ 0 Maihua I0 -- Pakar J I__ 0 Pipal 11 5-6 Aun__[__ I0 Eucalyptus i 0 Babool ___0

iSheesham i __0 ~Mango 0 Neem -- 0 Mahua 0 - Pakar I 0 fPipal I _ ]0

6-7 Arun I0

Eucalyptus I __20 _-.Babool- -I _-Sheeshamn 0 Miango 1 2' 1 1 4 'Neem I2 4 1 12 10 iMahua I__ F0 IPakar 0 Pipal 0 7-8 !Arun 0 ______Eucalyptus 1 ____I0 'Babool I0 Sheesham -~__-2 2: 4 jMango II 11! 27 1I 4 ______Neem I0

Pakar 1 __1 ___ _ _ Pipal I j 0 -- [______7[ 143~24] 12' 61 13 1 3I 0 6 107 Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India Project 189 Co-ordinating Co~nsultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

The micro-ecosystems supported by the roadside trees are also a point of environmental concem. The removal of road side trees will not only lead to erosion, and depletion of the ground water table, but also to the loss of the micro-ecosystems developed on the roadside.

Construction Stage

Accidental cutting of roadside trees may occur during the construction stage. It can also occur due to negligence from the construction crew. Therefore, it is essential that all trees that are to be felled be clearly marked. No other trees should be cut on site. Cutting of trees for fuel by workers, especiclly near their camps is also a concern, therefore adequate training of the workers, and availability of fuel are to be ensured by contractual obligations.

The Baharaich-Khutar maintenance route and Pilibhit - Puranpur - Khutar upgradation route are passing through reserved forests. The impacts during construction may include use of forest wood for cooking of food by the construction workers, poaching/hunting of animals, etc.. Mitigatory measures of these impacts have been given in ESMP for Baharaich-Khutar maintenance route and in stand alone environmental management plan of Pilibhit-Khutar upgradation route. Operation Stage

The impacts on flora during the operation stage can occur due to accidental collision of vehicles. Though improved safety on the highway is an objective of the project, the increased speed will mean that collisions will be more damaging to the flora than before. Moreover, increased pollutant concentrations on roadsides (see section 8.3.1 for details) will mean harsher conditions for the newly planted roadside trees. Improved access to desigr,ated forests, as in some maintenance and up gradation routes, can also make them vulnerable to illegal logging. &3.7 FAUNA

DURING CONSTRUCTION

There are no recognized wildlife havens in the vicinity of any of the project routes. However, several wetlands, adjacent to the road which were seen to support variety of flora and particularly avian-fauna may be disturbed during construction. No location of special interest from point of view of protecting fauna have been recorded along any of the routes selected for up-gradation. Two maintenance routes namely Meerut - Garhmukteshwor and Garmukteshwar - BullandShahar abut Hastinapur wild life sanctuary. Necessary measures have to be taken during construction period. These have been covered In Environmental and Social Management Plan (ESMP) separately prepared for maintenance corridors. DURING OPERATION

The fauna residing in reserved forests located along Pilbhit -Khutar upgradation route and Bahraich-Khutar maintenance route will have impacts due to increased vehicular pollution, high noise levels and increased vehicular speed during the operation phase.

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The air pollution may increase due to increased vehicular load. The increased air pollution may cause impact on the health of wild life and on their reproductive system. However, the predicted impact of air quality is within the specified limits till the end of project life.

The increased noise levels may cause effect on the movement of wild life in close vicinity of project route. This over a long period will result into change of mitigatory paths of the animals and adverse impacts on their health.

The improved road conditions in the forest stretches may result into higher operative speeds. This may result into vehicles resulting into an accident specially during night time.

The improved road will provide a good access to the public which may result into increased poaching and hunting.

The mitigation measures for the above sited impacts have been elaborated in EMP of Bahraich - Khutar route ESMP maintenance corridors and in the next chapter.

8.3.8 HUMAN USE VALUES

Land Acquisition

Public Works Department owns land width from 20 m to 52.5 m through out the project roads. The availability of average ROW and proposed design requirements are given below in Table 8.16

Table 8.16: Available ROW Visa Vis Carriageway

Route No. Route i Carriageway Requirement Average ROW Available ______,__ (mn) i(m) 3 i Pilibhit- Khutar 1 12: 52.5 4B Bangarmau-Lucknow 12 21.5 6 Sitapur- Bahraich 12 27.5 7B i Azarmgarh-Phephana . 12 20.0 I OB Gorakhpur -Shahgani 12 20.0 I I Moradabad - Bazpur 12 52.5 16 Deoria -Ballia 12 25.0

Land acquisition envisaged in Phase II is for the following:

Table 8.17: Land Acquisition Requirement in Phase II.

Item Land Acquisition (Ha) Ahiraulilypass 15 .165 Budhapur Bypass I 37.395 Gaura Badshpar I 5ypas§ l Bangnau Byapss I 8.33 Intersection and Sharp Details covered under Curve improvements etc ! RAP

Loss of Private Properties

In the project widening is to be done only within the RoW, therefore, the only properties that need to be acquired belong to squatters/encroachers that have come up on

Government of Uttar Pradesh, Public Works Department, Lucknow, India 191 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) December 2003 DHV Consultants BV PWD land. Most of the structures are safety risks- for the road users as well as residents in case of accidents. It is to be noted that the entire RoW is not being cleared to limit the extent of impact of the project. The structures being removed are only within the Col. The owners of these properties will face uncertainties and possibly hardships compensation. until the as specified in the RAP. is paid to them. Table 8.18 gives impact of upgradation on private properties.

Table 8.18: Impact on Private Properties along upgradaiion routes In Phase ll of UPSRP Residential cum! Residential Commercial !Commercial bthers Total Route ! ____I_i_i I Pilibhit-Khutar j 3 1 (3) !31 3,31 ll87! 105 cknow- Bangarmau (4) 1103 3871 144 23 687 itapur-Bahraich i i 1291 151S 155j 127 1929 Szmgarh- T hephana r (7B) : 851 397 35 24 541 orakhpur- hahganj (IOA) 186 1080 1494 696 2111 oradabad- azpur 1I 27i 455. 6S 3S 58 Deoria-Ballia 16 I 64 452 . 1i 4S 57 otal 627 4376 570 964 6537 Intersections Bhoganipur(14) O 31. 1! 0 50 Ghatampur(14) 3. 149~ 121 0 164 Chaudgramode(l j 4) - 22 72 15 0 89 Katra(7A) 10 76 32 0 118 Katra (4A) 0 46 Ii o 47 Total 15 374 79 0 468 Bvp asses ,: i Bhudanpur (I OA)I 51 Total I 473

Highway Amenity and facIlities

A number of facilities important for the residents of roadside settlements exist along the edge of the existing road. Of these, the public amenties likely to be affected are given in Table 8.19.

Table 8.19: Amenities and Public Facilities Affected along Phase II Routes

ROUTES ______Comnmunity Properties - 1 ROUTES _ IOA 1 1 7B| 6 : 3 ! 161 4B 'Total Hand pump 227 501 78 101 I 21 I 88 73 638 Police Station 2 3 !0 2 5 21 0 14 Inter /Girl's College I ojol 0 0 21,0 3 Tube well ! 5 0 | b 0°0 6 Well 1 1 0 71 1 0112 21 48

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Conmmunity Properties ROUTES IOA 11;7B6 6 3 16 4B Total Water Tap 5 2 0 I 0 I 1 10 School 5 0 0 1 0 2 !, 9 Tem lePlot I 0 I 0 I o 0 O f I Pond 41 0] 2 0 | 0 1|0 6 Water-Tank! XI ° I°o ! o ° ! o i o I Petrol_ Pump_°_ _ I 1 0 1 0 1 1 0 4 ! o0ospital o0_!7 0 0 0 Statue 0o 0 i01 I 0 I 0 2 _ _ __Stop __ 0 0i 0 0 8 0 1 0 8 Total ______1 258 156 1 871 109 35 109 96 750

Change in land use

The development due to the Project will induce a changes in the land use along the corridor. Change in land use will be sparked off as a result of land speculation. The road, which is flanked by agricultural fields, is vulnerable to land-use succession. Industrialisation of fringe areas of cities is also a possible impact of a road development scheme. The availability of cheap labour and easy access to markets in the urban areas will make roadside areas quite an incentive for the industrialist.

Reduced transportation costs and availability of high-speed transportation facilities for raw materials and products will be the most important advantage of the improved road. The mushrooming of industrial areas on roadside will mean that the use of whatever infrastructure facilities that may be available will preferentially go to the 'deep pockets' of the industry. This will further strain these almost non-existent services. In addition, in case of polluting industries, the environment will directly suffer if control measures are not in place.

Though not directly falling within the project's remit, the feedback from the proponents (UPPWD) to the civil authorities (Municipal Corporations, etc.) to implement appropriate planning restrictions so that the road does not become the only magnet in the area can be a great help to avoid the pitfalls like congestion, over-use of the road and under-development of the areas, which are further away from the road itself. In case, it is envisaged that ribbon development will occur in certain areas, provision can be made for providing access/service roads to ensure that properties in the interior too can benefit from the better access available through the improved highway.

Land Speculation

Better connectivity will also mean that the value of roadside properties will rise almost overnight. The encroachment onto the RoW for the road to cash in on this opportunity is an almost universal occurrence, to varying degrees. The lure of business from road users is usually the main magnet. Encroachment will mean that the future expansion/widening of the road scheme will be problematic and the issues related with easement and eviction will become a real challenge for the UPPWD that is already stretched to the limit.

Strict planning laws in conjunction with continuous unbiased monitoring of the development are the only proven strategies against such illegal activities. However. this

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 193 Consultants (PCC) Services for Uttar Pradesis State Roads Project Environmental Assessnment (Phase 11) December 2003 DH \1 Consultants 8 V is beyond the jurisdiction of the UPPWD and therefore will require co-ordination with relevant authorities on a regular basis.

Cropping Pattern and Crop Productivity The proposed project is likely to bring in its wake, industrialisation and use. This translates change in land into change of land currently under agriculture to more use. It is envisaged commercial that due to this proposed change, the crop productivity agricultural belt in the immediately adjoining the RoW shall decrease. This envisaged only impact is to be valid for the agricultural land immediate to the RoW. the spatial impact Although is likely to be insignificant, the impact will be irreversible in nature. Exploitation of Resource base

Development of a road in areas previously not easily accessible can work like edged sword a double- for the environmental resources in the area. While the road potential would unlock value in the area, stimulate growth and make the environment the hospitable, at same time, the rapid depletion of natural resources is also possible. Development of such vital infrastructure will lead to over exploitation environmental of the resources (e.g. too much groundwater pumping. indiscriminate wastewater disposal. etc.). While the medium term impacts may not be large enough to be noticed. the long-term implications of such depletion are potentially disastrous. The severe depletion of ground water resources in certain areas are likely if expanded urban the areas continue to use bore wells for their domestic water supply. Safety

The concern for safety stems from the proposals for faster vehicular movement along the highways. Though speedy travel is one of the objectives of the project, it also increases the intensity of loss in case of an accident. The project has identified 'black spots' where accidents are most likely and adequate measures are provided in design to reduce the risks. 8.4 Archaeological/Protected Monuments And Other Cultural Properties There are two numbers old Gates at Maharaiganj and Mianganj on route 4B. In addition to above two gates one bridge on Sai river on the Bangarmau-Lucknow is also of archaeological route importance. But none of these have been declared protected monuments by the Archaeological survey of India.

&4.1 ARCHAEOLOGICAL PROTECTED MONUMENTS

None of the protected monument likely to be impacted by upgradation routes of Phase 11.Due to proposed widening gate at Maharaj ganj will be demolished due to its very old condition. However gate at Hasanganj (Mian ganj) will be repaired. The details of rehabilitation of temple and mosque (at chinage 32.00 on route 4B) and these gates are covered in RAP document.

&4.2 OTHER CULTURAL PROPERTIES

There are a number of other shrines/temples/mosques/structures, which are important in a local perspective. For the local populations, these are focal points of a number of activities of their daily/normal life. The table below 8.20 lists various such structures being impacted along the Phase-Il up-gradation routes. Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 194 Consultants (PCC) Services for Uttar Pradesh State Roads Project December 2003

Table 8.20: Summary of cultural properties impacted In Phase-lI upgradatlon routes Description Route-3 Route4B Route-6 Route-7B Route IOA | Route 11 Route 16 Total Ternples/Shrines 6 15 11 13 19 6 12 82 Garan)2yard 0 0 0 01 1 3 Mazar _ _ i01 06 0 _ 0 l 0 0 1O Mosque 0 l -0 0 l 1- I 0 Statue 0 0 1 0 0 0 I 02 Relocatlon of Cultural Assets

Pre Construction Stage

Cultural properties lying in the high impact zone are most susceptible to impacts due to pre construction and construction activities. Clearing of the site during movement of road construction machinery will require a belt of about 4-5nt from the edge of the carriageway, which is likely to impact cultural properties especially lying in the high impact zone. Pre-Construction could also involve cutting down of sacred trees if they are located in the Col.

Shrines and Sacred Structures will be subjected to varying degree of impact depending upon their placement in the RoW. Structures, which are close to the proposed carriageway, shall need relocation.

ConstructionStage

Construction Stage. which involves not only the actual road construction process, also allied activities but such as movement of heavy road machinery, haul vehicles well. These heavy etc as vehicles need a belt of about 5m on the roadside for movement. Also, mixing etc activities need space along the road edge. All similar activities are likely to damage religious structures located in the RoW, especially shrines which are not always in the line of sight.

Operation Stage

Traffic Volumes and vehicles speeds are bound to increase after the proposed widening. As the widening could mean curtailing of the of access way of religious properties, shrines and other religious structures in the RoW / Col are likely to be exposed to collision risk especially during night. One of the adverse impacts of the road rehabilitation project on the cultural property located along the road edge is increased risk of damage to the property due to likely vehicular collision. Loss/ Disruption of Access

Pre Construction

One of the impacts of road construction, which is also a subset of the above interrupted impacts, is access to the cultural property. There are chances that users property of the cultural may face difficulty in accessing the property during the construction. period of pre- Increased frequency of movement of haul vehicles may obstruct to the cultural access properties located in the RoW. This impact is however short term. Constructlon Stage

Loss of Access is likely to be severe during the construction period, due to movement of

Government of Uttar Pradesh, Public Works Department, Lucknow, India Project Co-ordinating 195 Consultants (PCC) Services for Uttar Pradesh State Roads Project LzlUsroflfllsentai A.ssessllLent (nase 11) December 2003 on V tLoljbui&a4lLb X construction machinery, construction and labour camps or setting up of borrow areas, setting up of service stations etc.

Operation Stage

Loss/Disruption of Access is envisaged in cases of land acquisition or severance of land. In case of the proposed road widening. the road widening may take up part or whole of the approach to the property thus making it vulnerable in terms of its safety or accessing it. 8.5 Social Impacts

&&1 PROJECT DISPLACED POPULATION

The encroachers and squatters that shall have to be displaced from the Col due to the project are given in Tables 8.21 and Table 8.22.

Table 8.21: Project Displaced population

Route _ No. of PAPs I No. of PDFs 3 362 21 4B T __ 2136 165 6 6324 _ _ 153 7B 1838 107 10 7852 651 _ 11 _ i___ 2128 i 50 16 2055 114 __ Total _ 22695 I 1261 B=ypaseA ___._ _----! ...... i____._- Gaura bad_hahpur 829 0 Bangarmau 283 _0_ _ __ Budhanpur 5270 0 Ahiraula 1975 ! 0 Total _ L---- 8357 0 _nt_rsectlons _ ...... Chsudau a Mode SH4) = 107_ 8 Chaudagara Mode NH 14 171 11 Bomur (14) _ - 42__7 1 23 _____.4. Ghatampur NH (14 71 6 Ghatampur Lef SH 248 1 15 GhatampurRitSHS 266 17 Katra_NH(4A) 8 2 L ___ 7 Katra SH (4A) 94 8 Katraa Ni (7_ 272 _ 14 Katra SH (7A)__ 135 L___ 9 Total 1873 118

The displaced families and displaced population in each land use category of residential and commercial is given in Table 8.22 while Table 8-23 details out the impacts on the groups identified as vulnerable as part of the UPSRP II.

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Table 8.22: Distrlbutlon of PAPFs and PDFs by type of affect Type ofLoss Affect Type Resddential ommerclal L-L+Comm 10thers otal Azazngarh to Phephna Displaced 1 95 4 31 10' PAF 8S 391 3 331 541 Deoria to Ballia Displaced I ol A II PAF ,611 4431 1 5S| 577 Ghorakhpur to Sha na Displaced 431 484j 331 91L 651

176 10691 155 711 2111 Lucknow to Bangarm u Displaced 1541 1 1 t 165

124 371 135 53 68 Moradabad to Bazpur slmaced 0i 3S| 121 ol 5 PAF 24 459 69 341 588 Philibit to Khutar Displaced 31 I|1- ol 21 PAF 4 8S 31 121 10! ltapur- Baharaich isplaced 38 17a 56 PAF 129 1216 405 179 1929

INTER1EC11OS Residential Commercial IResl + Comm. Others Total Chaudgra mode (14) Displaced 18 1 PAF 19 2 65 | 11 Bhoganlpur(14) 0 78 Displaced 18 5 PAF 23 91 T 58 149 Ghatampur (14) Displaced 37 | I PAF 38 3 181 I 15 Kaira (4A) 199 Displaced IS PAF IS 0 51 1 Katra (7A) 52 Displaced 22 1 23 PAF _10 73 31 114 Note: Partial: Loss less than 10%; Adverse: Loss between 10 to 25%; Displaced: Loss more 25% than

Government of Uttar Pradesh, Public Works Department, Lsucknow, India Project Co-ordinating Consultants 197 (PCC) Services for Uttar Pradesh State Roads Project December 2003 Table 8.23: Impacf on vulnerable population Route ]Status Residential fCommnercialJResidentialOthers Total +Commereial WHH 0 1 0 0 1 3 SC 2 7 0 0 9 ST -- [ -0 0 0 BPL 12 [ 20 0 8 40 Subtotal 14 28 0 8 50 ]WHH 10 [ is I1 3 39 SC 3 14 2 0 19 4B [ST 0 [ 0 0 0 0 BPL 20 49 43 8 120

______Sub total 33 78 -~56 151 178 WHH 0 [ 34_3 _____42 6 SC 3 31 4 6 44 ST 33 2 0 0 35

~BPL 13 103 12 8 ___137 Sub total 4917 91925 WHiH 4 11 0 0 15 [SC __ 12 2 5079 7B [ST ____I 0 1 0 0 !BPL L 26 63 10 3 102 Subtotal 2 8 137 15 3 197 WI-H 4 19 -[ 3 16 42 SC __- 25 60 6 02 93 IOA [ST I [ I 0 0 2 BPL 46 134 35 30 245 Subtotal : 76 I 214 44 48 382

-WHH ~ Ii _ 1.0__ 1 0 -1- 2 [SC I 3 2 1

[ST ___ 00000 BPL ~~8 8 11 0 2 Sub total 10 21 14 1 46

1 6 WHH _ 2 13 0 1 116

ST - I I 0 0 - j 2 BLj 180 150 31 16 377 Sub total 190 168 34 20 412 i Total 400 816 i 182 110 1152 Intersections Bhognipur JWHH [ 0 2 0 0 2 ~SC 10 10 2 0 [2 ST 0 0 0 0 0 BPL 0 45 5 0 50

____ 47[ 7 ______~~~~~~~~05

Government of UJttarPradesh, Public Works Department, Lucknow, India 198 ProjectCo-ordinating Consultants (PCC) Services for UttarPradesh State Roads Project Environmental Assessment (Plhase 11) December 2003

Route Status Residential ComLmercial I+RnsidentlalOthers Total Ghatampur jWHH 0 ] 5 1 0 6 ______SC 0 2 0 0 2

BPL 0 130 0 0 30 :ub total I 0 07 0 38 Chaudagara WHH 0 1 2 2 0 4 - ~~~~C1 2 1 0 4 ST ~~~0 1 0 0 0 ______BPL - 2 12 2 0 12 Sub total 3 125 0 20 Route 7 WHH 1 3 4 0 9 _Interse tions _ _ _ _ I______

SC 0 4 ~~~~~~~0 0 4 ST 0 0 ~~~~~~~0 0 0 IBPL 4 14 2 0 20 Sub total 6 1 21 6 0 33 Route 4 - ______- ______Intersections WH-H } 0- 1 0 0 SC T 0 0 0 0 0 ST J 0 I 0 0 0 0 BPL 0 8 0 0 8 total __iSub 09 0 ___ __9 - Bypasses WIHH 10 0 0 1] 11 ___ 0 1 0 0 1 ST 0 0 0 0 0 !BPL 0 0 0 25 25 ______Sub total 0 0 0 37 3

SC 0 00 235 235

ST 0 0 0 0 0 BP__ 0 1 J 0 35 - 36- .1Subtotal 0 1 0 28'6 1 f 2'8'7 'Gaura b-adSh-al 19 - 0 19 j 19 SC 0 0 0 3 3 ~- ST 0 0 ____0 0 - I~~~BPL -0 0 0 64 64 ISub total 0 0 0 86 86 -

Impact on Community Resources The impacts of the proposed upgradation will not just be on private properties. Some properties used by the several roadside residents in the area are also likely to be impacted. Though the extent of impact may vary, the focal communities may feel quite unhappy about the loss.

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 199 Project Co-ordinating Consultants (PCC) Services for UJttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Table 8.24: Community properties impacted along upgradation routes in phase II of UPSRP

Route Routes

. 3 4B 1 6 7B 10 11 16 Wells 0 21 1 1 7 0 12 Handpumps 21 73 101 78 j 227 50 88 Total 21 94 j 102 1 85 1 234 i 50 I 100

8.6 Induced Impacts The impacts of the proposed project will not be limited to the direct impacts discussed above. There are several areas where the project will provide improved access following the up-gradation and widening. In ecologically sensitive areas, this may prove to be a major sticking point.

Other instances of occurrence of induced impacts would be more widespread, if not as spectacular. The cutting of trees on the edge of the pavements can increase the rate of erosion, which though not of immediate concern in the vicinity of the road itself, can become critical in case of the increased sediment load is discharged into a watercourse. If the increased sediment finds its way to a river where fisheries are important, or where water is abstracted for domestic use, the increased sediment load would be quite a big problem.

8.7 Impacts Due to Delayed Construction of Bypass Along Phase I Route

Two bypasses namely Bangarmau and Gaura Badshahpur will be constructed after construction of the routes. The delayed construction will have increased traffic, noise and air pollution. The increased traffic may cause accidents with the construction vehicles.

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9 MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES

The chapter details out the measures incorporated during the project preparation stage to avoid and mitigate adverse impacts on the various environmental components. The enhancement measures envisaged to increase the acceptance of the project by the host populations are also described. The final section describes the management plans for the implementation of the environmental provisions during and after construction.

9.1 Approach to Mitigation Measures

People have long inhabited land that is now known as Uttar Pradesh over the millennia owing to the proximity to perennial rivers-the Ganga, the Yamuna and their tributaries. Therefore, it is only logical that the roads being improved have a number of important components valued by people living near the road as well as away from it. As has already been discussed at length in previous chapters. the development of roads in the area will have certain negative impacts on these components, during pre-construction, construction and operation stages of the project. Though conscious efforts have been made to minimise the impacts of environmental and social components, certain adverse impacts have been inevitable.

The development of mitigation as well as avoidance of adverse impacts of the proposed road development has been an iterative process. There has been continued interaction between the design and environmental teams to arrive at measures acceptable to both sides. The avoidance and mitigation of negative impacts involve reduction in magnitude of the adverse impacts during various stages of the project through: * Alterations during design. site clearance, construction and operation stages of the road project to avoid adverse impacts; and * Additional mitigation measures for unavoidable negative impacts on the environmental components.

These measures were incorporated into the various stages of the project. Based on their applicability, both general and case specific measures were incorporated as follows:

Standard: The 'Standard designs' of various road sections, were arrived at after detailed deliberations between the Highway Design and the Environment teams.

General measures: To avoid or mitigate impacts on environmental components, general mitigation measures were identified based on the characteristic features.

Generic: For vanous typologies, enhancement designs have been prepared at a generic level so that they could be applied to locations selected by the Engineer in consultation with the PIU for implementation.

The selection of the alignment and the designing of the project corridor were seen as a two-way process between the design and the environment teams. In-depth investigations on the site have been carried out so that encroachments onto the environmental resources are effectively avoided, and the alignment,selected is the environmentally best-fit alignment alternative. The approach to arrive at various mitigation measures is an interactive exercise and interdisciplinary involving expert advice from all the fields of highway design. This was done by closely interacting with the highway design team and appraising them of environmental repercussions of the alignment in later stages of the project.

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The avoidance of adverse impacts on roadside sensitive receptors has been the first preference of the environmental team. The environmental team was in constant touch with the design team and measures incorporated in the design including avoidance of structures by their inclusion in soft shoulders. The following sub sections detail the mitigation measures adopted in the Phase II to minimize the adverse impacts envisaged due to the project. 9.2 Avoidance and MitFgation Measures

The avoidance and mitigation measures are discussed in the same order as impacts identified in Chapter 8 where impacts have been assessed for each of the environmental components.

9.21 METEOROLOGICAL PARAMETERS

Avoidance measures, as the minimising of the number of trees to be cut etc, have been worked out as part of the design finalisation. Out of seven routes under Phase II programme W2 option has been adopted for 5 routes. This option will help retaining mainly giant trees at the toe line of the road. However, there will be a significant tree felling due to the project. Though no change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project, the microclimate is likely to be temporarily modified by vegetation removal, loss of roadside plantations and the addition of increased pavement surface.

Compensatory afforestation, planting along the median and landscaping proposed shall help in restoring the green cover along the corridor. This will be co-ordinated with the Forest Department which is already in the middle of promoting increase in green cover of Uttar Pradesh through 'Operation Green'.

9.22 SOIL

Conservation of Productive Lands

Design Stage

The alignment has been selected to minimise acquisition of productive agricultural land, as a major length of the corridor falls within the fertile plains. In the selection of borrow areas for the project, productive agricultural areas hove been avoided for borrowing of materials (See sub-section on borrow areas). In the Phase II land acquisition is envisaged for intersections of project routes with NH, other state highways, approaches of bridges, sharp curves improvements, etc.

Traffic detours, temporary diversions required during construction have been chosen so as to avoid or minimise temporary acquisition of productive agricultural lands. Construction Stage

Wherever unavoidable and in areas where acquisition of productive land occurs, along bypasses, bridge approaches, intersection with NH, traffic detours, sharp curve improvements, construction camps, all areas of cutting, borrow areas in productive lands and all areas to be permanently covered, the top soil will bbe stripped to a specified depth of 150 mm and stored in stockpiles of height not exceeding 2m. The stockpiling will be done in slopes of 2:1, to reduce surface runoff and enhance percolation through the mass of stored soil.

The stored topsoil will be spread back to maintain the physico-chemical and biological activity of the soil. The stored topsoil will be utilized for:

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* Covering all disturbed areas including for the redevelopment of borrow areas; * Top dressing of the road embankments and fill slopes; * Filling up of tree pits. proposed as part of compensatory afforestation; and * To prevent any compaction of soil in the adjoining productive lands, the movement of construction vehicles, machinery and equipment will be restricted to Col. Operation Stage

The improved access as a result of UPSRP-11 has the potential to induce land use changes along the corridor and can result in the conversion of the existing agricultural lands to other landuses such as industrial or commercial. To avoid the successive landuses along highway, landuse regulation controls have to be adopted. This calls for inter-agency co-ordination with local authorities for implementation of development controls.

Soil Erosion

The problem of soil erosion is likely to be more pronounced during the construction stage along bridge-end fills, over steep banks and embankment slopes. Soil erosion results in the loss of soil cover, slope stability and addition of sediment loading to drainage channels.

Design Stage

The slope of the road embankment has been fixed at 1:2 to 1:3, which is fairly stable and reduces the possibilities of slope failures. To check soil erosion on critical road embankment slopes turfing with grasses and shrubs will be carried out, in accordance with the recommended practice for treatment of embankment slopes for erosion control. IRC: 56-1974. Table 9.1 gives locations where turfing is adopted in design. These are the locations where the existing cross drainage structure is to be replaced by the new ones for the reason of inadequate width or weak structure.

If the slope is steeper than 1:2, stone pitching will be carried out. Stones will be fixed on slopes by gentle hammering. A P.C.C. anchor will be provided at the base, which will prevent sliding of stones on slope. The gaps between adjacent stones allow grass to grow which will hold the soil firmly together (See Fig. 9.1).

To check the slope stobilisation of POIGH CUBICSTONES or 25 CM NOMINALSIZE the borrow pits adjacent HANDPITCHED ON THE SLOPES to the INTERSTICESFILLED UP WITH SPALLSANO SOIL,CRASS PLANIED IN THE INTERSTICES embankment, the depth of the pit will be so regulated that the bottom edge of pit shall not intersect the imaginary line of slope 1:4 drawn from the top edge of the nearest embankment. To avoid embankment slippage and erosion, borrow pits shall not be dug continuously. The stone pitching will be done only at

approaches of five major bridges STO PITCHNCOF SinPr SURrACF planned. The details of this pitching are covered in EA of major bridges in separate cover.

Fig. 9.1: Stone PItching for Embankment slopes steeper than 1:2

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Table 9.1 Locations where slope protectlon in the form of Turfing needs to be provided

Route Locaflons wh-re slop. Protecflon Is Propos-d In Design (Chainaig.e c 3 30.900, 32.00 4B 26.550, 19.150, 19.100 6 84.600, 77.300. 60.700. 51.700, 34.720, 34.30. 22.90. 17.9. 12.20 7B None 10 13.400,17.200, 28.22 (MDR-49); 222.450 (SH-34) 11 26.200. 33.200, 37.900. 25.250 (MDR-65). 38.80. 4 1.(MDR-49) 16 None

Construction Stage Impacts perceived in the construction stage due to soil erosion are mainly at the construction sites of bridges / high embankments and along the edges of the diversion channels.

Severe erosion of earth slopes is usually caused by a concentration of storm water flowing from the roadway section or from the area at the top of cut slopes down unprotected embankments or other slopes. Preventing concentration of water in these critical areas is essential. Channels, ditches. berms, or shoulder dikes for diverting water to satisfactory outfalls should be constructed at appropriate locations early in the construction of the project. Rainfall on cut and fill slopes will cause erosion to varying degrees, depending on the intensity of rainfall, the type of soil, the degree of slope, the length of the exposed surface, the climatic exposure, and the effectiveness of the vegetative or other protective cover. Benches or terraces, enclosed drainage systems, or the mulching or covering of the soil with various materials may be required to reduce slope erosion - especially while constructing high embankments. Borrowing of Earth

Design Stage

For borrowing of earth for the project, several borrow area locations have been identified and recommended.

Certain precautions have to be taken to restrict unauthorised borrowing by the contractor.

No borrow area shall be opened without permission of the Engineer. The borrowing shall not be carried out in cultivable lands, unless and until, it shall be agreed upon by the Engineer that there is no suitable uncultivable land in the vicinity for borrowing, or there are private land owners willing to allow borrowing on their fields. It will be ensured by the contractor that, there will be no loss of productive soil and the requisite environmental considerations are met with. Location of source of supply of material for embankment or sub-grade and the procedure for excavation or transport of material shall be in compliance with the environmental requirements of the MoEF, MoST and as specified in IRC: 10-1961. Redevelopment of the identified borrow areas worked out, as part of the project will be implemented to mitigate the impacts.

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To avoid any embankment slippages, the borrow areas will not be dug continuously. In case borrow areas other than specified are selected, the size and shape of borrow will be decided by pits the Supervision Consultant. Borrowing of earth shall be carried out locations recommended at as per IRC: 10-1961 whose salient features are described below:

Non-Cultivable lands: Borrowing of earth will be carried out upto a depth the of 1.0 m from

existing ground level. Borrowing of earth shall not be done continuously. Ridges of not less than 8m width shall be left at intervals not exceeding 300 m. Small drains shall be cut through the ridges, if necessary, to facilitate drainage. Borrow pits shall have slopes not steeper than 1 vertical in 4 horizontal. Public or Private agricultural lands: Borrowing of earth shall not be carried out on productive lands. However, in the event of borrowing from productive lands, topsoil shall be preserved in stockpiles. A 150mm layer of the top soil shall be stripped off from the area designated for borrowing and it shall be stored in stock piles in a designated area for height not exceeding 2m and side slopes not steeper than 1:2. At such locations, the depth of borrow pits shall not exceed 45 cm and it may be dug depth out to a of not more than 30 cm after stripping the 15 cm top soil aside. Borrow pits on the riverside: The borrow pit should be located not less than 15m from the toe of the bank, distance depending on the magnitude and duration of withstood. flood to be

Precautionary measures like the covering of vehicles will be taken to avoid spillage during transport of borrow materials. To ensure that the spills likely to result from the transport of borrow and quarry materials do not impact the settlements, it will be ensured that the excavation and carrying of earth will be done during day time The unpaved only. surfaces used for the haulage of borrow materials will properly. be maintained

The contractor shall evolve site-specific redevelopment plans for each borrow area location, which shall be implemented after the approval of the Supervision Consultant. Quarries

Design Stage

As part of the project preparation process. an evaluation of all existing quarries the corridor along has been carried out and the status in terms of the suitability of material the quarry and their legal status assessed. A recommended list of such operationalised. licensed quarries have been provided in the baseline description. Construction Stage

If the contractors decide to use quarries not in the recommended list, they would require obtaining clearance from mines department and State Pollution Control Board. The EMPs have incorporated requirements that the contractor will have to fulfil before materials can be procured from quarries and crushers. These include verification of availability, currently valid permissions from regulators for both operations. To offset any

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possibility of spillage of quarry materials due to transport proper precautionary measures as the covering of vehicles carrying materials shall be carried out. Operation Stage

The UPPWD in association with the State PCBs shall carry out the monitoring of the redevelopment of the quarries so as to ensure that the redevelopment plan has been carried out as laid down in the conditions of UPSPCB clearance

Contamination of soil from fuel and lubricants

With an increase in the traffic volume, the contamination of the soil adjacent to the highway is likely, even though the effect due to this will be very localised. Construction Stage

At the various construction sites, the vehicles and equipment will be maintained and refuelled in such a fashion that oil/diesel spillage does not contaminate the soil. It will be ensured that the fuel storage and refuelling sites are kept away from drainage channels and important water bodies. At the wash down and refuelling areas, "oil interceptors" as shown in Fig 9.2 shall be provided. All spills and petroleum products shall be disposed off in accordance to the UPSPCB Guidelines. Fuel storage and fuelling areas will be located at least 500 m from all cross drainage structures and significant water bodies.

In all fuel storage and refuelling areas located on agricultural lands or productive lands, the topsoil preservation shall be carried out.

Operation Stage

Probability of contamination of soil being only from the road runoff, which is directed into nearest water bodies through well-designed drains and oil/grease separators, no impact on the soil during operation stage except in case of accidents, is anticipated. Since there is very little the project it self can do to prevent deposition of Lead along the roadside, monitoring of soil quality shall be carried out as recommended in the individual EMPs. If values increase dramatically, the local health authorities should be advised of the same and all assistance should be provided to them to reduce threat to road side dwellers. But consultant feel that lead content is not going to increase as lead free Gasoline isbeing made available by Government of India.

Contamination of soil from Construction wastes and quarry materials Design Stage

Cut and fill areas have been designed to be balanced. Therefore, the generation of spoil materials has been minimized.

Construction Stage

It will be required that the cut and fill works are carried out strictly in accordance to the design drawings. Earth, if required, will be dumped in selected area approved by the Supervision Consultant. The spoils can be used to reclaim borrow pits and quarries, low- lying areas in barren lands and in settlements along the project corridors. All spoils will be disposed off and the site will be fully cleaned before handing over. The construction wastes will be dumped in selected pits, developed on infertile land. Non-bituminous wastes from construction activities will be dumped in borrow pits and covered with a

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layer of the conserved topsoil. Bituminous wastes will be disposed off in a dumping site approved by the Supervision Consultant.

9.23 WATER RESOURCES

Surface water bodies and other water resources Design Stage

The impacts on ponds and other surface water bodies have been avoided by suitable design modifications. At locations where the encroachment onto the ponds and surface water bodies was necessitated due to other engineering and social concems, the loss due to the project has been compensated for. The typical enhancement designs have been contemplated for various pond locations that offer scope for mitigation as well as environmental enhancements.

Construction Stage

The mitigation measures provided could be discussed in relation with the extent of impact on a water body. The excavation for replacement of water bodies that are entirely lost due to the project will be carried out at the closest possible location with respect to the original water body. Part filling of existing water bodies, shall be compensated for by the excavation of an equal volume of earth from elsewhere of the water body. When the excavation is undertaken in the wet area of the water body, the banks will be protected, such that the r * r "slopes are not steeper than 1 vertical to 2 I _ ...... -.horizontal.

There are ponds whose storage capacity is not being impacted but the embankment is being cut across. In such cases, .- T: " - reconstruction of earthen embankment with turfing/pitching or construction of . r:^ | _ retaining wall will be taken up.

n . d* s . "= The contractor shall carry out

X I ~ ~ - w u XtI >_g .of.enhancement the various surface water

.jl.:._ . _ 1I l . . ". . bodies in accordance to the drawings E 3 , .X , . ., specified: .: F. _' _ in. 11!the individual EMPs. Enhancement details of selected ponds Fig. 9.2: Combined are explained in the next section. Sedimentation and Oil/Grease Operation Stage

Future development that may involve the filling up of water bodies, or adversely impact the water quality of these resources shall be discouraged. As part of the monitoring plan, water quality monitoring of various surface water bodies have been proposed at several locations along the highway. All the road runoff shall be passed through oil and grease traps to avoid contamination of water bodies.

The technique for the separation of oil and water is gravity separatidn. Fig. 9.2 gives design of an arrangement for combined sediment and oil and grease separator. Enough detention time is provided for run-off to allow silt to settle and oil/grease to float on to the surface. Other techniques such as emulsification, acid cracking and biodegradation of oil have been considered but rejected because they are suitable for high concentrations of oil and require much greater control / supervision over the

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process. Water bodies identified for providing oil receptors in phase 11are summarised in table 9.2.

Table 9.2 Water bodies identified for prov iding oil cum sediment tra ps along Phase-l1 routes (Rivers and Water Bodies) Si. No. Type of Water Body IExisting Chainage Left/Right of road ______(k ______- Route 3: Pilibhit - Puranpur - Khutar 01 I Sadda River i5.25 ILeft and Right 02 Canal I 9.9 Left and Right- 03 I Katna River 16.4 Left and R1ght 04 i Mala_River 19.20 I Left and Right 05 Canal 24.60 iLeftand Right 06 Sakaria River 27.500 Left and Right 07 Khannot River _ 29.700 _ L an Right 08 Sarda Canal Hardoi Branch 30.900 Left and Right 09 Sarda Canal Hardoi Sub Branch 44.500 Left and Ri_ht 10 Gomti River 33.300 j Left and Right 11 Ghai River 34.950 Left andRight 12 Juknai River 54.100 Left an t Route 48: Lucknow- Bangarmau 13 Sarda Canal Lucknow Branch ___ Lef_200t and Rik 14 Sai River 35.20 _Left and Right 15 !Sarda Canal Lucknow Branch 19.150 Left and Right 16 _ Sarda Canal Lucknow Branch __9__ 119100 Leftand Right Route 6: Sitapur- Biswan - Bahraich 1 Gona River ____ 79.500 Left and Right 18 I Sarda Canal Khiri Branch 1 77.300 Left and Right 19 _ Sarda Canal 63.800 Left andRight 20 Sarda Canal 63.900_ __ _ Left and Right 21 ! Sarda Canal 60.700 _ j Left and Right 22 Kewari River 48.900 Left and Right 23 j Gobrahia River 39.200 Left and Rgh 24 I Megha Saut/SarvuCanal 17.200 j LeftandRj Route 7B: Azamgaarh - Mau-Rasara - Ph_phana _ 3 50 _ _ t..R..__ 25 Tonse River 33.500 Lefhand Rigt 26 Choti Saryu River j 4.900 _ Left and Riht 27 Sarda Canal 331.35 Left and Right 28 Canal 334.200 j Left and Right 29 Canal |338.200 Left and Right__ 30 Canal 341.0ILeft I and Right Route 1OA: Gorakhpur - Shahganj - 0 La ___ _ Chatai River I 13.200 (MDR 49) Left and Right 31 1 _._- .. ._ 32 ___ I_ Aami river ._. ______13.400__ ._ (MDR 49) [ Left and Right 33 Kuano River 6400 (ODR) Leftand Right 34 I Choti Saryu 0.800 (DDR) ! Left and Right Sarda Sahayak Canal - 9.50 (MDR 97) Left and Right __35 ,_ _..__.______.1 ______...... _...... 36 Sarda Sahayak Canal I 9.60 (MDR 97) i Left and Right 37 Tonse River 16.4 (MDR 97) Left and Right 38 Maihai river I 21.80 (MDR 97) Left and Right 39 Canal _ 30.70 (MDR 97) Left and Right i 222.450 (SH 34) and Right 40 I KunwarNala__ Naa__ __j un ar ______Left______- Route 11: Sheesama Daroha - Manpur - Bazpur 41 Bihar Canal 37.9 (SH 41) Left and Right 42 Kosi River 139.60 (SH 41) Left and Right 43 JIGugha River ! 41.50 (MDR 49) JLeft and Right 44 JNaiya River L38.80 (MDR 49) Left and Right Route 16: Deoria - Salempur - Bhagalpur - Ballia

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Si. No. Type of Water Body Existing Leff/Right of road Chainage (km) _ 45 Gaurital Drain 194.50 (ODR) Left and Right Road Side Pond Route 3: Pllibhft - Puranpur - Khutar 01 I Roadside pond 39.400 Left and Right Route 4B: Lucknow - Bangarmau 02 Roadside pond I 56.000 (SH-40) Left Route 6: Sitapur - Bahraich 03 i Roadside pond 00SH-30) Right 04 i Roadside pond _ 78.375 (SH-30) Left 05 Roadside pond ___ 78.000 (SH-30) Left 06 _ Roadside pond _ i 76.000 (SH-30) i Left 07 i Roadside pond 67.638 i Left 08 Roadside pond 80.000 Left and Right 09 i Roadside pond 91.400 Left and Right Route 7B: Azamgarh - Mau - Rasara - Phephna 10 Roadside pond 291.600 (SH-34) Left 11 Roadside pond 328.200 (SH-34) Right 12 _ Roadside pond with temple 279.00 Left 13 Roadside pond with temple 363.00 Left 14 Roadside pond 325.613 Left 15 Roadside pond _ ___ 338.680 Right 16 Roadside pond 330.982 Right 17 Roadside pond 339.731 Left 18 Roadside pond 341.113 Right Route 1OA: Gorakhpur - Shahganj 19 Roadside water pool 20.075 (MDR- Left ______49) 20 Roadside pond 9.560 (MDR-49) Left 21 Roadside pond 26.300 (MDR- Left _____ 49) 22 Roadside pond 32.500 (MDR- Left ______i_ ____.______. _. __._ ...... 49) 23 Roadside pond 7.500 (MDR-97) Left 24 Roadside pond 12.300 (MDR- Right i 97) 25 Roadside pond 10.725 (MDR- . Left and Right ______. ___...... -s___ _ . _ _ .. _97)______26 Roadside pond __ 9.311 (MDR-97) Left 27 Roadside pond _ 9.903 (MDR-97) ! Left and Right 28 Roadside pond 15.276 (MDR- Left and Right ______~~~~~~97) 29 Roadside pond 17.492 (MDR- Left and Right !______-____ Ii______97) ___ _ 30 Roadside pond 22.092 (MDR- Left and Right i__ !______971 ! 31 Roadside pond 26.784 (MDR- Left and Right ______197) __ ._ Route 11: Sheeshoma - Dorcha - Manpur - Bazpur None Route 16: DeorIa - Salempur - Bhagaipur- Ballia

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Si. No. Type of Water Body Existing Chainage Left/Right of road ______(kmn) 32 Roadside pond 183.500 (SH-01) Left 33 Roadside pond 215.50 (SH-01) Right 34 Roadside pond 231.500 (SH-01) Right 35 Roadside pond 234.00 (SH-01) Right 36 Roadside pond 236.00 (SH-01) Right

Relocation of other water supply sources

Design Stage.

Conservation / Avoidance of water supply sources as tube wells, ponds, wells etc. have been worked out in the design of the alignment. However, at several locations, the impacting of these community resources has been unavoidable. Any source of community water (potable or otherwise), such as wells, ponds, tube-wells, and bore wells accidentally lost will be replaced immediately.

Pre-construction Stage

The relocation of these water supply sources, both private and community sources, shall be completed prior to the commencement of the construction by the contractor, in accordance to the utility and community assets relocation plan prepared for the project. To prevent any stress on the local water sources due to the relocation, the process of dismantling shall commence only after the provision of the water supply source at the relocation site is agreed upon by the community.

Drainage

Design Stage

To ensure efficient cross-drainage and to prevent water logging along the sides, adequate size and number of cross-drainage structures have been provided. All cross-drainage structures have been designed to handle a 50-year peak flood level. Along the settlements, as part of the engineering design, provision has been made for drainage along the sides of road. The following table 9.3 details out the locations where additional culverts have been proposed as part of the project. Input to consultations at the local level, both formal during meetings and informal during surveys; have been incorporated into the project design to mitigate any potential adverse impacts.

Table 9.3: Additional culverts proposed as part of UPSRP-11 phase 11 upgradation S. No. i Chainage Size/Span (in m) I Type Route 3:Pilibhit - Puranpur - Khutar . I 1 34.030 Ix 0.6 m Hume Pipe 2 39.508 Ix 1.5 m RCC Slab 3 40.000 Ix 1.5 m RCC Slab 4 03.960 Ix 1.5 m RCC Slab Route 4B Lucknow -Asiwan Bangarmau 5-- -- __L___ 28.593 - Ix 0.6 mn Hume Pipe 6 1 _ 31.458 IxO.9m RCC Slab 7_ | 53.508 Ix O.6 m Hum PiE 74.950 lx 0.6 m i HumePipe 9 1 82.50 1 lx0.3.mm_i__ n Route 6: Sitapur - Biswan - Ghaghara - Ramuwapur - Tikora Mode 10 i 23.2000 1 x3.5 m RCC Slab 11 l 23.8000 Ix3.5 m * RCC Slab

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S. No. Chainage Size/Span (in m) |_ Tvpe 12 26.975 1x 4.0 m RCC Slab 13 27.2000 Ix 4.0m RCCSlab 14 36.590 2x 1.0 m Hume Pipe 15 50.010 Ix 4.0 m RCC Slab Route 7 B: Azamgarh - Mau -Rasara - Phephana 16 299.2000 Ix 3.0 m i RCC Slab 17 [ 299.700 Ix 3.0 m I RCC Slab Route 10 A: Shahganj -Ambari - Koyalsa - BeIghat -Gorakhpur - - - f S~__.hahp= A b ______S A gmbari-Kyla ______I______17 216.500 2 x 1.0 m Hume Pipe Ambari - Koyalsa _. __ __._____18 3.278 _____ Ix 1.0 RCC Slab Shankarpur - Kumaria Ghat j______- 19 9.800 I x 1.5 m RCC Slab Route 11: Sheeshama Doraha-Manpur-Bazpur_ No additional culvert planned ______Route 16: Ballia - Saleempur - Belthara - Deoria 20 22.010 Ix 1.0 m i RCC Slab

Construction Stage

The contractor will remove obstructions that may cause any temporary flooding of local drainage channels during construction. No spoil or construction material will be stored outside the proposed RoW or at places obstructing the natural drainage system. During field investigation, the out-falls of proposed drain were also located by the team comprising of environmental expert, social expert and drainage engineer in consultation with the local people. Generally, it is preferred to dispose the proposed drain into a natural stream or nalla flowing through the culvert or bridges.

Based upon the findings of field investigations supplemented with road inventory and cross drainage structures inventory, it has been decided that covered lined drain will be provided in the built-up areas. These drains are proposed to be constructed at the edge of the shoulder. In order to prevent the ingress of water into the soft shoulder, the area between the pavement edge and drain edge will be covered by a hard shoulder. The covered drain may be utilized for vehicle parking in built up area, resulting in unobstructed vehicular movement on the main carriageway. Above all, covered drains are more hygienic. Table 9.4 below gives the route-wise length of drains to be provided as part of the project.

Table 9.4: Provision for new drains i n phase 11of UPSRP-II S. Route i Drain Length (km) No. No. Route Left I Right Total 1 3 Pilibhit - Puranpur-Khutar 2.58 2.58 5.16 2 4B Bangarmau -Asiwan - Lucknow 5.83_ __5.83_ J 11.66 3 6 Sitapur-Biswan-Bahraich 6.8 6.8 13.6 4 7B Azamgarh- Mau - Rasara- Phephana 13.88 12.78 26.66 5 IOA Gokpur -16.6 [h5a70 2n30 6 11 Sheeshama- Doraha- Manpur- Bazpur Nil Nil Nil 7 i 16 Deoria-Salempur-Belthara-Ballia 4.2 I 6.1 10.30

In sections along watercourses, and locations close to cross-drainage channels, the contractor will ensure that earth; stone or any other construction material shall be disposed off immediately at the designated landfill site so as to avoid blocking the flow of water along those channels. Silt fencing shall be provided at construction sites in proximity of water bodies.

Government ofuttar Pradesh, Public Works Department, Lucknow, India 21 1 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 The silt fencing consists of geotextile (MIRAFI 140N or equal) with extremely small size supported by a wire-mesh mounted on a panel made up of angle frame. Modules of 625 mm each are designed to allow ease of handling and construction (Fig. 9.3). It is expected that a single person will be able to drive the angles 300 mm into the ground by pressing from the top. The frame will be installed at the edge of the water body along which construction is in progress. Silt fencing shall be-C- nD provided whenever construction is in progress. The wire-mesh will provide structural stability and the 25x25x3 mm angle section will act as posts for the silt fencing. The . number of such units to be installed can be decided depending upon the length of the water body along the side of the road construction. GL All necessary precautions will be taken to construct temporary or permanent devices to prevent inundation. Temporary drains for collection and disposal of runoff into natural drainage system will be constructed. The contractor will take all the necessary Fig. 9.3: Design of Silf fencing arrangement measures to prevent temporary or permanent flooding of the work site or any adjacent area.

Construction of Bridges

There will be construction of 13 major bridges. (exclusive of five major bridges planned on Ganga. Yamuna, Ghaghara and Sharda) having total span more than 60m along various project routes. The mitigatory measures to be adopted during construction are as follows: - Construction will be provided planned during summer season only - All slopes will be brick pitched - Silt fencing will be provided at base of embankment of entire water body - Siltation of soil into water bodies will be prevented. - All solid waste/ construction material will be properly disposed off from bridge site and - contractor will ensure that these are not disposed off in water body. - No oil or lubricant will be discharged from construction yard or machinery into water body. The above measures have been detailed in stand alone environmental management plan of various routes.

- Further for major bridges planned 2 on Ghaghara. in one each one Ganga. Yamuna and sharda a separate EA study is under progress and detailed EMPs will be prepared for each bridge.

Operation Stage

To maintain an efficient storm water flow, the roadside ditches will be cleaned regularly, especially prior to the monsoons. It is envisaged that the NGO employed by the UPPWD for R&R work will mobilise the local populations to create local maintenance/policing groups for maintaining the drains too.

Government of Uttar Pradesh. Public Works Department. Lucknow, India 212 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Procedure for selection of sites for construction camps

The contractor will identify potential sites based on requirement of land area, accessibility, distance from stretch under construction, surface water sources, settlements, etc. Consultations facilitated by local NGO will be held on site and the perceptions/aspirations of local villagers and other stakeholders will be recorded. The contractor will then select one site based on an aggregation of all these factors and conditions imposed upon him by the EMP (including minimum distance criteria) and forward the same for approval by the Supervision Consultant. The Contractor will confirm the registration of the land in the revenue records and provide evidence of the same to the SC for the selected site. The SC will approve the site after ascertaining that the Contractor has considered the views of the local people as well as satisfied all conditions of the EMP. A conceptual layout for the Construction Camp has been prepared and attached to each EMP. Further details regarding these camps are available from Chapter 17 of the RAP. As part of the EMP, monitoring of the construction camp sites has also been devised and formalised.

Prevention of Water Quality Degradation

Construction Stage

To avoid contamination of the various surface water bodies and drainage channels in the vicinity of the construction site, construction work close to the streams or other water bodies will be avoided, especially during monsoon period. All necessary precautions will be taken to construct temporary or permanent devices to prevent water pollution due to increased siltation and turbidity. All wastes arising from the project will be disposed off, as per SPCB norms, so as not to block the flow of water in the channels. The wastes will be collected, stored and taken to the approved disposal sites.

The vehicles and equipment will be properly maintained and refuelled, so as to avoid contamination of the water bodies and drainage channels from fuel and lubricants. The slopes of embankment leading to water bodies will be modified and re-channelised so that contaminants do not enter the water body. Oil and grease traps will be provided at fuelling locations, to prevent contamination of water.

The sewage system for construction camps will be properly designed and built so that no water pollution takes place to any water body or watercourse.

Since fly ash is proposed to be used as fill material in Bangarmau bypass. The embankment-filling site should be lined with linear low-density polyethylene sheet (LLDPE).

Operation Stage

Proper maintenance of the protection measures as the settling ponds and oil interceptors provided along the highway along the stretches close to the water sources would be ensured by the UPPWD through the efforts of the Supervision Consultant as described in the previous subsection.

9.2.4 AIR QUALITY

Design Stage

At critical sections especially along the congested sections of the existing highway, removal of bottlenecks and relieving congestion in built-up stretches were incorporated through improved design and improving road geometry and widening of road to smoothen traffic flow. Wherever there is space problem in built up areas bypasses have been planned.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 213 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Based on the baseline ambient air quality at the various locations along the highway, prediction of the pollutant concentrations for the projected traffic due to the project was carried out using CALINE-3. The results indicate that the ambient air quality will not deteriorate below the standards now applicable, even in 2011. Construction Stage

The asphalt plants, crushers and the batching plants will be sited at least 1 km in the downwind direction from the nearest human settlement.

All precautions to reduce the level of dust emissions from the hot mix plants, crushers and batching plants and other transportation of materials will be taken up which includes vehicles delivering loose and fine materials like sand and fine aggregates shall be covered to reduce spills on existing roads. Water will be sprayed on earthworks. temporary haulage and detour roads on a regular basis. During and after compaction of the sub-grade. water will be sprayed at regular intervals to prevent dust generation. The hot mix plant will be fitted with dust extraction units. It shall be ensured that the dust emissions from the crusher and vibrating screen at the stone quarries do not exceed the emission standards set by Central Pollution Control Board.

To ensure the control of exhaust gas emissions from the various construction activities, the contractor shall take up the following mitigation measures: * An adequate cyclone/scrubber to control emissions from the stack of hot mix plants will need to be provided in the event of the emissions exceeding the SPCB norms. Other potential measures include plantation around periphery of the hot-mix plants. * To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall be carried out at least once a month during the period the plant is in operation. * All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the pollution emission levels conform to the SPCB norms. A vehicle maintenance schedule prepared by the contractor and approved by the Engineer shall be adhered to. * Contractor will take necessary consent from state pollution control board for location of hot mix plants.

Mitigation Measures For Fly Ash Usage

In order to minimize impacts due to flyash usage and handling for Bangarmau bypass following measures are recommended. * The flyash should be transported in semi wet form from Panaki power plant to Bangarmou bypass site.

* Trucks carrying the flyash should be covered by tarpaulin sheet. * At construction site on the flyash heaps there should be regular water spray in the morning and evening. At the embankment also water should be sprayed after each compaction. The above mitigatory measures have been detailed in EMP of Bangarmau Bypass. Alternatively stockpiled flyash may be covered with tarpaulin sheet or with earth.

Operation Stage

During operation stage of the project, vehicular emissions of critical pollutants (SPM. RSPM, CO, S02, NO. and Pb) will be monitored. Roadside tree plantation will be maintained. Tree plantation for attenuating pollution levels shall be as per the proposed road landscape plans, which includes species with thick foliage. Monitoring of the effectiveness of the pollution attenuating vegetative barriers will be taken up after 5 years from the planting of roadside trees. The number of trees to be planted as part of

Government of Uttar Pradesh, Public Works Department, Lucknow, India 214 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

UPSRP is governed by the UP Forestry Development Corporation's road plantation strategy. According to this strategy no trees will be planted for 9 m on either side of the centreline. Therefore, the roadside plantation is limited to the available space given in table below: Table 9.5 Comparison of Plantation in UPSRP Si. i Route Trees cut T Compensatory Supplementar Ratiocutting No. i ythrough Plantation _ ___ i______I ______-__ Project 1. Pilibhit - Puranpur- 191 I 382 620 5.25 khutar l l 2. 1 Bangarmau - Asiwan- 719 1438 5334 9.4 Lucknow _ l _ 3. Sitapur- Bahraich 819 j 1638 6165 9.52 4. Azamgarh- Mau- 2145 4290 7976 5.72 Rasara- Phephana __ __ | __ _ 5. i Gorakhpur-Shahanja 3616 | _ 7232 2220 2.61 6. Sheeshama Doraha - 385 | 770 1914 j 6.97 1Manpur- Bazpur 7 Deoria -Balllia 2020 ! _4040 7203 _ 5.606_ Total 9895 19790 31492 5.18

It is clear from above table that there is plantation of about 5 times the trees to be cut. Although the average rate of plantation per tree is more than 5 for each tree cut, no significant reduction in SPM, other air pollutants or noise is expected. Studies suggest that plantation width of as much as 30 m to achieve any significant reduction in pollution. Such plantation is not possible along project routes (due to limited RoW). The project does the best it can. It may be mentioned that for W3 /W2 option a total clear space of 14m is required to ease the movement of construction machinery. The trees beyond this distance i.e. 7m on either of centreline will be retained as far as possible. In case of W2 option there will be more saving of trees within 9m of centreline on either side.

It is recommended that supplementary plantation should be taken up in available space of RoW of bypasses. This will help not only in alleviating air and noise pollution but encroachment to RoW of bypasses also.

9.2.5 NOISE LEVELS

Design Stage

Removal of bottlenecks and relieving congestion in built-up stretches through improved design will help in reducing the noise levels.

A prediction of the future noise levels due to the project for 2006 and 2011 have been carried out using FHWA Model. Critical locations have been identified with respect to the noise standards and mitigation measures proposed.

As the structures identified are isolated and are smaller in size, provision of a noise screen may not be feasible. Therefore, such sensitive receptors are to be provided with sound insulation through double-glazing of doors and windows. The active cost of double-glazing will be borne by the project. Necessary consultation will be done by NGO and supervision consultant with groups whose property needs to be double glazed. The locations where these noise predictions measures will be provided have been identified in table 9.6.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 215 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Table 9.6 Sensitive Receptors along Phase-Il routes to be shielded from high noise levels

SL. No. Type of Sensitive Receptors Existing Chainage Left/Right of Road

Route 3: Pilibhit - Khutar ______01 I___Educational Institute ______55.400 H.6Rgt 02 Educational Institute -j 3.0Left and Right 03 ___ Educational Institute 23.470 Right 074 Educational Institute 1 800 i 05 ___Educational Institute 17.340__ Rih 06 Edurcational Institute I8.40_____jh___- *07 r[Edu_cational Institute ______1___ 38.014 __ Left Route 4B 08 I Educational_Institute ______78763 Le-ft----:-- - -- 09 Educational Institut 78 740 Lf I 0 Ed~ucational Institute 56.635 Right I I Educational Institute ___I 56 551 Left 12 ___ Educational Institute___4.9 L .. 13 IEducational Institute 40.256 Left i4 IEd'ucational Institute 20.529 i1 t 5 Edu~~~cationalInstitute i 76.898 Rht Route 6: Sltapur -Bahraich 16 Educational Institute 93.200 (SH-30) Left 17 Educational Institute I 41.161 Ri ht____ 18Educati-onal Institute ______44.062 ___ R' ht 19 Educational Institute ______52.445 Left 20Educational Institute _64.888 Lf - -~poilH1- _ _ . -5iJ-- . Leil anq P~.!n 22 School ______65.614 I Left 23 L~~~~~~~olle~~~~~~e 1~~~~65.746 Left 7B: Akzamga_h -M~au- Raskarli - PLephna Rboute 4 24 I Educational_institute 331.200 J(~L- ) Rg 25 Educational Institute 307.300 H-2..J. Left 26Educational Institute 3441.00(S.3Left 27 __ EuaionlInstitute -- ______- 363.0 (SH-34).. ih ___ 28 Educational Institute ______272.204 _ 29 I Hospital I 272.648 Left 30Educational Institute ______-___ -___274.254 Left 31 i Educa_ti~onal Institute ____276.395 Right 32 Hoptall 290 022 Right 33 ~~~~EducationalInstitute 293.348 Right Hospital ~~~~~~~~~293.450 35 . ~~~EducationalInstitute ______i 295.295Rih 36 ducational Institute I 298.364 Left 37Educational Institute . 299 885 Left 38 iEducational Institute 30.781 39 Educati~~onal Institute j 303.862 Left 40 ~~~~~~EducationalfInsitute 4689(Maubypass) i Rg 41 14pia ______340.378 42~ FEducational Institute ___-_____352.880 Let___ 43Edcatio nal Institute 354.051 Left

__ _ _ E ucational Institute ______45 Hoj~pital ______361.060 Left 46 iEducational Institute j 370.316 Rijjht Route1bA:Gorakhpur-Shazn_ 1____- .. 47 Educ-ational Institute 16______900______M_ 48 IHospital 163.950 Ri ht2 49 ~~~~EducationalInstitute ~ .0(D)Left 44 ...... - . . .. - - - .6-...... -...... -.. 50 -. Eucational Institute 6.800 (OR Right 5i Educational Institute ]~ 19.100ODR~). ~ 52 -- jEduc-ational Institute ± 20.100 OD)Left___ 53 Educational Institute - I 21.020 (MDR-49) ;. Right 54Edi,ci'w.nui t,iinimie Jiu D .~ eiiL____ 55 ___. Educational Institute ______4.5020(t~p D ? ------.__....gh 56 Edctional Institute .. J i.4ht. 57Educational Institute . 29.370 (MDR-49) Right

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 216 Project Co-ordinating Consultanta (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

SI. No. Type of Sensitive Receptors Existing Chainage Left/Right of Road I______58 _ _( Ian) Educational Institute 7.560 (MDR-97) Left 59 Educational Institute 8.60 (MDR-97) Right 60 Educational Institute 10.860 (MDR-97) C Le- 61 Educational Institute 19.00 (MDR-97) m Right 62 Educational Institute _ 19.670 (MDR-97) I Left 63 1 Educational Institute 1 29.360 (MDR-971 64 _ _ Left [ Educational Institute | 30.560 (MDR-97) Left 65 ! Educational Institute ! 226.9 (SH-34) Rigt 66 I Educational Institute ! 2250(SH-34) Left 67 j Educational Institute 220.0 (SH-34)_ Left Route 11: Sheeshama Doraha - Manpur - Bazpur 68 ____ Educational Institute 21.00 (IMR-65)Ri- 69 } Educational Institute 25.60 (MD R-)5_____ Route 16: Deora -Ballia 7 0 Ed _ 71 _ Educationalc t o aInt t t ______Institute 148.525 (SH-OI) _ i _ _ight 371 __.'j Educationallsi!ste ..... Right 72 __ Educational Institute 208675 SH-01) . Right _73 _ Educational Institute __ 1 220.200 Sq-Q1 I L_it _ 74 _ Educational Institute 247.150 (SH-0l). i _ Right 75 ___ ! Educational Institute i 247.350 (SH-01) Lefl 76 _ Hospital _ 252.375 (SH-_1L_ Left 77 __ _ . Educational Institute _ _ __ 252.775 (SH0 __ 78 Educational Institute __ __ 195.700 (SH-01) Left 79 i Educational Institute -. 212.0 (SH-01) Left 80 , Educational Institute _ _ 212.500 (SH- I) Right 81 Educational Institute _ ._ _ _£______. i 225.00 (SH-01) Right 82 i Educational _ .______..___ _ . .. . . _ ._ Institute _ 232.S500 SH- 1) 'Left 83 I Educational Institute . 241.600 (SH-01) . Left 84 Educational Institute _ 244.50 (SH-01) Rgt 85 , Hospital 1 211.931 (SH-01) Right Construction Stage

The plants and equipment used for construction will strictly conform to CPCB noise standards. Vehicles and equipments used shall be fitted with exhaust silencers. During routine servicing operations, the effectiveness of exhaust silencers shall be checked and if found to be defective shall be replaced. The noise level from any item of plants (measured at one metre from the edge of the equipment in free field) such as compactors. rollers, front endloaders, concrete mixers, cranes, vibrators and saws shall not exceed 75 dB (A), as specified in the Environmental Protection Rules. 1986.

In construction sites within 150m of the nearest habitation, noisy construction work such as crushing. concrete mixing, batching will be stopped during the nighttime between 9:00 p.m. and 6:00 a.m. No noisy construction activities will be permitted around the silence zones, a distance of 100m from the sensitive receptors as hospitals, educational institutions etc. Blasting will be carnied out as per the Indian Explosives Act. Prior intimation of the operational hours of the blasting will be given to the people living near such blasting sites. Blasting will not be undertaken in night hours.

To protect construction workers from severe noise impacts, noise standards of industrial enterprses will be strictly enforced, and workers shall be provide,d with Personal Protective Equipment (PPE) such as ear plugs and muffs. Operation Stage

Monitoring of the effectiveness of the pollution attenuating barriers will be taken up thrice in the operation period. Based on the results, recommendation for any changes in the mitigation measures or suggestion of additional measures shall be made.

Government of Uttar Pradesh, Public Works Department, Lucknow, India 217 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Monitoring shall be taken up along other sensitive locations, where sound insulation has not been provided, so as to ascertain any requirement for the provision of additional measures for the mitigation of ill effects due to increased noise resulting from the operation of the project.

9.2.6 FLORA

Design Stage

To minimize the loss of trees and vegetation, clearance of only those trees within the proposed Corridor of Impact has been proposed.

The loss of trees is being compensated in accordance to the principles laid out in the Forest (Conservation) Act, 1980. Typical landscape plans have been prepared for all project routes based on geographic, climatic and soil conditions. Trees earmarked for felling will be removed only with prior approval of the District Forest Officer. The tree plantation cleared will be replaced and compensated prior to the commencement of construction.

Construction Stage

Apart from trees earmarked for felling, no additional tree clearing within the RoW will be carried out. No tree will be removed in the zone of construction (apart from those trees earmarked for felling) without the prior approval of the Department of Forests, through the Supervision Consultant. Construction vehicles, machinery and equipment will move or be stationed in the designated area only (RoW or Col, as applicable), to prevent compaction of vegetation. While operating on temporarily acquired land for traffic detours, storage, material handling or any other construction related or incidental activities, it will be ensured that the trampling of soil and damage to naturally occurring herbs and grasses will be avoided.

9.2.7 FAUNA

Construction Stage

All construction activities will be carried out in such a fashion that damage and disruption to fauna will be minimum. The construction workers will be given instructions to conserve/protect natural resources and fauna, including wild animals and aquatic lives.

The construction in the forests portion and in a zone of 2.5 km on either sides on route-3 (Pilibhit-Puranpur-Khutar) will be done with utmost care. As there are chances of wild life crossing. The construction activities will be limited during day time only (9:00 A.M - 5:00 P.M). No hot mix plant, batching plant or crusher and construction workers camp will be sited within a distance of 7 km on either side of forests. Further the workers working/deployed will be instructed not to use forest wood for cooking fuel and not to hunt wild life there. In order to ensure that the above measures are effectively executed supervision consultant will make surprise visits and forest department officials will also take surprise checks during construction period.

Similarly for maintenance corridors, (Meerut-Garhmukteshwar and Garhmukteshwar- Bullandshahar) abutting Hastinapur Wild Life Sanctuary in about 2 km length and Bahraich-Khutar route crossing reserved forests at chainages 190.1-208.5, 103-104.5 and 80.5-84.2; construction activity will be limited during day time only. (8:00 A.M - 5:00 P.M). Workers working will be instructed not to poach/hunt the birds. The workers camp, hotmix plant, crushers, batching plants, etc will be located at least 7 km away from the sanctuary area and reserved forest stretches. The above mitigatory measures have been suggested based on conditions specified by Ministry of Environment and Forests (MoEF) in Phase I environmental clearance.

Govemment of Uttar Pradesh, Public Works Department. Lucknow, India 218 Project Co-ordinating Consultants (Pcc) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Operation Stage

In order to minimise impacts due to vehicular air and noise pollution the supplementary plantation should be taken up along the edge of RoW of project routes. The species should be such that they provide good foliage.

The speed of vehicles should be restricted in forest stretch and informatory signboards including no horn signboards shall be placed at regular intervals. Further the drivers be warned not drive the vehicles in full beam.

In order to minimise accident of wild life with the vehicular traffic the stretches of reserved forests on Pilbhit-Khutar, and Bahraich-Khutar routes will have a barbed wiring. Similarly barbed wiring need to be provided in Hastinapur wild life sanctuary portions abutting Meerut-Garhmukteshwar and Garhmukteshwar-Bullandshahar maintenance routes.

Coordination with forest authorities will be continued to ensure that access does not encourage poaches/hunters of wild life and tree cutting for cooking and timber use. In the operation phase a positive impact on fauna is anticipated due to enhanced tree cover on all routes. The enhanced tree cover will provide a good nesting ground for the avi-fauna.

9.2.8 ACCIDENTS INVOLVING HAZARDOUS MATERIALS

Operation Stage

Accidents involving hazardous chemicals will generally be catastrophic to the environment, though the probability of occurrence is low. Prevention of an accident involving hazardous material is a better way of minimising the impacts. The provisions mandated by 'The Hazardous Wastes (Management and Handling) rules, 1989' and Manufacture Storage and import of Hazardous Chemicals Rules' 1989 under the Environmental (Protection) Act, 1986 will be complied with. Vehicles delivering hazardous substances will be printed with appropriate warning signs.

In case of spillage, the report to relevant departments will be made and instructions followed in taking up the contingency measures immediately.

9.2.9 SAFETY MEASURES

Design Stage

Safety of pedestrians as well as of the vehicles plying on the road are given highest importance and adequate measures have been incorporated in the design of the alignment. In order to generate information on causes of accident and to provide remedial measures in project design a pilot study on road safety environment was undertaken on few phase I upgradation corridors. The corridors of Phase II are also of similar in characteristics, therefore, remedial measures adopted in Phase I have also been incorporated into Phase II design of project corridors.

Construction Stage

Construction activities cause hindrance to traffic movement and are also hazardous for the traffic. Traffic management plans shall be prepared and temporary diversion routes

Government of Uttar Pradesh, Public Works Department, Lucknow, India 219 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

will be identified to divert traffic from construction locations. Signboards indicating construction sites on the road and flags shall be erected. All the signboards giving caution, barricades for diverting the traffic shall be as per MoST specifications.

Operation Stage

Unrestricted access to the highway and other extraneous activities on the road is a safety hazard. Certain precautionary measures as restriction of unauthorised access on to the highway, banning of extraneous activities on the highway, segregation of local and through traffic in urban areas and sticking to the traffic management plans will reduce the risk of accidents on the highway.

The following safety measures have been proposed in the design itself to ensure that the risks of accidents are reduced:

Table 9.7:Safety Provisions incorporated in Design for phase 11upgradation routes Si. Accidental Hotspot I Existing Chainage Safety Provisions No. (km) Route 3: Pilibhit - Khutar _ r- 01 4-arm (SH-26 & NH-74) 2.500 Intersection developmert as per intersection at Pilibit MOST specification

03 Kainch Village 7.450 - 7.550 (SH-26) Reduced speed sign 04 Gajraula Village 18.000 - 18.200 (SH-26) Reduced speed sign 05 | State Forest 20.200 - 24.500 (SH-26) Alert sign for road users and reduced i ______~~~~~~~~~~~~~~spd sgn____ 06 Jarra Village 24.600 - 24.700 (SHf-26) I Reduced speed sign 07 ! Sakria Village 27.750 - 28.050 (SH-26) Reducedspeed sign 08 I Puranpur 3-arm (SH-26 & 37.500 Intersection developmert as per Puranpur Town access road) MOST specification _ intersection _ 09 Puranpur 4-arm (SH-26 & 40.800 Intersection developmert as per _ _MDR)intersection __M MOTOSTspecifcation 10 | School _ 55.400 (SH-26) Reduced speed and Wamingsign I I State Forest 63.300 - 68.200 (SH-26) Alert sign for road users and reduced l____I ______speed sil 12 Kh_utar Developed Area 75.000 (SH-26) __ Reduced 13 1 3-arm (SH-26 & SH-25) 75.000 Intersection developmert as per _ intersection MOST specification Route 4B: Lucknow - Bangarmau 14 1 4-arm (SH-40 & Hardoi 16.200 (SH-40) Intersection developmert as per Bypass) Alam Nagar MOST specification intersection ______.___ 15 Khusal Gani Village 21.200 - 21.300 (SH-4 Reduced speedsign 16 Ibrahim Ganj Village 29.000 - 29.250 (SH-40) Reduced speed sign 17 3-arm (SH-40 & ODR) Mohan 35.100 (SH40) Intersection developmert as per intersection MOST specification 18 Simra Vil l_ ~ 44.550 - 44.600 (SH-40) Reduced speed sign 19 Akbarpur 48.750 - 48.850 (SH-40) Reduced speed sign 20 4-arm (SH-40 & MDR-3 1) 55.000 (SH-40) Intersection developmert as per Miyan Gani Intersection MOST specification - 21 Miyan Ganj Village 56.800 - 57.000 (SH-40) Reduced speedsign 22 Attahardhani Settlemert Area 74.850 - 75.500 (SH-40) Reduced speed sign 23 Sadikpur Settlement Area 78.800 - 78.900 (SH-40) Reduced speedsign 24 Sursaina Village 82.900 - 83.000 (SH-40) I Reduced speed sign 25 Bangarmau Villae 85.350 - 85.850 (SH-40) Reducedspeed 26 3-arm (SH-40 & SH-38) 86.000 (SH-40) 1 Intersection developmert as per _ angarmau intersection ______M_ST__ _ spfication Route 6: Sitapur - Bahraich ___ 27 3-arm (SH-30 & NH-24) T 93.400 (SH-30) - Intersection developmert as per intersection _ MOST specification 28_ Colice _ _i _0 (SH-30) ___ educe speed and Waming ig 29 3-arm (SH-30 & Bypass) | 91.600 ( Intersection developmert as per

Govemment of Uttar Pradesh, Public Works Department. Lucknow. India 220 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Si. Accidental Hotspot Existing Chainage Safety Provisions No. 1 ( )_ - 1 intersection at start of MOST specification ! Khairabad Bypass 30 3-arm (SH-30 & Bypass) 87.700 (SH-30) Intersection development as per intersection at end of Khairabad MOST specification Bypass _ 31 1 Mahadeva Nagar/ 87.200 - 87.000 (SH-30) Reduced speed sign _ Village__ __ .. 32 Saraiya Village J 82.200 - 82.000 (SH-39 II Reduced speed sign_____ 33 .4-arm (SH-30 & MDR) 64.500 (SH-30) i Intersection development as per J intersection at Biswan I -MOST specification 34 iuganiVillage i 62.500-62.100 (SH-30) Reduced speed sign 35a Jahangirabad Village J 53.000 - 52.500 (SH-30) I Reduced speedsg 36 iKanthapurva Village 48.500-48.400 (S§-30) _ Reduced speed sign 37 i Rewsa Village 41.625 - 41.000 SH-30) I Reduced speed sign 38 Bhagayanpur Villae 23.425 - 22.900 (SH-30) I Reduced speed sign 39 Bahavanpur Village _ 22.650 - 22.450 (SH-30) Reduced speed sign 40 iBedanapur Village i 13.625 - 12.525 (SH-30) i Reduced speed sign 41 ; 3-arm (SH-30B & SH-13) 5.000 (SH-30B) Intersection development as per ! Tikora Mode intersection i i MOST specification Route 7B: Azamgarh - Phephna 42 3-ann (SH-34 & Town Road) i 270.000 (SH-34) Intersection development as per intersection at AzamM ____ MOST specification 43. Narauli Chowk, Azamgarh i 270.550 - 270.750 (SH-34) r Reduced speed siLgn 44 Narauli Putvy VlLage i 271.500 - 271.700 (SH-34) Reduced speed sign 284 950 1 34 45 Haraiya VilIage 284.750 - . (SH - ) r Reduced speed sign 46 Baniy purVillage i 288.350 - 288.450 (SH-34) i Reducedspeedsign 47 3-arm (SH-34 & MDR-94) I 290.000 (SH-34) i Intersection development as per , Mohanidabad intersection ._-MOST specification 48 4-3rmn tSH-334 & NIDR-53) 292 0.'0 i;SH-34) , niers.cion de%elcpmnerii a; per Mohamdabad intersection i MOST specification 49 _ ' Khurhat Villag _ 301.600-301.8Q0jS§L-34 _ Reduced speeisign 50 3-arm (SH-34 & Bypass) 308,400 (SH-34) Intersection development as per intersection at start of Mau MOST specification B_Bass ______- 51 i Roudidi Village ! 3.150 - 3.350 (SH-34) I Reduced speed sign. 52 Ardauna Villag______328.000 - 328.200 (SR 34) Reduced speed sign 53 _College ____ i200jSH-34) Reduced speed and Warning sign_ 54 Majoulv Village 331.600 - 331.700 (SH-34L Reduced speed sign 55 4-ann (SH-34 & MDR-1 7) 353.200 (SH-34) Intersection development as per Rasra intersection i MOST specification 3 56 2Rekhaha Villa _ 358.850 - 358.950(SH 4___ Reduced speed sign 57 PaharpurVillage 363.750 - 364.000 (SH 34)_ _ Reduced speed sign_ _ 58 3-ann (SH-34 & NH-19) - 375.400 (SH-34) Intersection development as per Phephna intersection _ _M_STMOST s__specification Route l_A: Gorakhpur- Shahgl j ______- -__ _ 59 3-armi (NH-28 & MDR49) Intersection development as per _ Haraia Chungi intersection ______MOST specification 60 _S,araya Village_ 7.200 - 7.900 (MDR49j Reduced speed sign 61 . prVillage 9.250 - 9.550 MDR49) Reduced speed sign 62 MNawaaillage ___ 9.650 - 10.800 (MDR49)__ __ Reducedspeedsign 63 _ tathpur Vllage … 11.000 -1_.200(MDR-49) Reduced speed sign 64 _ -LalbiharVill_g 15.325-15.400(MDR49) Reduceds LawiUarviUa~ ~ ~ ~ 15e32_-_R49 Reu eedT sign 65 Chathayi Village 16.000-16. 610I L9 _ Reduced speedsig 66 Collegee 16.900 (MDR-49) i Reduced speed and Warrng sign 67 Mahadewa Bazzar 29.150-29.900(M RR49) Reduced speed sign 68 I Hospital _ 32.950 (MDR49) Reduced spe d,an Warning sign

69 iBelghat Town - 8.950 - 10.400 (OP l ___ __ Reduced speed sign 70 Bidhana illage 12.000 - 12.250 (ODR) I Reduced speed sign 71 Kottiyakulal_Villag_ L 13.650 - 13.900(ODRI j Reducedeedsign 72 I Kamariya Villag 1 0.200 - 0.300 (ODR) Reduced speed sign 73 TMachanaha Village ___ 8.500 - 9.200 (ODR) Reduced spe_nsi 74 School ______I 6.600 (MDR-97) Reduced speed and Warning sgh 75 I School _ 6.800 (MDR-97) . Reduced speed and Warning sign

Govemment of Uttar Pradesh. Public Works Department, Lucknow, India 221 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

Sli. Accidental Hotspot Existing Chainage | Safety Provisions No. (kmn)_ _ 76 Shahpur Village 9.100 - 10.000 (MDR-97) Reduced speed sign 77 T Mayhapur Village I 1.00 -11.500 (MDR-97) ! Reduced speed sign 78 T Rehada ViUage 13.000 - 13.200 (MDR-97) I Reduced speed sign 79 School 19.100 (MDR-97) Reduced speed and Warning sign 80 1Pluvaria Village 19.550 - 19.750 (MDR-97) Reduced speed sign 81 T School 20.100 (MDR-97) Redu ed Warnispn 82 Raja Rarn Napa _ 22.500 - 22.7001 MDR-97) _ Reduced speed 83 Paghatpur Village 1 23.000-23.100 (MDR-97i Reduced speed sign 84 Ganuvar Village 24.000-24.200 (MDR-97) , Reduced speed sign 85 Mahul Town 26.000 - 26.800 (MDR-97) I Reduced spedsgn 86 _ Ambari Village _ - 31.400-SH34crosig _ Reduced edSign 87 ! Natoulee Village 215.550-214.300(SR 1 _iReduced speddgn 88 Shahganj Toun 214.000 - Xing Reduced speed sign

Route 11: Moradabad-Bazpur 89 3-am (SH-41 & MDR-65) 15.000 (MDR-65) Intersection development as per Seesma Doraha intersection - _ MOST specification 90 Tanda Villae 26 . 0( Reduced d __ = 91 Mohan Purva Village i 29.200 - 29.400 ,'yR-65y ! _ Reduced speedsign 92 = Sarakathla Village 34.150 - 34.250 (MDR-65) , Reduced speed sign 93 Pathawala Village ___- 38.200 - 39.000 (MDR-65) ! Reduced speed sign 94 Mosich Ganj Village _ 41.600 - 41.85DR-65) ___ Reduced speed sign 95 i 3-arm (MDR-65 & MDR49) 37.800 (MDR49) Intersection development as per __R_ampur iMaintersection _M ______._ _MOS_specification 96 Manpur Village _ _ 38.075 - 38.400 (MDR4°)' _ Reduced speed sign Route 16: Deoria - Ballia 97 _ DeoriaCity 145.000- 147.000( SH-0) Reduced speed sign 98 3-arm (SH-0C & MDR-153E) 148.000 (SH-01) Intersectioln development as per Rudrapur intersection ______-i __ _ MOST specfication 99 _ SChool__ __1__ _ _ _ 48 525 (SR-° 1)2_ _Reduced speed and Warnig sign 100 Missakari Village 151 150 - 151.350 (SH-0 _) Reduced speed sign 10 1_Salinipur Town 173.600 -175.300 (SH-01) . Reduced speed sign 102 Uroauli Village 179.600-179.700,(SH-0C) Reduced speedisgn 103 Ganonthilala Villa_ge 182.200 - 182.300 (SH-0C _) Reduced speed sign 104 College 183.000 Reduced speed and Wangung sign 105 Koundouly Village - _i 186.800 - 187 000 (SH-01) _Reduced speed sign 106 .Jamua Village 187.9008- 188.10 (H-01) Reduced speed sign I07 IsaruVillage 189.900 - 190.60015H-C1) Reduced speed sign 108 Ubhanv Village 196.000 - 196.350 (SH-01) Reduced speed sign IC o) Maldhl.. CheIii VilI-ce ___ 206 07 ljO SH.0l i Redu,ed speed hign 110 School 1 208.6'5 iSH-uI Red ;pceed aiJd \%arrung ig Ill Katakara Village .... I 208.650 - 208.925 (SH-01) Reduced speedsign ~~~~~__ .____.._ .. :__ .____ 1 _09.750.. sign._.._ 112 HussainpurVillage 1 209.750 -210.359S -0C1_ i_ Reduced sp ed sign 113 NawaNagarSettlementArea } 211.625-212.125(SH-01) Reducedspeeds 114 KarmouthaVill_ge _ 215.500 -215.8001(SH-l _ __ Reduced speed sign 115 Sikandarpur_Town i 218.500-220.400(SH-01) , Reduced ss ignpe_._ 116 . 3-iarm (SR-C1 & SH-IB) 219.800 (SH-Cl) Intersection development as per Sikandarpur intersection MOST specification 117 Colege_ 220.200(SH-01()SH-01C) Reduced speed and Wamin 118 Panda Village __ _221300 -2_2.65_(SH-01 __ Reduced speedsign 119 Baheri Village 223.650- 224.250 (S- Reduced speed sign 120 _ Januwan VillaKe 226.400-226.600(SH-01) I Reduced speed 121 Keguru Village 228.200 - 228.70 (SR-CILI _ Reduced speed 122 Ghajuree Village i 228.700 - 229.500S-0lH Reduced speedsign 123 , Ghadasara Village _ 231.200-232.800 (SH-01) I _ Reducedpeeedgn 124 Sukhapur Village 240.750 - 243.000 SH-01) T__ Reduced speed sign 125 rKanayee Village 243.800 - 244.800 (SH-01) t Reduced speed sgn 126_ School i 247.150 (SH-01) _ L Reducedspe dandWaminggn_ 127 ! Darahara Villag _ __ 247.000- 247.550 (SH-01) ! Reduced speed sign 128 School __ 247.350 (SH-012 (S-H )_1 _Reduced speed and Waming sign 129 Hanumagnj V_lla1__e 248.350 -249.150 Reduced speed sign 130 Ballia Town 1 251.000-beyond(SH-0l) Reduced speed sign

Government of Uttar Pradesh, Public Works Department, Lucknow, India 222 Project Co-ordinating Consultants (PCC) Services for Unar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003

Si. I Accidental Hotspot i Existing Chainage Safety Provisions No._(k_} lm) 131 Hospital _ 252.375 (SH-01) Reduced speed and Warning sin 132 i College 252.775 (SH-01) Reduced speed and Warning sign

In addition to above measures at railway level crossings, rumble strips, alert signs will be provided on all routes.

9.2.10 CULTURAL PROPERTIES

Design Stage

Alignment has been worked out to minimise impacts on cultural/religious properties along the corridor. At locations where this was unavoidable, and where the community was willing to relocate the religious property, relocation has been proposed. Detailed discussions with the community and various stakeholders have been conducted for relocation or shifting of cultural properties. The details of the cultural properties which are being relocated are given in the RAP.

Construction Stage

All necessary and adequate care will be taken to minimize impacts on cultural properties which includes cultural sites and remains, places of worship including temples, mosques, churches and shrines, etc., graveyards, monuments and any other important structures as identified during design and all properties/sites/remains notified under the Ancient Sites and Remains Act.

The contractor shall ensure that no construction activities will spillover to these property's premises and precincts.

All conservation and protection measures will be taken up as per design. Access to such properties from the road shall be maintained clear and clean. Typical enhancement designs for some important structures along the highway have been detailed out in the following section.

If any valuable or invaluable articles such as fabrics, coins, artefacts, structures, or other archaeological relics are discovered, the excavation will be stopped and the Uttar Pradesh Archaeology Directorate will be intimated.

At these chance find locations, the contractor shall take reasonable precaution to prevent his workmen or any other persons from removing and damaging any such article or thing and shall, immediately upon discovery thereof and before removal acquaint the Supervision Consultant (SC) of such discovery and carry out the SC instructions for dealing with the same, awaiting which all work shall be stopped 100m all directions from the site of discovery. The SC shall seek direction from the Directorate of Archaeology, Uttar Pradesh, before instructing the Contractor to recommence work on the site. Archaeologists will supervise the excavation to avoid any damage to the relics.

9.2.11 DELAYED CONSTRUCTION OF VEHICLES ALONG PHASE I ROUTES

In order to mitigate adverse impacts due to construction of bypasses along Phase I route following measures wil I be taken * A traffic management plan will be prepared by the contractor and this will be approved by Supervision consultant * Improved signages will be installed before start and end points of bypasses to warn traffic. These improved signages include rumbled strips, speed restriction signs and speed breakers.

Govemnment of Uttar Pradesh, Public Works Department, Lucknow, India 223 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003

9.3 Environmental Enhancements

In accordance to the World Bank Operational Policies 4.01, additional positive actions are encouraged to be taken up as part of the EA process apart from the remedial /mitigation measures that are being proposed to address the negative impacts due to the project. These positive actions are in addition to several other enhancements that occur inherently because of the very nature of the project such as improved drainage, pedestrian facilities, prevention of existing erosion, overtopping and flooding etc. as these improvements are in-built in the Highway design, as part of good engineering practices.

Environmental Enhancements specifically refer to these positive actions to be taken up during the implementation of the project for the benefit of the road users and the communities living along the project road. The enhancements have been carried out with the following objectives: * To enhance the appeal and environmental quality of the project corridors to their users; * To enhance visual quality along the highway; and a To generate goodwill amongst the local community towards the project, by the enhancement of common property resources.

9.3.1 ENHANCEMENT OF COMMON PROPERTY RESOURCES

The positive actions identified are directed towards meaningful use of the social elements of the environment and improved aesthetics and sustainable use of the natural environment. Accordingly the typologies of sites have been identified and detailed designs prepared for each case. These are discussed below. The Engineer will have the discretion to decide which design shall form the base for a specific location. Generic designs for typical situations as well as the details for the elements used in these are also given in the drawings annexed to EMP for each route.

Common Elements Typical designs have been worked out for the individual elements such as railing, paving and seating. There has been a conscious attempt to integrate the original character of the road within the design to reflect the primacy of the local heritage. The project also aims at maintaining a continuum all over the project routes, though they are spread across the entire state. This is reflected in the selection of uniform designs for the enhancements for all the routes

Ponds on roadside

The roadside pond is a common feature of all routes of phase 11in UPSRP-1l. Several village ponds line the roads. The proposed upgradation of the road will be an opportunity to make the pond more attractive to the local population as well as road user. For the former, additional facilities that make the pond more useful while the beautification would appeal the road-user who might want to take a break from driving/travelling. The possible locations for enhancements have been decided after receiving and considering the feedback obtained from the local residents during formal and informal consultations. The following table 9.8 lists out the ponds selected for enhancement in each corridor.

Table 9.8: Ponds selected for enhancement along phase 11upgradation corridors in UPSRP-II Si. Type of Water Body I Existing Chainage | Left/Right of road No. _ _ _ |__i (ki) ,_- Route 3: Pilibhit - Puranpur - Khutar None 01 Roadside pond 56.000 (SH-40) Left ______02 I Roadside Pond 60.00 (SH-40) I Right 03 I Roadside Pond 60.2 (SH-40) 1 Right Route 6: Sitapur - Bahraich 05 i Roadside pond F _200 (SH-30) Right Roadside pond 78.375 (SH-30) Left ______-'-.-. - _ _ - _ --___ - _ -_ ___._--- t- - - I------L____._.------.------06 Roadside_ pond 78.000 (SH-30) I Left

Govemment of Uttar Pmdesh, Public Works Department, Lucknow, India 224 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 Sl. Type of Water Body Existing Chainage Left/Right of road No. _ (km) 07 Roadside pond 76.000 (SH-30) Left 08 Roadside pond 67.638 I Left 09 Roadside pond T 80.000 | LeftandRight 10 J Roadside pond 1 91.400 Left and Right Route 7B: Azamgarh - Mau - Rasara - Phephna 11 Roadside pond _ 1 289.67 (SH-34) Left 12 Roadside pond ____ _ 1 328.200 (SH-3 - Rigt__ 13 Roadside pond witht leIC8. Left 14 Roadside pond with temple ! 363.00 Left ___ 15 Roadside pond 338.6803 Right __ ___ 16 1 Roadside pond | 330.982 Right 17 Roadsidepond _ j339.731 Left Route IOA: Gorakhpur - Shahganj 18 Roadside pond j 9.560(MDR49) I,Lefl 19 Roadside pond 32.65 (MDR49) Left 20 Roadside pond i 7.80 (MDR-97) . Rht _ 21 de pond 12 _____ 21 Roadside pond j 12.300 (MDR-97)_ Left 22 Roadside pond _ 15.276(MDR-97) Left 23 Roadside pond 1 17.492 (MDR-97) Left 24 Roadsidepond i 22.092 (MDR-97) Left andRight 5_R_oadsidepond____ 26.784 (MDR-9?) Lefl and Right Route_l 1: Sheeshama- Doraha - Manpur - Bazpur None Roue 16: Deoria - Sal Bhaglpur - Ballia _ 32 Roadsidepond - 183.500(SH-01) Left __ 33 Roadsidepond ______- 215.50 (SH-01) Right 34 Roadside pond - 231.500 (SH-0) _ __ R____ 35 Roadsidepond | 234.00 (SH-0) R1}t_ 36 . Roadside pond 236.00(SH-01) : Right

The proposal for the enhancement of ponds in the vicinity of settlements envisages a two -pronged approach to enhancement: * Provision for structures which increase the utility of the ponds such as platforms for washing clothes and utensils, bathing ghats etc. These will increase the acceptance of the proposed scheme by the local population. * Provision for seating and landscaping to attract the road-user to enjoy the surroundings. Proper parking facilities and access to avoid congestion on the road itself will also be created.

Temple/Shrines

The beautification of temples along the roadside is an important part of the enhancement scheme. Since there are a number of small as well as big temples and shrines abutting the highway, there are significant opportunities for the project to become more attractive to the host population. It underlines the importance the project attaches to the sentiments and values of the host population and thus tries to build trust and ownership for the project.

The proposed scheme will retain the existing structure of the temples completely. In addition, the following measures are incorporated in the proposed design appended to each Environmental Management Plan: * Provision of seating around existing trees: * Paving using bricks will also be provided; * If the structure opens directly on to the road, railing will be provided to restrict direct access to the road; * Appropriate plantation will be carried out where free space is available; and * Drainage in the vicinity of the structure will be improved by providing drains where needed.

Government of Uttar Pradesh. Public Works Departmcnt, Lucknow, India 225 Project Co-ordinating Consultants (PCC) Services for Unar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 The temples/shrines selected for enhancement based on local level consultation are given in table 9.9

Table 9.9: Temples/Shrdnes Selected for Enhancement Si. i Chainage Temple/Shrine Left/Right of road No. I I Route 3: Pilibhit - Puranpur- Khutar 01 46.514 Temple Left 02 i 74.933 Temple _ Right 03 | 75.229 | Temple Right __ _ 04 L40.867 Temple Left 05 21.327 Temple i Right 06 | 11.183 Temple _ Left Route 4B: Lucknow - Bangarmau _ _ _ _ 07 31.857 _ ! Temple Left 08 32.030 _ _ I Temple Right 09 i 39.688 1 Temple Left 10 I 48.770 _ 1_Shrine _ Left I I 56.595 I Archaeological Gates , Left and ight 12 71.308 TempleandChabutara Left Route 6: Sitapur- Bahraich 13 4.918 ITemple Left 14 12.653 _ Temple Right 15 22.602 !Temple Left 16 41.017 JTemple Left 17 62.401 ! Temple Right- _ 18 64.593 1Murali Baba Shivalaya _ Left ___ 19 65.880 1Mazar Left Route 7B: Azamgarh - Mau - Rasara - Phephana 20 299.20 _ Temple Left 21 326.755 I Temple Lefl

22 341.535 ______Temle Right. 23 . 348.515 _ Shrine Right 24 273.115 ii_ Temple Left 2z . 295.08 I Mosque Left 26 356.935 _ _ I Church Left 27 . 366.027 ! Temple Right ___ _- Route IOA: Gorakhpur - Shah_ga______-_ 28 4.675 (MDR-49) __! Temple------29 16.847 (MDR-49) _ _ _ Temple _ _ Right_ _ 30 20.010(MDR49) _ _ Temp Left 31 20.568 (MDR49) - _ Da4 _ ___ L Right 32 10.676(MDR-97) Temple . Right 33 13.108(MDR-97) Temple ___ Lefl 34 . 26.907 (MDR-97) Temple Left 35 223.866 (SH-34) Mosque Right Route 11: Sheeshama Doraha - Maripur- Bazpur 36 21.435 (MDR-6 __ Mosque __ ___ Lefl 37 27.370 (MDR-65)____ Temple Right_____- 38_ 47.740 (MDR49) ____ Gurdwara Left Route 16: Deoria - Ballia ______39 175 Mosque _ Lef 40 188.927 _ _ 1Temple Left 41 I_247.101 ___ TTemple Right _ _ _ 42 251.168 TempleRh 43_i_190.380 ___ _ Temple+ Well Left 44 ; 246.217 j Temple ! Right

9.32 LANDSCAPE STRATEGY

The landscape strategy developed for UPSRP-11 reflects the underlying assumption of the landscape designers that local species are the best. The environment along the

Government of Uttar Pradesh, Public Works Department, Lucknow, India 226 Project Co-ordinating Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase 11) DHV Consultants BV December 2003 proposed corridor shall be enhanced using various techniques of soft landscapes, principally through plantation of various types of shade and ornamental trees along with shrubs. Landscape strategy has been developed to enhance the visual quality of the road. Tree plantations have manifold benefits. They may help in reducing the air pollution levels, especially SPM in the surrounding area. A marginal decrease of 3 to 4 dB (A) in noise levels may also be expected due to the plantation used for landscaping. Consultations with officials of the UP Forests department, which is actually in-charge of the roadside plantation in the state, indicated that a tree density of 200 per km is achievable along all the corridors. This landscaping strategy allows for the incorporation of this target. subject to the availability of space. However, in case of deviation from the Roadside Plantation Policy of the UP Forest Development Corporation, provisions of the Policy will be final and ruling.

A recent GoUP order (of 5th February 2001) has clarified how ownership rights will be allotted for roadside plantations. The project's strategy takes cognisance of these developments which have boosted the prospects for a community-based approach for maintenance of roadside trees. The Forests Department has decided to hand over the ownership of the last (towards the properties adjoining RoW) row to the owners of roadside properties in lieu of these persons' signing a MoU with the Forests Department for maintenance of the first (towards roadside) row of trees. Though a prior permission of forest officials would still be required for cutting it. the proceeds from produce of the last row, including timber, will go to the roadside property owner. From the first row, the revenue would to the Department. In case of any intermediate row/s, the proceeds would be shared on a 50:50 basis between the Forest Department and the local village panchayat based on a separate MoU between these two parties.

The PWD will sign a MoU with the Forests Department (see Annex-6 for a draft copy of the same) for the tree cutting as well as compensatory plantation and maintenance for 3 years. The Forests Department has agreed in principle to co-operate closely with project on the tree cutting and compensatory plantation aspects. The PWD is quite supportive of the idea of involving local communities (as mentioned above) to expand the sense of community ownership. In order to ensure satisfactory completion of compensatory afforestation as agreed with the Forests Department, the PWD will procure the services of an external agency. preferably a non-govemmental organisation, who will monitor these activities and provide assistance to both departments in the process. The UPPWD will procure the services of an external agency as per dates agreed in the MoU with the Forests Department to monitor replantation after the construction along a particular (stretch of) route is over. The environmental management plans envisage monitoring of the plantation for 3 years. The NGO will monitor the performance of the scheme with a cut-off level of survival rate at 70%. This has been explicitly stated in the monitoring plans made for each corridor. While the Forests Department will have its own checks, the NGO involvement is geared to provide an unbiased assessment as well as facilitate propagation of the concept of community ownership among the roadside population.

Since the RoW availability varies between 20 to 53.0 m the landscaping scheme allows for flexibility of the decision at the discretion of the Engineer. The stretches shown here are representative of most situations likely to be encountered on the ground-no space available to space available for as many as 3 rows of trees. It is envisaged at this stage that along most routes, the space available will be enough to accommodate 2 rows. The species selected for each corridor take into account the local, availability, the conditions of the roadside, existing plantation that will be saved after the project construction isover and the care required after plantation. Since the RAP envisages the maintenance of the trees by the local population, the generation of valuable products (fruits, leaves, or even timber) is also a consideration. The following table 9.10 gives the species suggested for plantation along each of the project routes: The detailed

Government of Uttar Pradesli, Public Works Department, Lucknow, India 227 Project Co-ordinatinig Consultants (PCC) Services for Uttar Pradesh State Roads Project Environmental Assessment (Phase II) DHV Consultants BV December 2003 drawings with proposed plantation scheme are made a part of the EMP being prepared as a standalone document.

Table 9.10: Tree species suggested for roadside landscaping

Route No. Route I Species selected 3 Pilibhit - Puranpur-khutar Madhuca Indica, Magnifera Indica, Azadrachta Indica, Dalbergia Sissoo 4B Bangamiau - Asiwan - Lucknow Madhuca Indica, Magnefera Indica, Dalbergia sissoo, Azadirachta Indica 6 b. . Madhuca Indica, Magnifara Indica, Terninalia arjuna, Dalbergia Sissoo- .nitapur - Bahraich Albezzia lebbek, TErminalo ajuna __ __ _ 7B bA.zamngarh- Mau -Rasara- Azadirachta Indica, Magniferm Indica, Dalbergia sissoo, Magnifera Indica ___ Phephana ______IOA Madhuca Indica, Magnifera Indica, Azadirachta Indica, Delomix regia Gorakhpur - Shahganj Dalbaergia sisoo I Sheeshama - Deona - Manpur - Albezzia lebbek, Magnifera indica, Tamarindus Indica B3azour 16 a-BlaMagnifera Indica, Azadrichta Indica, Dalbergiassisoo, cassia fistula, ,beorIa iBallliaTermindia Arjuna.

9.4 Environmental Management Plans

Standalone Environmental Management Plans have been prepared for each project route and are intended to become a part of the contract documents so that implementation of all the environmental measures can be ensured. A brief introduction to the project and its context with a summary description of the project corridor along with anticipated impacts has been added to each plan. The implementation actions, responsibilities and timeframes have been specified for each component and adverse impact anticipated. Separate sections detail out the monitoring plan, a comprehensive monitoring system and budgetary estimates for each corridor.

9.411 MONITORING PLANS

The purpose of the monitoring programme is to ensure that the envisaged purpose of the project are achieved and result in desired benefits to the target population. To ensure the effective implementation of the EMP. it is essential that an effective monitonng programme be designed and carried out. The broad objectives are * To evaluate the performance of mitigation measures proposed in the EMP; * To evaluate the adequacy of Environmental Impact Assessment; * To suggest improvements in management plan, if required; * To enhance environmental quality; and * To satisfy the legal and community obligations.

Various physical, biological and social components identified as of particular significance in affecting the environment at critical locations in various stages of the project have been suggested as Performance Indicators (Pls) listed below shall be the focus for monitoring. * Air quality w.r.t SPM. RSPM and CO; * Water quality w.r.t DO.BOD and Coliform count; * Noise levels around sensitive locations; and * Replantation success / survival rate. The monitoring plans during construction and operation stages have been described in detail in the respective EMP documents for each of the project routes. For each of the environmental components, the monitoring plan specifies the parameters to be monitored; location of monitoring sites; frequency and duration of monitoring. The monitoring plan also specifies the applicable standards, implementation and supervising responsibilities.

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The Monitoring and Evaluation of the management measures envisaged are critical activities in implementation of the Project. The rationale for a reporting system is based on accountability to ensure that the measures proposed as part of the Environmental Management Plan get implemented in the project. The reporting system envisaged as part of the UPSRP-11 is dealt with in detail in Chapter 10.

9.43 ENVIRONMENTAL BUDGET

An indicative estimate of the cost component involved in mitigation of impacts. corridor enhancements (through landscaping or specific enhancement measures for cultural properties and typical enhancements such as ponds) monitoring and evaluation of various components in pre-construction, construction and operation period as well as institutional strengthening of the UPPWD has been worked out. A total of INR 169125248 has been allocated for the environmental management for phase 11 upgradation routes in UPSRP-11. This is approximately 1 % of total project costs. A summary of the budget for all project upgradation routes under different heads is presented in Table 9.11. Detailed budget for each route is presented in the individual EMPs.

Table 9.11: Summary Budget for Environmental component of upgradation routes In phase 11of UPSRP-II Route 3 Mitigation/Enhancement j 5498200 (72.807km) r - Monitoring I 474000 Route 4 Mitigation/Enhancement I 14183200 _ (73.229km) _ ___ Monitoring 423000 Route 6 I Mitigation/Enhancement ! 18107300 _(88336km) -_ Monitoring r 446000 Route 7B Mitigation/Enhancement T _ 22566600 (100.929km) Monitoring__ i 461000 Route 10A __Mitigation/Enhancement 29507200 (109.656km) Monitar_ng 473000 Route I I Mitigation/Enhancement 5818400 (36.335 km) Monitoring 411000 Route 16 i_ Mitigation/Enhancement _ 19165300 (109.447km) Monitoring 459000 Bangarmou _Mitigation/Enhancement 334400 Bypass Monitoring 330000

Gaura Bad Mitigation/Enhancement 499400 Shahpur Monitoring 336.000 Bypass (6.342k_m ______Aahiraula Mitigation/Enhancement 589600 bypass Monitoring 312000 (3.370km) Budhanpur _ Mitigation/Enhancement 557700 Bypass Monitoring 336000

(8.31i Okm______- - ESMP __Mitiation/Enhancement 0 ______Monitoring 9834000 Training 750,000

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Total Cost 131872300

Budgeted cost with 5% contingencies comes out to be INR 138465920

9.44 ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

As discussed previously, the environmental and social issues are likely to be of lower intensity and extent in the corridors selected for major maintenance. Since no corridor specific significant impacts are expected, a separate standalone Environmental and Social Management Plan (ESMP) has been prepared for all the maintenance routes together. It covers the social and environmental components together and describes measures to be taken in case of specific situations likely to be encountered during major maintenance.

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10 IMPLEMENTATION ARRANGEMENTS

This chapter reviews the existing Implementation Arrangements and discusses the roles and responsibilities of the various institutional players involved in the implementation of the project. Based on the analysis of the existing setting, further institutional strengthening for ease of implementation of the environmental component of the project have been suggested. It goes on to describe the set-up required, a reporting system and training needs to ensure that the environmental expertise is internalised at the UPPWD.

10.1 Mandate of the UPPWD

The UPPWD is responsible for the road network in Uttar Pradesh. It is charged with the upgradation and maintenance of just over 184,000 km of roads in total. These consist of National Highways not vested in the NHAI, State Highways, Major District Roads and other roads. At present, of the 112803 villages in UP, only 58565 are connected by metalled roads. Therefore, there is a need for connecting the remaining villages to the road network too. In addition, the new road policy adopted in 1998 envisages the renewal of 1/3 length of National Highways. 1/5 length of State Highways, 1/6 length of Major District Roads and 1/8 length of Other District roads and Village Roads to be renewed every year.

The UPPWD has extensive experience in building and maintaining roads over the years. The UPSRP-11 consisting of nearly 1000 km of upgradation and 2500 km of major maintenance of roads with assistance from the World Bank will require commitment of dedicated staff and resources to ensure smooth implementation of this category 'A' project. The organisational set-up of the UPPWD and modifications required in order to meet these new challenges are discussed in the following sections.

10.2 Existing Institutional Arrangements

The present UPPWD set-up consists of an Engineer-in-Chief who heads 23 chief engineers, a chief architect and staff officers at the headquarters. One of the chief engineers is responsible for World Bank assisted projects. It is under her/his office that the Project Implementation Unit headed by a Superintending Engineer has been set up for the Uttar Pradesh State Roads Project-ll.

10.21 THE PROJECT IMPLEMENTATION UNIT (PIU)

The Superintending Engineer is the Project Director responsible for the successful implementation of the project. He heads a team comprising an Executive Engineer and three Assistant Engineers dedicated to the PIU for the duration of the project. One of the assistant engineers looks after the environmental aspects while the other looks after the social aspects of the project. The third assistant engineer assists project director in day to day activities. Their role is mainly into co-ordinating with other government departments and supervision of the project preparation by the Project Co-ordinating Consultants during the initial stages and Supervision Consultants during the implementation stage which will commence soon.

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|Proiect Director- UPSRP-|

Executive Engineer

Assistant Engineer (1) Assistant Engineer (1) Assistant Engineer (1) (I/C Environment) (I/C R&R) (Assistance to PD)

10.22 PROJECT CO-ORDINATING CONSULTANTS

The Project Co-ordinating Consultants have been appointed to assist the PIU during project preparation. The Environmental and Social experts of the PCC have been responsible for the preparation of EA as per the ToR approved by the World Bank. The major inputs of the PCC will end with project appraisal. However, their specialist technical inputs will continue for the project duration on a limited scale.

10.23 SUPERVISION CONSULTANTS

The project envisages the use of Supervision Consultants for the implementation stage to assist the PIU during construction stage. The SC will assume the role of the Engineer and will have the powers and responsibility for the approval of bills. etc. normally vested with the client. These consultants will be selected through International Competitive Bidding (lCB) and it is expected that they will have substantial capability to supervise the implementation of the environmental component of the project as part of their assignment. Implicitly, the construction supervision consultants are expected to have specialists to advice on and co-ordinate implementation of the measures developed as part of the Environmental Management Plans for individual routes. For phase I implementation supervision consultants have already been selected.

10.24 NON-GOVERNMENTAL ORGANISATIONS

The provisions envisaged in the RAP shall be implemented by Non-Govemmental Organisations contracted for the purpose by the PIU. Their brief is to monitor the progress and implementation of the proposed measures. A representative of the NGO will also be a part of the District Level Committee which will decide the replacement value of land and properties to be acquired. One representative of the NGO will also be a part of the Grievance Redressal Committee for each district. The environmental responsibilities of the NGO's include the facilitation of formation of self-help groups in villages which will supervise the cleaning of drains and maintenance of road-side plantations.

10.25 TECHNICAL AUDITORS

For the major maintenance component, the PIU will be assisted by technical auditors. Since the environmental concems along maintenance corridors are few, the environmental expertise required for these will be limited. However, it is expected that the Technical Auditors, who are to be procured under National Competitive Bidding. will have sufficient staff, albeit part-time to ensure that the provisions of the Environmental and Social Management Plan (ESMP) are implemented in letter as well as spirit along all the routes under major maintenance.

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10.26 CONTRACTORS

The execution of the works will be responsibility of the contractor. It is expected that the environmental measures will also be implemented by the same contractor who executes the road works. This will ensure that the construction of the road and mitigation/enhancement designs will progress smoothly and efficiently. It follows that the contractor has enough environmental/social expertise to incorporate environmentally-sensitised construction practices. As executioners of the EMPs and ESMP. the contractors are expected to follow the letter and spirit of the specifications. Though each contractor will have a set-up for executing works specified in the EMP, it is expected that a certain portion of its staff will have enough environmental awareness necessary for the successful completion of the works entrusted.

10.3 Need for further Strengthening

The man-power requirement for the implementation of the project within the UPPWD can be easily satisfied from its existing staff. The recent Institutional Development Study carried out for the UPPWD becomes the guiding factor while suggesting the man- power deployment for the project. The requirements from other players will have to be ensured for the smooth implementation of UPSRP-II. 10.3.1 NEED FOR ADDITIONAL CAPACITY

During the implementation stage, construction will proceed simultaneously on the 7 separate conidors simultaneously as well as on two bypasses along Phase I routes, two bypasses along Phase II routes and 5 major bridges. Since the corridors are spread all over UP, the present resources of the PWD will be stretched to the limit due to overlap of construction activities of Phase I routes also.

10.3.2 LAND/PROPERTY ACQUISITION

During Phase II project implementation land and property acquisition will be for the following:

* Properties acquisition of encroachers/squatters * Land acquisition for two bypasses along phase I upgradation routes and two bypasses along Phase II upgradation routes * Land acquisition for approaches of two major bridges along phase 11 upgradation routes namely Ghaghara bridge on Sitapur-Bahraich route and Ghoghara bridge at Kumaria Ghat on Gorakhpur-Shahganj route * Land acquisition for approaches of three major bridges on Phase II maintenance routes namely bridge on Sharda river, bridge on Ganga River at Kachchala Ghat and bridge on Yamuna river at Shergarh Ghat. * Land acquisition for major intersections and sharp curve improvement of Phase I and Phase II upgradation routes * Land acquisition for new minor bridges approaches which needs to replaced along Phase II routes.

Since land acquisition process is long therefore activities have been initiated for identification of land and properties for acquisition. For this PWD has employed two land record officials and one Executive Engineer rank official is supervising the work.

10.4 Proposed Set-up

The proposed set up for project envisages strengthening the environmental component of the PIU and also ensures that sufficient staff is deployed from the other actors too, in

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order to implement the provisions of the Environmental Management Plan on the ground as envisaged in this project.

10.41 PROJECT IMPLEMENTATION UNIT

The PIU has two assistant engineers already handling environmental issues for the project. For the purposes of the project, UP is divided into two zones: East and West with Lucknow being the dividing point. The out of two one assistant engineer should handle one region, while the present assistant engineer will look after one region.

In addition, the issue of land acquisition will be a considerable challenge for the engineer in-charge of R&R activities. In addition to another engineer, on the lines of the environmental engineer mentioned above to add up to 2 engineer in-charge of R&R activities-one each for the east and west divisions. In addition, the services of the land records official since land acquisition is going to be substantial in Phase II. The advantage of using former revenue officials is their familiarity with the procedures and records as well as the rapport that they might have built with their ex-colleagues.

The environmental management plan envisages on-site monitoring of construction activities and analysis of the samples collected. For this purpose two chemists would be required. While they will be based in Lucknow. the collection of samples will involve travelling to the sites where construction is in progress, as well as where specified in the monitoring programme. Other support staff will be procured from the UPPWD's own manpower as required.

Thus an induction of 4 more people is envisaged into the PIU. The engineers and chemists are available from the UPPWD staff itself. While the former are expected to be from the filed staff, the latter will be deputed from the Research Laboratory of the PWD, which is a designated test house as notified in Gazzette. Further for smooth implementation of the project these arches along with their division will help in implementation. The detailed man power available is given in chart below:

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F Chief Engr. (World Bank)

Project Director UPSRP-II

AE-2 AE-2 Assistant Architect LAQ (R&R) (Environment Chemists (2) (Kanoongo-2)

3 Divisions. Each Division will have 3 Divisions. Each Division will have following staff strength following staff strength XEN-1 XEN-1 AE-4 AE-4 JE-8 JE-8 ( g (Out of these one senior AE and e JEs (Out of these one senior AE and e JEs will will be.. in-chargefollowingstaff strength of social and...... tf be in-chargeuevstregt of social and environment . environment issues in the division) issues in the division)

The above organisation chart is valid for implementation of Phase o. It is expected that above will be in place before startup of Phase I implementation. The organisation structure recommended for phasesI implementation is given below:

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ORGANISATIONAL STRUCTURE FOR PHASE 11

Chief Engineer -World Bank

Project | Director- UPSRP-II

Social LEnvironmenil LAQ I Architect I Revenue AE-4 AE-4 AE-2 Asstt.Architect Kanoongo - 4 AL i- t CIRCLES SE-I

Divisions 4 ...... XEN-1 AE-4 JE-8 I :

Supervision NGO [Consultant Civil Engg.-2 Sociologist-2 *- a CD Expert- I :...... IRDExpert -I

*...... E PAPs Contractor

Note: 1. The Assistant Engineer and Junior Engineer in the division incharge of the subsection of the corridor will also be the incharge of social (RAP) and Environment (EMP) issues. 2. The senior most assistant engineer in the division will be overall incharge of the internal monitoringof social and environmental issues in the division as a whole and will reportto the Head office.

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10.42 CONSTRUCTION SUPERVISION CONSULTANTS (CS)

The supervision consultants will assume the powers and responsibilities of the Engineer for the UPSRP-11 and assist the PIU in implementation. It is expected that the supervision consultants will have the necessary capability to supervise the implementation of the environmental measures proposed in the EMP. The CS to be selected through ICB are expected to have the in-house capacity to advise on and supervise the implementation of the EMP including making the decisions regarding applicability of enhancement design options and any modifications, if needed, the appropriate landscape section to be applied etc. For this purpose, it is expected that the CS will employ a full time Environmental specialist. The draft terms of reference for such a specialist are given below in Box 10-1.

Box 10-1: Draft Terms of Reference for Supervision Consultants Environmental Specialist

The Uttar Pradesh State Roads Project (UPSRP-11). financed by the World Bank. integrates environmental and social Issues In the planning and design of the Highway. An Environmental Management Plan (EMP) has been prepared and 's integrated in the technical specification and contract documents. The prime duty of the Environmental Specialst is to supervise the implementation of the EMP by the Contractors and to ensure that the day-to-day construction activities are carried out in an environmentally sound and sustainable basis. The scope includes development of environmental procedures and good consiruction practices. development and delivery of training programmes etc. Qualifications and Experience . A civil engineer preferably with postgraduate specialization in environmental engineering. 15 years ot working experience related to the integration of environmental and social issues in the design, construchion and operation of transport projects. Experience In construction management and operational mainlenance of highways is preferred. Pdrincipal Duties * Supervise the implementalion of the EMlP by the Contractors. . Hold regular consultation meetings with the Assistant Engineers of the Environmental Cell in the PIU. UPPWD. . Review the Contractors Environmental Implementation Plans to ensure compliance with the Environmental Mianagement Plan (EMP). * Organise periodic environmental training programmes and workshops for the staff of the Contractors. Construction Supervision Consultants and tne Project Implementation Units (PIU). . Develop good practices construchion guidelines to assist the contractors in implementing the EMP. . Monitor tree plantalion programmes and the periodic environmental monitoring (air, noise. water. etc.) programmes to ensure compliance with the State requirements and the EMP. . Prepare and submit regular environmental monitoring and implementation progress reports.

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10.413 CONTRACTORS

The Contractors too will have to employ Environmental Engineer/s. Depending upon the number of contracts awarded to each successful bidder, the number will vary. The best situation would be the use of Civil Engineers with electives in environmental engineering during the final year to supervise the environmental aspects. Their duty will include the proper construction and maintenance of the facilities for the labour camps, the measurement and verification of quantities for environmental enhancement, ensuring that proper environmental safeguards are being maintained at borrow sites and quarries from which the contractor procures material for construction. They will also have to prepare the bills of quantities for the work carnied out for enhancement. In addition. they will have to ensure that proper facilities are available for the monitoring of ambient air quality and collection of water and soil samples as provided for in the environmental monitoring plan.

10.44 TECHNICAL AUDITORS

The technical auditors will perform similar functions as the CS for major maintenance packages. However, since the environmental impacts of the proposed works are limited compared to upgradation, the involvement of environmental specialist(s) will be much less. However, it is expected that the Technical Auditor will have one environmental specialist to take care of any unforeseen adverse environmental impact for all corridors within their purview at least in the initial stages of construction. 10.45 OTHER AGENCIES

The other agencies involved in project activities includes the NGO procured for the implementation of the RAP. The same NGO will be given the responsibility of creating self-help groups envisaged here for the maintenance of the drains and plantation (in close co-ordination with the Forests department). It follows that the NGO will require some professional assistance, especially for explaining to the local people the importance of the proposed activities to ensure that they are willing to participate in these community based initiatives. Occasional surprise monitoring by the local UPPCB officials may also be of advantage at hot-mix plant locations to ensure that they comply with the relevant discharge norms. The NGO shall also help contractor and PWD to involve farmers in plantation. Further the NGO will also help PWD and contractors for getting the equitable agreement signed from landowners for borrow pit development.

10.46 FACILITIES FOR THE ENVIRONMENTAL CELL

The Environmental cell will require certain basic resources for its effective functioning. These include, in addition to the manpower already described and adequate space for staff. The laboratory of UPPWD can be used with updation of shortfall. Some equipment will also be required to be procured for collection and analysis of samples from site. Adequate transport facilities, to accommodate both monitoring staff and equipment, jeeps with large storage space, will have to be dedicated to the environmental cell, at least during the construction period. Since all the staff will be based in Lucknow, it is advisable to have two sets of all equipment while they share the office space- with one being dedicated to the eastem and other to the western region.

10.5 Environmental Reporting System

Monitoring and Evaluation are critical activities in implementation of all projects. Monitoring involves periodic checking to ascertain whether activities are going according to the plans. It provides the necessary feedback for project management to keep the program on schedule. By contrast evaluation is essentially a summing up. the

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end of the projects assessment of whether those activities actually achieved their intended ends.

The reporting system will operate linearly with the contractor who is at the lowest rung of the implementation system reporting to the Supervision Consultant, who in turn shall report to the PWD. All reporting by the contractor and Supervision Consultant shall be on a quarterly basis. The PWD shall be responsible for preparing targets for each of the identified EMP activities. All subsequent reporting by the contractor shall be monitored as per these targets set by the PWD before the contractors move on to the site.

The compliance monitoring and the progress reports on environmental components may be clubbed together and submitted to the UPPWD quarterly during the implementation period. The operation stage monitoring reports may be annual or biennial, provided the Project Environmental Completion Report shows that the implementation was satisfactory. Otherwise, the operation stage monitoring reports will have to be prepared as specified in the said Project Environmental Completion Report.

During the implementation period. a compliance report may include description of the items of EMP. which were not complied with by any of the responsible agencies. It would also report the management and field actions taken to enforce compliance. It may however, be noted that certain items of the EMP might not be possibly complied with in the field due to a variety of reasons. The intention of the compliance report is not to suppress these issues but to bring out the circumstances and reasons for which compliance was not possible (such as jurisdictional issues). This would help in rationalizing the implementation of the EMP during the remaining duration of implementation. Solutions for further effective implementation should also come out as a result of the compliance monitoring reports.

Responsibilities for overseeing will rest with the Supervision Consultant's staff reporting to the PWD. Capacity to quantitatively monitor relevant ecological parameters would be an advantage but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures as per the EMP.

Photographic records will also be established to provide useful environmental monitoring tools. A full record will be kept as part of normal contract monitoring. Reporting and Monitoring Systems for various stages of construction and related activities have been proposed to ensure timely and effective implementation of the EMP.

The reporting system has been prepared for each of the stage of road construction namely:

* Pre construction stage * Construction Stage * Operation Stage This reporting shall be done through: Reporting by the Contractor to the SC Reporting by SC to PWD

The stage-wise reporting system is detailed out in the following Table 10.1.

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Table 10.1: Stage-wise Reporting system of UPSRP-I1

|Contractor Supervision Consultant Project ___orm_ _ -(sc TeamImplementation In PWD World(WB) Bank Fot n Item Implementation toOverse il at No. Item and Reporting to Supepvrtgon | Report to I Desiredi ______I ~SC PWD -Monitoring! WB Supervision CONSTRUCTION PHASE -Monitoring of-T construction site Before start of IQuarterly 1 lHalfyearly cland construction work Qairy ]|Qatry |Hlyal camp | Target sheet for After Aft C2 Pollution As required i r Hat yearly Monitoring_____ Monitoring - I Aa required j~~Monitoring !I_MonitoringHafyrl C3 Targ sheet for I Monthly Quarterly Quarterly Half yearly Yearly 'Target sheet for I C4 monitoring of Monthly Motl codiesuaerly Half yearly Yearly OPERATION PHASE Target sheet for As per er --- 01 I Pollution j | monitoring Twiceduring | I I _ _ _ monitoring I operation phase IM onitoring______plan _ _ _ _ I Target sheet for 1 i 02 survival reporting Aftr of roadside monitoring-yerofndf plantation ___ X _ construction Target sheet for I- 03 monitoring of Aflter Twice during 3cleaningwater I! Quarterly monitoring operation phase bodies ;_I _ !

The formats for the reporting of the various environmental issues through the various stages of the project implementation are annexed to the individual EMPs.

10.6 Internalizing Environmental Expertise In the UPPWD

Moreover, as a long chain of projects is envisaged over the next decade or so in the highways sector in India, the acquired capacity needs to be fully internalized. Two things become important in this respect. Firstly, there should be substantial environmental capacity beyond the staff directly responsible for implementing the EMP in different projects. This may be achieved through training and dissemination of information. Secondly. the possibility of the Environmental Cell developing beyond the project, like the UP State Bridge Corporation. should be explored. It could continue to function beyond the UPSRP-11 conducting EAs for other project proponents-both government departments/undertakings as well as private developers.

10.7 Operationalisation

Operationalisation of the environmental setup for this project would involve three distinct elements. These are: * Identification and appointment of Staff * Procurement of NGOs and other agencies responsible for implementation Each of these is described below.

10.7.1 IDENTIFICATION AND APPOINTMENT OF STAFF

At the project level, the PIU has already been functional. Two assistant engineers are already working for the project's environmental and social components. Two other engineers will be inducted when implementation begins for Phase I. It would be advantageous if these two engineers have post-graduate qualifications in Environmental Engineering or previous experience of R&R related activities. The

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