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TABLE OF CONTENTS EXECUTRVEDUMMARY...... ES.....I
1.1. PROJECT BACKGROUND ...... 1.2. NEED OF THE PROJECT ...... 1.3. PROJECT ...... 1I OBJECTIVES ...... 1.4. PHASING OF THE PROJECT...... 1.5. EARLIER 2 STUDIES ...... 1.5.1 STRATEGIC 2 OPTION STUDIES (SOS)...... 1.5.2 FE-ASIBILITYSTUDY...... I...... -...... 4 1.5.3 ENVIRONMENTAL SCREENING 4 ANDSCOPING STUDIES...... i.5.4 HIGHPRIORITY ROADS...... 4 1.5.5 ENVIRONMENTAL AND 4 SOCIAL INDEPENDENTREVIEw 1.5.6 DocuMENT REPORT...... 4 ORGANISATION ...... 2. PROJECT ...... S DESCRIPTION ...... I...... I...... 2.1 PROJEcT LOCATION ...... 7 2.2 DETAILS OF THE PROJECT CORRIDOR...... 2.3 IMPROVEMENT ALTERNATIVE 7 CONSIDERED ...... 2,4 DESIGN SPEED...... 7 2.5 DEFINITION OF TERMS 8 USED IN THE PROJECT 2.6 THE ...... IMPROVEMENT PROPOSALS...... 9 2.7 DESIGN CROSS SECTIONS...... 113 2.8 DESCRIPTION 12 OF MAJOR FEATURES...... 2.8.1 ...... 13 ROAD WIDENING ANDIMPROVEMENTS...... 2.8.2 20 CONSTRUCTION ANDREPLACEMENT OFBRIDGES AND 2.8.3 TREE CULVERTS...... 20 REMOVAL ANDTREE PLANTING...... 2.8.4 ENVIRONMENTAL 20 MANAGEMENT PLAN (EMP) ...... 2.8.5 RESETTLEMENT 20 ACTIONPLAN (RAP)...... 2.8.6 OTHERFEATURES ...... 20 2.9 COST ESTIMATES 211 FOR THE PROJECT...... 2.10 CONTRACT ... 21 PACKAGES ...... 2.11 CONSTRUCTION ...... 21 SCHEDULING ...... 2.12 OTHER TRANSPORT ... 21 PROJECTS IN THE PIA...... 21 3 APPLICABLE LEGAL, POLICIES AND INSTITUTIONAL FRAME WORK 22 3.1 APPLICABLE REGULATIONS...... 3.2 APPLICABLE 23 NATIONAL POLICIES...... 3.3 APPLICABLE NATIONAL 23 GUIDELINES ...... 3.4 APPLICABLE INDIAN ...... 27 ROAD CONGRESS (IRC) 3.5 APPLICABLE CODES...... -27 CONTRACT PROVISIONS...... 3.6 APPLICABLE CROSS 28 SECTORAL LAWS...... 3.7 ENVIRONMENTAL REQUIREMENTS ...... 28 OF THE STATE ...... 3.7.1 STATE -29 ENVIRONMENTAL POLICY (SEP)...... 301 3.7.2 30 STATE WATER POLICY...... 3.7.3 HIMACHAL PRADESH STATE FORESTPOLICY ...... 3.7.4 HIMACHAL PRADESH 30 (HP) STATEFOREST DEPARTMENT...... 3.7.5 HP STATE 30 POLLUTION CONTROL BOARD 3.7.6 (HPSPCB)...... 311 STATE COUNCIL FORSCIENCE . 1 TECHNOLOGY ANDENVIRONMENT...... 3.7.7 HIMACHAL PRADESHSTATE PUBLIC WORKs DEPARTMENT...... 3.8 WORLD BANK 32 ENVIRONMENTAL REQUIREMENTS ...... 32 3.8.1 APPLICABILITY OFVARIOUS WB SAFEGUARD POLICIES...... 3.9 ENVIRONMENTAL .... 33 CLEARANCE REQUIREMENTS 3.10 APPLICABILITY ...... 33 OF LAND ACQUISITION ACT...... 4 APPROACH ...... 35 & METHODOLOGY FOLLOWED ...... I...... 36 4.1 BAsic APPROACH...... I...... 3 4.2 8 MAIN CONCERNS ...... 4.3 STEPS ...... 38 IN THE PROCESS ...... 38 ...... 39
f limachal State Roads Projec EIA for 'I1heog-Rohru Project oad 4.3.1 RECONNAISSANCE SURVEY ...... 4.3.2 DISSEMINATION OFPROJECT DETAILS...... 4.3.3 TRAINING 39 ONLEGAL ANDPOLICY RELATED ISSUES...... 4.3.4 ENVIRONMENTAL 39 SCREENING STUDY...... 4.3.5 DETAILED B3ASELINEENVIRONMENTAL 39 4.3.6 SURVEYS...... IMPACT SURVEYS ...... 39 4.3.7 ANALYSIS 39 OFPREVIOUSLY COLLECTED 4.3.8 DATA...... IDENTIFICATION OFPRIMARY 39 DATACOLLECTION NEEDS 4.3.9 PHOTOGRAPHY ...... 40 ANDVIDEOGRAPHY ...... 4.3.10 PREPARATION I,...I...... 40 OFFEASIBILITY AND ENVIRONMENTAL ...... 4.3.11 ASSESSMENT REPORT...... DETERMINATION OFPOTENTIAL 40 IMPACTAREA FOREA PURPOSE...... 4.4 THE EA PROCESS...... 41 4.5 ASSESSMENT OF POTENTIAL 41 IMPACTS ...... 4.6 MAIN 41 STREAMING OF ENVIRONMENT IN THE DESIGN PROCESS 4.7 AsSESSMENT OF ...... 42 ALTERNATIVES ...... 4.8 FINALISATION 42 OF ALIGNMENT ...... 4.9 MITIGATION & ENVIRONMENTAL 42 ENHANCEMENT 4.10 MEASURES...... 43 PREPARATION OF EMP...... 4.11 STAKE HOLDER 43 CONSULTATION & 4.12 PARTICIPATION...... 43 APPENDICES ...... 43 5 BASELINE ENVIRONMENTAL CONDITIONS ...... 44 5.1 LAND ENVIRONMENT ...... 5.1.1 45 LOCATION OFTHE PROJECT ROAD CONSIDERED IN 5.1.2 GEO.MORPHOLOGICAL THISREPORT...... 45 DETAILS...... 5.1.3 GEOLOGY OFTHE AREA...... 45 5.1.4 SEISMOLOGICAL 46 CHARACTERISTIC OFTHE 5.1.5 AREA...... CONSTRUCTION MATERIALS...... 47 5.1.6 SOIL ANDSOIL QUALITY 49 CHARACTERISTICS ...... SOIL FERTILITY...... 50 50 5.1.7 PREVAILING SLOPESTABILISATION ISSUES (LANDSLIDE, 5.2 AIR ENVIRONMENT...... LANDSLIPS ETC)...... 53 5.2.1 54 METEOROLOGICAL AND CLIMATIC CONDITIONS ...... 5.2.2 PRECIPITATION 59 ISNOW FALL...... 5.2.3 TEMPERATURE...... 59 5.2.4 HUHUMIDITY ...... 60 5.2. WIND I D ...... 61 5.2.6 AMBIENT AIRQUALITY...... 61 5.3 NOISE ENVIRONMENT...... 62 5.4 BID ENVIRONMENT...... 62 64 5.4.1 FL RAFLORA...... 5.4.2 FLORA RELATED 67 CHARACTERISTICS OFTHE 5.44.3 PROJECT ROAD...... O ESFORESTS...... 66 5.4.4 ENDANGERED FLORA ...... 72 5.4.5 FAUNA AND 72 PROTECTED AREAS ...... 5.4.6 COMMONLY FDUNDFAUNA...... 73 5.4.7 ENDANGEREDFAUNA ...... 73 5.4.8 BIODIVERSITY ...... 75 5.4.9 SENSITIVITY ANALYSIS...... 75 5.5 WATER ENVIRONMENT...... 75 5.5.1 77 SURFACEWATER ...... 5.5.2 77 SURFACE DRAINAGE ...... 5.5.3 GROUNDWATER 77 RESOURCES ...... 5.5.4 SUBSURFACE DRZAINAGE...... 78 5.5.5 WATER QUALITY ...... 81 5.5.6 DRINKING 82 WATER SOURCES ...... 5.5.7 FL ODFLOODS...... 83 5.6 SOCIO.CULTURAL ENVIRONMENT...... 85 5.66.1 87 LANDA D USE ...... 87 87
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69...... Himachal State Roads Projec t ElA for Thieog-Rohru Project oad 7.5.4 POST -CONSTRUCTION PHASE IMPACTS ...... 7.5.5 SURFACE DRAINAGE- IMPACTS...... 7.5.6 GROUNDWATER -IMPACTS...... 133 7.5.7 SUB3SURFACE 133 DRAINAGE- IMPACT...... 7.5.8 WATER 134 QUALITY -IMPACTS ...... 7.5.9 DRINKING WATER SOURCES-IMPACTS...... 136134 7.5.10 FLOODS RELATED IMPACTS...... 135 7.6 SOCIO-CULTURAL ENVIRONMENT-IMPACTS ...... 7.6.1 LAND USEIMPACTS...... 137 7.6.2 AGRICULTURE IMPACTS...... 138 7.6.3 IMPACTS RELATING 138 TOINDUSTRY ...... 7.6.4 IMPACTS RELATING TO 139 HUMAN HEALTH & SAFETY...... 7.6.5 ARCHAEOLOGICAL 139 ANDCULTURAL RESOURCES- 7.6.6 IMPACTS...... TOURISMS ANDPILGRIMAGE 139 -IMPACTS ...... 7.6.7 TRANSPORT RELATED IMPACTS...... 140 142 8 ANALYSIS OF ALTERNATIVES...... 142 8.1 ENVIRONMENTAL ...... ASPECTS OF ANALYSIS 8.2 "WITH" OF ALTERNATIVES...... 144 AND "WITHOUT" SCENARIOS.....I...... 8.2.1 NO ACTIONALTERNATIVE 144 ...... 8.3 THE 14 "WITH" SCENARIO ...... 5 8.4 THEOG I.I..I...I.. -ROHRU -VARIOUS ... I....I...... I...... 145 ENGINEERING ALTERNATIVES 8A4.1 GENERAL CONSIDERED...... 146 DESIGNSPEED ALTERNATIVES...... 8.4.1.2 LIMITATIONS -ACTUAL AVAILABLE 147 OPTIONS ORALTERNATIVES...... 8.5 ALIGNMENT 147 IMPROVEMENT ALTERNATIVES 8.5.1 ...... UPGRADING TOURBAN 148 SECTION INROHRU TOWN...... 8.6 WIDENING 14 9 AND REALIGNMENT ALTERNATIVES 8.6.1 REALIGNMENT ...... 149 ALTERNATIVES...... _..I...... 8.6.2 USE 149 OF CROSS SECTION ALTERNATIVES...... 8.6.3 RETAINING WALL ALTERNATIVES 149 ...... I.I.. 8.6.4 ROAD SIDE DRAINAGE ...... 150 AND DRAIN ALTERNATIVES...... 8.6.4.1 TRAPEZOIDAL 151 DRAIN...... 8.6.4.2 V-SHAPED DRAIN...... 153 8.6.4.3 COVERED DRAIN ...... 153 8.6.5 WAY SIDEAMENITIES -ALTERNATIVES...... 153 8.6.6 ROAD INTERSECTION 153 ALTERNATIVES ...... 8.6.6.1 MAJOR . .I...... INTERSECTIONS ...... 153 9 IMPACT 154 MITIGATION & AVOIDANCE...... I...... I..... 154 9.1 LAND ENVIRONMENT...... I..... 155 9.1.1 MITIGATION MEASURES RELATING TOLOCATION...... 9.1.2 GED-MORPHOLOGICAL DETAILS...... 156 9.1.3 GEOLOGY -MITIGATION 157 MEASURES ...... 9.1.4 MITIGATION . .. I.I..I.I..I...... I...... 158 RELATING, TO SEISMIC 157 DISTURBANCE ...... 9.1.5 CONSTRUCTION MATERIALS ...... 9.1.6 MITIGATION FOR 158 SOIL EROSIONAND OTHER 9.1.7 ISSUES...... PREVAILING SLOPE STABILISATION 159 ISSUES (LAND SLIDE, 9.1.8 METEOROLOGICAL LAND SLIPS ETC)...... 162 AND CLIMATIC CONDITIONS...... 9.1.9 PRECIPITATION...... 163 9.1.10 TEMPERATURE ...... 165 9.1.11 HUMIDITY...... 165 165 9.2 AMBIENT AIRQUALITY ...... 165 9.3 NOISE ENVIRONMENT...... 9.4 010 ENVIRONMENT ...... 165 9.4.1 FL RAFLORA...... 166 9.4.2 FLORA RELATED CHARACTERISTICS 169 OFTHE PROJECT ROAD ...... 1696 9.4.4 ENDANGERED 170 FLDRA- MITIGATION MEASURES...... n7 9.4.5 FAUNA ANDPROTECTED AREAS...... 9.4.6 COMMONLY FOUNDFAUNA ...... 172 172 9:9 1E8IHX3 IV0133S SSOS3 SVH 1VNI S31310d NI AII1IBVOI1ddV 1I9IHX3 13S SAVMHOII 3H1 H1dOW S9£ 6Z ...... NO SNOI1VOlil3dS lN3W3DVNVW l1YN3WNOdIAN3 lI1IHX3 SSO13Vu1NOO bO0 DOI 319VDIlddV V£C 6Z...... 01 INVA313I S3003 1V1N3WNOWIAN3 SAVMHVIH E-£1I81HX3 ...... N3W39VNVW NI SMNIMMUaD 31SV3I1ddV 9Z 03S SAVMHDIH ...... z '£ 181dHX3 snOIEVA 3H1 S3SkAVNV Z S31I110d IVNOIiVN 3H1 0 31. V3IlddV : L' 1181HX3 0133S.Z- SAVMH01H lIddV d AOEVWWnS ...... SNO1V1n3 31V dnI 3N 9I.0 1I6IHX3 Z ...... Lso3 1o3rOSd AO NVI3NI NOIVIIW NI S33dn 01 £ Z 1i6IHX3 ...... S3dA1 9zs 118IHX3 SSOu3 NUIS3a AO 3dAk O1 I dAD) SNO1U33S Z-Z 1181HX3 . (C; 3IWONOJ3 ONV 31AWV'i -...... AO SlIV13G NHnl38 VO 13rOd 3H1 wz 1I8IHX3 ...... M MIaSNOO SaVOk: 9...... g.. A1l1IgISV31 tiOI S31aniS V 9g IIS1HX3 dH savos z 3SVHd 8...... 3rOd aVo0 31V1S 11sIHX3 A0 S1Vi13G G'L 9S...... OVo0 133rOdd 3H1 V3 SIH1 NI a38301SNo3 118IHX3 30 SIV130 tl ...... a3SOdOHd 3H11 £ z H3IVS !I 3SVHd savod i33rlOd S1iv13a C 6 118IHX3 'I 3SVHd 3H1 30 £...... 1i3r0Hdt HDlVe 1i9IHX3 savos a3SOdObd z ...... 3VM3Vd L 3SVHd savo N3W3AOdWI 1I9IHX3 1O DNISVHd Vw z...... liO 10D3rObd 3H13 NO11V1N3W31dWI S1ISIHX3 z......
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MAP OF THE REGION...... 46 EXHIBIT 5.4 GEOLOGICAL MAP OF THE REGION ...... 47 EXHIBIT 5.5 EARTH QUAKES OF MAGNITUDE EXHIBIT FIVE AND ABOVE DURING 48 5.6 MATERIAL SOURCES LAST CENTURAY ALONG THE PROJECT ...... 49 EXHIBIT 5.7 SOIL ROAD ...... TYPES OF THE REGION ...... 50 EXHIBIT 5.8 (A) : SOIL QUALITY ALONG THE EXHIBIT PROJECT ROAD 51 5.8 (B) SOIL QUALITY ...... ALONG THE PROJECT EXHIBIT: ROAD 53 5.9 SLOPE STABILITY/EROSION ...... PREVENTION STRUCTURES 54 EXHIBIT. 5.10 GEOLOGICALLY THEOG-ROHRU UNSTABLE AREAS ...... EXHIBIT ALONG THE PROJECT 56 5.11 THREE WELL DEFINED ROAD ...... SEASONS IN PIA DISTRCTS 58 EXHIBIT5.12 ...... ISOHYETS IN THE REGION ...... 60 EXHIBIT 5. 13 TEMPERATURE VARIATIONS IN THE REGION 60 EXHIBIT 5.14 HILL ...... RANGES OF THE HIMALAYAS EXHIBIT IN THE PIA REGION 61 - 5.15 PCB AIR QUALITY ...... STANDARDS 62 EXHIBIT 5.16 ...... AMBIENT AIR QUALITY (pG/M3) ALONG THE 63 EXHIBIT 5.18 PROJECT CORRIDOR SILENT ZONES ALONG ...... THE PROJECT ROAD 63 EXHIBIT 5.19: DETAILS ...... OF FOREST AREAS WITHIN THE PIA FOR 65 EXHIBIT.5.20 FLORAL THEOG.ROHRU ROAD DETAILS OF THE THREE ...... EXHIBIT SECTIONS OF PROJECT 68 5.21 ROAD SIDE TREES ROADS ...... 68 EXHIBIT 5.22: FOREST AREAS ABUTTING ALONG THE 69 EXHIBIT 5.23 PROJECT ROAD (REFER FLORAL CHARACTERISTICS THOSE IN THE PIA OF THE PROJECT ALSO) ...... 70 EXHIBIT 5.24 DETAILS ROADS ...... OF FOREST COVERAGE EXHIBIT IN THE PIA DISTRICTS 72 5.25 FOREST COVER ...... MAP OF THE REGION 72 EXHIBIT 5.26 ...... MONEKY MENACE AREAS ...... 73 EXHIBIT 5.27: PROTECTED AREAS IN HIMACHAL EXHIBIT PRADESH 74 5.28: MAJOR ECOSYSTEMS ...... THAT SUPPORTS 74 EXHIBIT 5.29: BIO.DIVERSITY ALONG SENSITIVITY ANALYSIS THE PROJECT ROAD GAZETTE NOTIFICATION OF THE PROJECT ...... 76 ...... ROADS AS PER THE SEPTEMBER 14, 2007 EXHIBIT -5.30 SURFACE MOEF WATER RESOURCES ...... WITHIN THE 77 EXHIBIT 5.31 DRAINAGE PROJECT INFLUENCED IN THE REGION AREA (PIA) ...... 78 EXHIBIT 5.32 : ANALYSIS OF BRIDGES AND CROSS EXHIBIT DRAINAGE (CD) STRUCTURES 78 5.33 GROUNDWATER ...... RESOURCES IN THE 79 EXHIBIT REGION ...... 5.34: DETAILS OF WATER QUALITY ANALYSIS 82 EXHIBIT 5.35 ...... DRINKING WATER RESOURCES EXHIBIT ALONG THE ROAD 83 5.36 LAND USE CHARACTERISTICS ...... OF THE PROJECT 86 EXHIBIT 5.37 ROAD ...... DISTRIBUTION OF APPLE ORCHARDS ALONG 88 EXHIBIT 5.38 THE PROJECT INDUSTRIES OF THE ROAD ...... PROJECT ROAD 90 EXHIBIT 5.39 EXISTING ...... PARKING AREAS ...... 91 91 l.ouki lAf.--, f,{- T Project oad EIA for Theog-Rohru State Roads Projec t FlHmachal 91 ...... DISPOSAL AREAS MUNICIPAL SOLID WASTES ...... 92 EXHIBIT 5.40 COMMUNITY ...... THE PROJECT ROAD 92 RAIN SHELTERS ALONG EXHIBIT 5.41 EXISTING ...... 94 PROPERTIES ROADS ...... EXHIBIT 5.42 CULTURAL ALONG THE PROJECT AND TOURSIT AREAS 95 5.43 IMPORTANT PILGRIMAGE ROAD ...... EXHIBIT ALONG THE PROJECT SECTION WISE TRAFFIC INSTITUTIONS ...... 99 5.44 HOMOGENOUS FROM STAKE HOLDER EXHIBIT SUPPORT RECEIVED COORDINATION AND 99 EXHIBIT 6.1 INSTITUTIONAL ...... STAKE HOLDER CONSULTATION 102 OF THE INSTITUTIONAL EXHIBIT 6.2 DETAILS HELD ...... LEVEL CONSULTATION TEAM ...... 103 SUMMARY OF THE PROJECT OF THE PROJECT EXHIBIT-6.3 ISSUES AND THE RESPONSE COMMUNITY LEVEL ...... 109 6.4: ANALYSIS OF THE (SAMPLE) EXHIBIT DURING THE CONSULTATIONS THE ISSUES RAISED PROJECT 6. 5 SUMMARY OF ALONG THE THEOG-ROHRU EXHIBIT MANAGEMENT ISSUES 112 AND MINOR ENVIRONMENTAL EXHIBIT 7.1: MAJOR 113 IN FILL AREAS ...... ROAD ...... HEIGHTS WILL BE RAISED FOR WHICH EMBANKMENT SIDE WIDENING 7.2: TOTAL LENGTHS FOR HILL WARD EXHIBIT ALONG THE ALIGNMENT 116 MATERIAL EXCAVATION ...... 7.3 : DETAILS OF 126 EXHIBIT ...... -ROHRU) ...... CONSTRUCTION (THEOG WITH HIGHWAY DBA AT 50 NOISE LEVELS ASSOCIATED (NOISE LEVEL IN EXHIBIT 7.5: TYPICAL CONSTRUCTION EQUIPMENT NOISE LEVELS OF PRINCIPAL EXHIBIT 7.6: TYPICAL 127 126 ...... 131 FEET) RELATED NOISE LEVELS POTENTIAL CONSTRUCTION ...... EXHIBIT 7.7 OF THE PROJECT ROADS 131 ANALYSIS ROAD ...... EXHIBIT 7.8 :ECO-SENSITIVITY THEOG -ROHRU PROJECT 132 LOCATIONS FOR THE ...... : STREAM CROSSING CONSTRUCTION WATER EXHIBIT 7.9 FOR MEETING THE 133 WATER SOURCES POSSIBLE SURFACE ...... EXHIBIT 7.10: BODIES 136 IMPACTS TO WATER EXHIBIT 7.11 POTENTIAL ...... 142 IMPACTED WATER SOURCES ...... EXHIBIT 7.12 LIKELY BE IMPACTED 143 PROPERTIES THAT COULD 7.13 CULTURAL ROAD ...... 150 EXHIBIT FOR THE PROJECT EIRR AND NPV COMPUTED EXHIBIT 7.14 ...... 151 REALIGNMENT ALTERNATIVES EXHIBIT 8.1: ...... 151 CROSS SECTION SCHEDULE ...... EXHIBIT 8.2: OF RETAINING WALL 154 SUMMARY ON REQUIREMENT ...... EXHIBIT 8.3: BRIEF ROAD SECTION 158 ALONG THOEG *ROHRu ...... 8.4 MAJOR INTERSECTIONS ...... 159 EXHIBIT FOR BIO-ENGINEERING PILOT LOCATIONS ...... 9.1: IDENTIFIED LOCAL BODIES 160 EXHIBIT WITH THE HELP OF LOCATIONS IDENTIFIED (TYPE-A) ...... EXHIBIT 9.2 DISPOSAL AT NEAR TOWN AREA 160 WORK DUMPING SITE ...... PROPOSED EARTH AREA (TYPE-B) EXHIBIT 9.3 A: SITE AT VALLEY SIDE 161 EARTH WORK DUMPING ...... EXHBIT 9.3 B: PROPOSED AT RIVER SIDE (TYPE-C) 166 WORK DUMPING SITE SITE ...... PROPOSED EARTH ESTABLISHMNTS IN THE EXHIBIT 9.3C: FOR THE CONTRACTORS 167 CLEARANCES REQUIRED ...... EXHIBIT 9.3 : VARIOUS DURING THE CONSTRUCTION 169 NOISE IMPACTS ...... : MEASURES TO MITIGATE ACTIVITIES AT SITE EXHIBIT 9.4 DURING CONTRACTORS 170 OF NOISE POLLUTION EXHIBIT 9.5: THE SOURCES ...... 182 FOR PLANTING 9.6: TREES RECOMMENDED 184 EXHIBIT PER THE DESIGN ...... BYS PROVIDED AS ...... EXHIBIT 9.7: BUS LAY SIDE WALK 188 DRAIN LOCATIONS WITH PROPOSED COVERED ...... EXHIBIT 9.8: BAY IN URBAN AREA 189 OF PARTIAL BUS 10.1: TYPICAL LAYOUT 189 EXHIBIT AREAS ...... EXISTING PARKING EXHIBIT 10.2: FOR TAXI ...... 190 PARKING AREA DESIGN ...... EXHIBIT 10.3: PROPOSED AREAS (ENHANCEMENT) 192 OF PROPOSED PARKING EXHIBIT 10.4: DETAILS ENHANCMENT ...... 192 BOARDS FOR TOURISM SIGNIINFORMATION ...... EXHIBIT 10.6: PROPERTIES FOR RELIGIOUSICULTURAL EXHIBIT 10.5: DESIGN 12 PLATES BYPASS, ...... SLOPE ALONG THEOG OF THE ROAD43 MIDDLE OF A HILL IN THE MIDDLE -2.1 ROAD IN THE A TEMPLE IS LOCATED PLATE SITE AT CHELA WHERE 46 CHIEFS VISIT TO THE ...... 4.1: ENGINEER IN AT THEOG KM 1.000 PLATE THE PROJECT ROAD ...... 49 ALONG THE SIDES OF UNDER RF SCHEME) 5.1 BARREN HILLS 50 ( ROAD WIDENING PLATE FORMATION AT KM 52 SHALE AND SLATE ...... 5.2 HIGHLY FRACTURED THEOG AT KM SEVEN PLATE UNSTABLE AREA AR 55 FRACTURED SHALEISLATE-AN PLATE 5.3A HIGHLY ...... 58.450 (BHAGOLINALA) AREA AT CHANIAGE PLATE 5.4 LANDSLIDE
vii limachal State Roads Projec t EIA for Theog-Rohru PLATE Project oad 5.5 ROAD CONSTRUCTION INDUCED STABILITY PLATE ISSUE ALONG THE 5.6 PLANNED TUNNEL THEOG BYPASSIDEVIATION LOCATION AT ...... CHAINAGE 40 55 PLATE 5.7 SNOW ...... ALONG THE PROJECT ROAD NEAR PLATE KHARAPATHAR 59 5 .8 SNOW COVERED ...... ROAD WITH DENSE FOREST ON BOTH 61 PLATE 5.9 GIRI RIVER SIDE OF ROAD AT CHELLA ...... 7 PLATE 5.10 A PARTIALLY DEVELOPED SPRING...... PLATE 5.11 DRINKING 81 WATER SOURCES...... PLATE 5.12 83 CONSULTATION WITH TRADERS OF CAULIFLOWER PLATE AT 4.000 85 5.13 A DOZEN MINI ...... LORRIES FOR CAULIFLOWER PLATE 5.14 AT KM 4.000 89 PRESERVED AND ...... PROTECTED STRUCTURE PLATE 50 M AWAY FROM 89 5.15 LOCATED IMMEDIATELY THE PROJECT ROAD ADJACENT TO ...... PLATE THE PROJECT ROAD 93 5.16 HATKOTI MATA ...... TEMPLE AT ABOUT 200M AWAY FROM 93 PLATE 5.17 JUBBAL THE PROJECT ROAD PALACE AT JUBBAL ...... ABOUT 1.2 KM FROM PLATE 6.1 DISCUSSION THE PROJECT 94 WITH CAULIFLOWER ROAD ...... TRADERS AT LOADING 95 PLATE 6.2 ONE TO ...... ONE MEETINGS WITH MR.HR JASWAL SDO PLATE 6.3 CONSULTATION PABBAR VALLEY 96 WITH POWER CORPORATION AFFECTED COMMUNITIES LTD ...... PLATE NEAR HATKHOTI 97 6.4 CONSULTATION ...... WITH LOCAL COMMUNITIES PLATE NEAR KOTKHAI 97 7.1 BARREN DRY ...... HILLS IN THE BEGINING OF THE PROJECT 102 PLATE 7.2 SERIOUS ROAD AT THEOG IMPACTS TO THE ...... HOUSES AND OTHER PLATE 7.3 MASSIVE STRUCTURES OCCURRED 117 SLIDING OF THE DURING WIDENING PURPOSE)...... STEEP HILL SLOPES UNDER CRF SCHEME117 (STRETCHED PHOTO TOWARDS HORIZONTAL PLATE FOR FORMATTING 7.4: BREAST WALL . PROJECT IS BEING CONSTRUCTED ...... UNDER CRF SCHEME) AFTER EXCAVATION 120 ...... FOR WIDENING TOWARDS PLATE 7.5 TREES HILLWARD SIDE IMMEDIATELY ADJUCENT (RECENT PLATE TO THE PROJECT 7.6 SNOW FALL ROAD WILL BE REMOVED 120 AREA DURING FEBRUARY FOR WIDENING PLATE 2006 ...... 7.7 HIGHLY POLLUTING ...... 121 BAD PRACTICES PLATE (PHOTO FROM 7.9 BYPASS ALIGNMENT CURRENT MAINTENANCE 122 SHOWING MASSIVE PRACTICES NEAR PLATE 7.10 DISTURBANCE GUMMA VILLAGE) PARKING AREA TO THE HILL SLOPES 124 AT HATKOTI JUNCTION ...... PLATE 7.11 ...... ACCIDENT RECORDED 138 ALONG THE PROJECT PLATE 7.12 ARCHAEOLOGICAL ROAD DURING THE 140 STRUCTURE SURVEYSON FEBRUARY THAT WILL BE 08, 2006 ...... PLATE 7.13 ARCHAEOLOGICAL IMPACTED IN RELATION 141 SITE TO THE PROJECT LOCATED ADJUCENT ROAD ...... PLATE 8.1 A VISIBLE TO THE PROJECT 141 EVIDENCE OF ROAD IN A DILAPIDATED UNDER THE SLOPE FAILURES CONDITION CRF PROJECT NEAR UP TO 20-50 M UP ...... 142 HATKHOTI JUNCTION HILL INDUCED BY PLATE 8.2 ...... THE HILLWARD SIDE CONSULTATION OF WIDENING ENGINEER IN CHIEF PLATE 9.1 WITH STAKEHOLDERS BID ENGINEERING ...... 144 PILOT STUDY LOCATION PLATE 9.2 AT CHAINAGE TYPICAL WATER 60.800 ...... 148 HARVESTING STRUCTURE PLATE 9.3 WATER ALONG THE RIVER 164 FLOW OF GIRI BED ...... RIVE AT CHELA BRIDGE PLATE 9.4 WORKSHOP ...... 175 LOCATION AT HATKOTI PLATE SHOWING HIGH 9.5 PABBAR RIVER LEVEL OF SPILLAGE 176 NEAR TO ROHRU OF POL ...... PLATE 9.6 ...... 178 PARKING AREA REQUIRED AT THIS LOCATION PLATE 9.7 ...... PARKING AREA REQUIRED 80 AT THIS LOCATION PLATE 10.1 ...... PROPOSED PARKING 183 EXAMPLE AREAIBREAK ...... DOWN YARD KM 28.680 184 WHERE EXCESS LAND PLATE 10.2 IS AVAILABLE-A GANGA MATA TEMPLE TYPICAL ...... 190 191
T I 2.. r - , Project oad EIA for Theog-Rohru Projec t IFlimachal State Roads
LIST OF ACRONYMS
TRANSPORTATION OFFICIALS OF STATE HIGHWAY AND AASHTO AMERICAN ASSOCIATION
SURVEY OF INDIA ASI ARCHAEOLOGICAL
FOR HIGHWAY DESIGN CARO A GERMAN SOFTWARE
IMPACT STATEMENT EIS ENVIRONMENTAL
MANAGEMENT UNIT EMU ENVIRONMENTAL INGENIERS CONSEILS OF INTERNATIONALE DES FIDIC FEDERATION
HIMACHAL PRADESH GOHP GOVERNMENT OF OF NATURAL RESOURCES UNION FOR CONSERVATION IUCN INTERNATIONAL FORESTS OF ENVIRONMENT AND MOEF MINISTRY
LEVEL MSL MEAN SEA ORGANIZATION NGO NON GOVERNMENTAL
TRAFFIC NMT NON MOTORIZED VALUE NPV NET PRESENT
UNIT PIU PROJECT IMPLEMENTATION
PWD PUBLIC WORKS DEPARTMENT
ACTION PLAN RAP RESETTLEMENT
RW ROAD WING SH STATE HIGHWAY
INDIA SOl SURVEY OF OPTION STUDY SOS STRATEGIC AND ENVIRONMENT ON SCIENCE TECHNOLOGY STEC STATE COMMITTEE
FUND WWF WORLD WILD LIFE
ix f limachal State Roads Projec t EIA for Theog-Rohru Project Road EXECUTIVE SUMMARY INTRODUCTION
Himachal Pradesh Government has taken up an ambitious development of the State. road development plan In this context, GOI has approached for the over all economic project. After all studies including World Bank for loan a Strategic Option Study, assistance to support the Bank has in principle agreed Feasibility study and detailed to support the project provided engineering, the World Government and the National all WB loan conditional Govemment. The final ties are met by the State part of the year 2007. approval of the loan is expected to take place in the early The document in hand is the summary of phase- of the EIA for the contract 1 roads identified earlier. of 80 km of the Batch 1 roads including A location map of the project out of the 413 km feasibility studies, detailed road is provided in the Figure have engineering studies, environmental E-1.0. All studies been completed. This and social impact EIA represents the Contract management studies HPSRPMWB/UG/5/ICB, to No 5 with the Contract be implemented by the Contractor identification No: supervision consultant's in association with for the smooth and effective the PWD and the appointed Construction Supervision implementation of the project. Consultants (CSC) will The appointment of and the country laws be according to the ICB contract the and the WB policies and guidelines. implementation requirements
Figure 1.1 Location map i ,gar of the Project Road Khad$1 *=-Narkanda 'ADevidhar' - -A a \JangIaD\ Chirg 'A Hatu Peak Mativiina -3135 mV em .$,'4' ,XM Ll A F
tko/t
Caf-Hlit , M A Kati Chhachpur ; -a Ghodn< 0 rakot
Tharoch - NEED FOR THE PROJECT
Most of the existing road lengths lack longitudinal good road geometrics, and cross drainages, therefore, up-gradation retaining walls, roadside parapets topography of the existing infrastructure and of the State makes roads is essential. The the extent the most viable among the mountainous and condition of the current conventional modes of transport. its road network is inadequate Unfortunately fruit, vegetable and agricultural and poor. Himachal Pradesh produce all coming under is well known for efficient transport. Fish and perishable commodities livestock products are another which require fast and State. Recent efforts at industrialization major share of the primary have led to the sector economy in the foothills adjoining the States development of industrial sites of Punjab and Haryana. Transport at seven places along the these industrial zones require of raw materials and efficient transport so finished goods to and from been a mainstay industry that major industries are attracted in this picturesque State, to the State. Tourism transportation network employing thousands has that provides extensive of people directly and indirectly. of this sector, to connectivity and smooth travel A make the State into a National is a necessity for the development and International tourist destination. Up-gradation of the road network people, in the State will increase the resulting in greater utilization connectivity of places, safe of resources and socio-cultural mobility of goods and development of the people. The success of
Louis Berger Group. Inc. n- . I Project Road EIA for Theog-Rohru Projec t Iliimachal State Roads on the adequacy of sectors depend to a great extent the Government in the different the various investments by i.e. road network in the State. the transport infrastructure the railways and civil and the demographic pattern, and topographic constraints Roads and Highways. Due to the peculiar geographic in comparison to the in this Himalayan State for development aviation has a limited scope
FEASIBILITY STUDIES (43 road links) network of 1675km of roads carried out for the road come out with a list of feasibility study has been The feasibility study has The Strategic Option studies (SOS). The Cultural by the earlier prepared using the HDM model. identified/suggested and cultural aspects roads. EIRR roads based on the engineering for each of the project high priority calculated using the model have a Return (EIRR) has been million. The roads, which Internal Rate of % and NPV cost is INR 4449 a -Rohru project road is 33 The EIRR does not include computed for the Theog qualified for the up-gradation. above have been considered, prioritization based on these rate of return 12% and scoping analysis. Therefore and social screening and studies as a part of the comprehensive environmental social screening and scoping by the environmental and issues has been carried out feasibility studies.
PROJECT DESCRIPTION the Theog-Kotkhai-Hatkoti- EMP put together) relates to summary (Vol 1 EA & Vol 2 from Theog town with As described earlier this EIA kms. The project road starts has a total length of 80.684 through Shimia Rohru project road. This road of Rohru town. This road traverses at 80.684 km just at the beginning farms of the area, most of 0.000 chainage and ends and access to apple orchard (SH-28) is the only link The road passes through district only. This State Highway on this State Highway. of the local residents depends Part of this road is a the cultural activity and income turns at most of the places. and acute, blind and sharp Inorder to overcome this hilly terrain with steep grade this road becomes inaccessible. of the State. During winters, Most of the settlements / predominant snowfall area studies are being taken up. considered and the related connectivity to the Dodra - problem a tunnel is being project road. This is the only through link road to the four important townships villages/town etc are connected The road traverses through areas of Himachal Pradesh. matha temple and Kwar hard difficult and tribal significant structures at Hatkoti and Rohru. The archaeologically viz. Theog, Kotkhai, Jubbal towards Rohru. located in the near by areas few other temples were also forest, apple orchards and use along this corridor is mostly along the corridor. The land section passes through There are 16 settlements near Theog and Rohru. This barren and grassland areas protected Forests that agriculture. There are some as reserved forests (RF) and forest ecosystem areas such of a State funded eco-sensitive natural dynamic is minimal due to the implementation land requirement for widening are rich in Biodiversity. The Fund (CRF) scheme. project under Central Road clearances obtained for the just concluded, details of the under CRF scheme has Construction Supervision Since the widening activity shall be handed over to the from the PWD. This information requirement from widening has been sought of interest under the clearances This can avoid any conflict the project widening is consultants up on mobilization. there is a popular belief that circumstances, already to document all details various agencies. In the prevailing Therefore it is necessary proposed World Bank scheme. being taking place under the consultations. prior to any further stake holder
.IES-I1 .mmarx Ilimachal State Roads Projec t EIA\ for Theog-Rohru Project Road PROPOSED IMPROVEMENTS OF THE PROJECT ROAD Less than 10% of the State roads are double-laned, safety measures. only 50% of the road Depending on the present length has drainage and valley gradation measures condition of the selected roads, side will be required for different different levels of improvemenV road stretches. The improvement up- works will mainly consist * Cutting of of hill ward side for widening * Raising the formation level where ever * Upgrading/ required improving road geometrics * Widening to two-lane/ intermediate * lane from existing intermediate-lane/ Pavement strengthening, and single-lane widths * Improving cross drainage * Stabilization of the hill slope as far as techniques possible by breast walls, retaining walls and or bio engineering * Road stretches crossing urban areas may also require provision for drains, sidewalks alternative new alignments and parking along existing or realignments, or * Construction of bridges road. and their approach roads * River training works * Pedestrian Guard rails and safety barriers * Replacement of culverts and construction * Replacement of new culverts: / rehabilitating of culverts * Realignments will accommodate two full lanes for the full formation width. * Construction of viaducts A total of 1.31kms of realignments have been realignment alternatives) considered in the project (described to improve safety. Including in detail later in section on in the project road widening this 1.31 kms of realignment has shifted slightly to there are 129 locations where (left over land portions) either Right hand side or Left in all these locations. hand side leaving oxbow land recommended at these Several environmental enhancement locations. proposals have been * Road safety measures, Rain shelters (bus waiting shed) and Parking Area Vehicle parking areas will be provided crossings. wherever there is a space Wherever possible, the available away from junctions provisions of bus lay-bys have and pedestrian * Implementation of a been included in the design. Resettlement Action Plan (RAP) This is prepared as a separately bound volume. the services of NGOs. The RAP has elaborate implementation arrangements including ENVIRONMENTAL ASSESSMENT OF THE PROJECT The detailed design of the project has The EA been closely coordinated with preparation led to the identification the preparation of this remedial of potential negative EIA and the EMP. measures including avoidance, environmental impacts been mitigation and enhancements. and their feasible prepared for the Implementation Based on these findings, negative for all four contracts separately. EMPs have impacts and list specific The EMPs has provided the mitigation measures that are the potential Contract documents between required to be included and the Contractor and the Client. will form the part of APPROACH AND STUDY METHODOLOGY Environmental screening and scoping The Environmental and social screening Reports road under consideration. (ESR) has confirmed the environmental The study has established sensitivity of the project based on the proximity the boundaries of the to ecologically sensitive further studies required (scoping) and environmentally sensitive areas. After Screening and I.ouis Berger Group. Inc. 1- - Road El.\ for Theog-Rohru Project t Himachal State Roads Projec is yet to be prepared carried out. Since the final report assessment (BIA) has been has also been carried scoping a bio diversity Impact a pilot bio engineering study as a separate report. Simultaneously report. this will be presented is also provided as a separate along the project road. This out for the slope stabilisation detail. The steps (EIA) have been provided in Environmental Impact Assessment previously collected Various steps followed for the Assembly and Analysis of Feasibility screening studies, drawings, project involved Reconnaissance studies, Impact Surveys using design data collection needs, Environmental data, Identifying of primary data analysis. specific environmental Public Concerns into the Design process, Area, Integration of Environmental of Environmental Determination of Potential Impact and finally the preparation Assessment of Alternatives Participation and Consultations, followed. the integral part of the methodology Management Plan have been corridor along the on both sides ie a 40m wide area has been taken as 20m with a 20km wide For all surveys the core impact fixed as 10km on both sides General study area has been length of the project road. The impact corridor.
WORK AND INSTITUTIONAL FRAME APPLICABLE LEGAL, POLICIES REQUIREMENTS COUNTRY clearance, 14, 2006 stated earlier on environmental GOI notification of September all eco-sensitive roads With the very recent Gazette projects, however as earlier classified as Category B are also reviewed the State Highways are in general In fact category B projects require mandatory central clearance. Besides this there are category A projects that Assessment Authority (SEIAA). State level Environmental Impact sect oral laws, rules by MOEF by constituting a Central sect oral and cross requirements of the State and are several other environmental and regulations. Impact A of World Bank. Detailed Country laws and category this, comes under category B of World Bank. In addition to The project road meet the requirement of the carried out for the project to bioengineering project for assessment has been Bank has introduced a pilot detailed BIA studies. World other countries (e.g. scoping has resulted in the are found successful in many stabilisation techniques that promoting cost effective slope Nepal)in similar terrain conditions.
INSTITUTIONAL and infrastructure of agency for the project and establishment the HPRIDC is the executing has appointed the Louis Berger The GOHP through implementation. The GOHP utilised by the HPRIDC for and implementation the HP-PWD is to be in all aspects of project preparation to assist the HPRIDC tasks are linked to the Group Inc. as Project Consultants of Reference (TOR). These as detailed in the Terms period of Consultancy in accordance with the objectives through out the of the project that will be implemented engineering and social aspects agreement. have the CSC (supervision consultants) at the PWD, Contractors and institutional arrangements required components. The implementation of the project defined properly for the smooth been The monitoring and auditing requirements. supervision, monitoring location, reporting The EMP specifies the environmental method, frequency, duration, reference standards, monitoring other hand provides an programme specify parameters, necessary. The EMAP on the inputs (e.g., training) are at what location and responsibilities, and what other who will implement, measures time of implementation, stages. The EMP action plan showing the mitigation construction and post construction provided for pre-construction, will supervise etc. This is status of procuring these clearances. who clearance conditions, and the listed all mandatory government ES-13 E -f' Slimmary I limachal State Roads Projec t EIlA for Theog-Rohru Project Road
CLEARANCES REQUIRED FOR THE PROJECT The project road considered in this contract package (refer:Table E.1.0) does not require National as it does not falls in the ecologically Environmental clearance considerable forest cover sensitive area. The PIA (10 especially reserved forests and km X 10 km) has require environmental protected forests with rich wildlife. clearance (EC) form the Ministry This project does not as per the letter of Environment and Forest No- EP & PCB/PWD (MISC.)/2006-24356 (MOEF), Govemment of India Control Board. dated 26-12-2006 received from the State Pollution
TABLE E-1.0: IMPORTANT ENVIRONMENTAL CLEARANCES REQUIRED PRIOR CONSTRUCTION PHASE TO
FoelYes for the forest land YsForest clearance, approval Apoal as per OP Wildlife and land requirements Yes, during construction Yes Clearance required Approval Environment as per OP EIA/EMP required Yes No Approval 4.01 as per OP Air/water/noise related Yes, No Approval According to water No as per OP Water noise &Air Act 4.01 (impacts as well as No construction Yes No requirements) Approval as per OP 4.01 Debris disposal No Yes No Approval Land acquisitions and Yes 4.01 as per OP rehabilitation Yes (RAP required) For Forest land Approval under OP 4.20 4.11 and 4.30
BASELINE CONDITION, POTENTIAL IMPACTS AND MITIGATION EFFORTS The baseline data, impacts and mitigation measures have been provided as Table Table E 2.0 Baseline Environmental E.2.0 Environmental parameters Scenario in the Project areas: I Theog-Rohru project Road Terrain Physical Environment Geology Roling Soil type Jutogh group Surface water Udalfs-Ochrepts bodies crossing/along the road: and Ochrepts-Orthens Utsalfs Canal/stream/pond 3 streams/ two ponds Ground water bodies along the road: HP/TW/Well/spring 20-HP/ Surface and ground water quality 3 -springs Air quality Within permissible limit Noise quality Within permissible limit Within permissible limit( at Gumma slightly high) Forest along the road Natural Environment Notified Eco-sensitive areas with Demarcated & Un-demarcated in10 km Protected Forests (DPF, UPF) Avenue Trees along the road Nil & RF 3500 Nos Socio Settlement along the road cul tural Environment Religious 116 properties along the road Educational 10- Temples institutes along the road 8 Schools
I.ouis Berger (Group. Inc. Road El. for Theog-Rohru Project t Himachal State Roads Projec
CONSULTATIONS STAKEHOLDER be part of EA process. This will a continuing as an integral stakeholder consultations are Community and and construction process. through out the period of pre-construction continued These investigations in Dec 2005. started with the project environmental 1675kms of The official level consultations relating to feasibility studies for for the Environmental Screening along the project consultations where considered consultations were also held 2006. A number of project specific various stake roads carried out in October During consultation with issues raised during the consultations. road. Table E 3.0 is the summary of Project summary has been made. holders adequate dissemination Held In Theog-Rohru E 3.0 Summa Of Consultation Table Concerns No Of Stake Holder Type Of No Of SI Participants Consultation Meetings No * Provision for new parking areas station 65 * Public comfort *Breast walls 1 Individual 13 * Rain shelter * Foot path oSpeed breakers a Bus bays 14 110 Sign boards 2 villagers * Bypasses and realignments C*Crash barriers/parapet * Drainage * Street lights *lDustcontrol 4 80 be more safe for the be paid to 3 Focus Group * Road should *Proper compensation should road users the PAPs Road side tree planting * for *Water for Construction is not available wall to separate from the * Boundary many roads-consider alternatives traffic corridor for schools Institutional many corridors for oWildlife presence in (Range * Provision for Noise reduction 14 55 4 officers & silence zones properly *Monkey menace School * Affected temples should be principles) :Trees should be planted compensated Minimise tree cutting valley view locations 310 * Develop Total 45
INFORMATION DISSEMINATION provides process where in the project it needs to be a two way the consultation process effective, This also signifies as it protects To make the inputs from the stakeholders. about the project so as to receive information the project in nut shel. rights of the stakeholders to understand
INFORMATION DISCLOSURE its web site and also in the been disclosed by the WB at and social documents have in a number of places. A All project Environmental will disclose the project documents and Washington. HPRIDC disclosed at the panchayath Info shop at Delhi to local language and will be EA and RAP will be translated summary of the project level.. of the documents at the district level apart from the disclosure
ANALYSIS OF ALTERNATIVES of the finally chosen alignment. considered through out the optimisation Analyses of alternatives were
With and without project alternatives
ES-I 5 IFlimachal State Roads Projec t EIA for Theog-Rohru Project Road
This was considered in detail and provided in the report. The acceptance of the strong compared to the' without the project 'with the project scenario' scenario' is evident from the selection Government for up-gradation. Since of this particular road by the the project road is one of the most does not require additional analysis. important apple corridors such selection In fact this improvement of the corridor will boost the economy of the region. As far as the contract package is concerned, the widening through mountain options were very limited as the entire systems surrounded by forest reserves corridor pass towards valley side in most of the Project influenced areas. is almost impossible except the alternative Widening the same reason, the option of having expensive viaducts. viaducts initially considered in the project Because of were later dropped from further consideration. Cross Section alternatives
Subsequent to the completion of the alignment formulating design, 13 type of cross sections these cross sections the various were formulated, while width, variants that would represent the perspectives land use, geography and geology of of existing pavement along the project road was kept in mind. General alignment alternatives
The proposed alignment shall follow the existing alignment been tried in general but there are three for various reasons for example to alternatives that had are simply save/avoid buildings or a monument impact minimisation or impact avoidance or a cultural property. These measures available to the project. For any road project in planes the three possible options for road improvements are; * Left Side Widening, (LSW) - This is widening towards line because the left side (not to the right side) from of the difficulty in the opposite side due the centre environmental to the magnitude of impact. The decision and social impacts of higher magnitude is to avoid demolition and will not allow costly land acquisition of high-rise buildings or impact to and potential sensitive ecological resources. Not alternative general but could be an considered as a option at isolated areas because of * Right Side Widening technical reasons. (RSW) - The case is exactly similar the right side instead to the previous case but the widening of the left side. Not considered as towards option at isolated a potential altemative in general but areas because of technical reasons. could be an * Central Widening (CW). This is the general option that has lengths for all three been followed in majority of the corridor sections. Since the land value in general available ROW is the is high, the maximised use of complete best option. But this option could lead to the cutting of existing 1000s of trees. Such shifts to LHS, RHS and CW have avoided adverse environmental and these three are not possible/ viable/ social impacts to a great extent. If all or not safe then an altemative alignment realignments and the bypass has been chosen as in the case at Theog (Theog bypass). This alternative of existing alignment. This alignment is a total relocation can be either realignment or a of the environmentalists and bypass. The project team (design sociologists supported by the HPRIDC/PWD engineers, depending on the local circumstances engineers) has taken all these alternatives and design requirements with proper social dimension of the project. consideration of environmental and
REALIGNMENT ALTERNATIVES
Total realignment considered in this contract is 1.31 km. Table E-4.0 shows the corridor. the realignment alternatives along
Louis Berler Groun Iti-c EIA for Theog-Rohru Project Road Himachal State Roads Projec t
Table E-4.0: Realignment Locations
will be DagrucrvBghi 0.12 Unsafe curve improved, 10 trees 1 19.48 19.60 Dangerous curve Baghain cut and removed Very Poor Curve. Unsafe to be cut and removed, Unsafe Unsafe 10 trees accidents occurred during Kotkhai removed with a new bridge at this nalla 2 32.20 32.30 0.10 curve cloud burst in 2003 location traffic an improvement to the existing About dangerous .Basically will exist. but 50 trees Gatza based on the safety conditions 3 42.05 42.30 0.25 alignment will not be impacted considerations. About 50 trees will be cut 1 big tree will Dochi Forest are impacted Dangerous curve, 66.93 0,15 Curve straightened, be cut 4 66.78 few trees ______with structure will be 8m away from the Archaeological Archaeological Moved impacted, dangerous curve for Viratnagar structure 5 70.30 70.50 0.20 traffic Curve straitening undertaking impacted, curve Practical difficulty for Less no of structures without closing the 4 trees will be cut. The construction improvements, curve and more Mendli difficulty to operate within the traffic Unsafe 6 76.76 77.05 0.29 practical will be impacted, wide carriage way resolved by action structures 4m Narrow bridge alternative curve from safety point of Mendli v p mDifficult Mnl 7 7 70 0 No trees view, No trees 7 77.80 78.00 0.20 Curve improvement, Total 1.31
Retaining Wall Alternatives results, with the location where on the basis of the topographic surveys Based on the designed alignment and have adopted the retaining due to the topographic conditions, consultants the normal fill slopes can not be used provided in EMP. with plum concrete. Specific details are wall (refer Table E.5.0) with stone masonry of Retaining Wall Table E-5.0: Brief Summary on Requirement Length (m) Length of Retaining wall at given Total location (m) 10 2000 20 700 40 760 60 1020 80 640 100 400 640 100-200 Nil >200
Road Side Drainage alternatives depending drain, V-Shaped drain, Covered drain drainage is ensured by three forms, Trapezoidal the The road side and it is anticipated with pedestrian movement locations which are highly built up the up on the location. The the drains out lets are not available was proposed. In the locations where covered drain and side walk the 80 km long road was provided with is proposed. In total 15 locations along covered footpath with side walk provided on one side or both side of the location and the requirement it is cover drain of 13.59 km, depending on the cross section.
ES-17 I limachal State Roads Pro jec t EIA for Theog-Rohru Project Road
Rain Shelter & Bus Bay:
Based on the details of the existing bus shelter and the consultations environmental teams carried out by both social and consultants for the rain shelter & bus bay.
ROAD INTERSECTION ALTERNATIVES
MAJOR INTERSECTIONS
Consultants have identified the major intersections along the project road section. the layout for all the major intersections Consultants have developed in accordance with the IRC intersections out of which the guidelines. There are eight major first one is with National Highway No 22 State and District Roads. leading to Rampur, remaining are with the The details of major intersections along the project road are provided in Table E-6.0.
TABLE E-6.0 MAJOR INTERSECTIONS ALONG THEOG -ROHRU ROAD SECTION S. No. Chainage (km) Type of Junction 1 0.00 T 2 4.90 Y 3 11.20 Y 4 17.30 T 5 21.70 Y 6 48,20 Y 7 59.90 Y 8 69.00 Y
ENVIRONMENTAL IMPACTS
Most significant environmental issues along the project roads are o Debris and waste disposal o Impact to forest reserves (land requirement as well as the Forest o Water for construction tree cutting) o soil erosion o Loss of agricultural areas /Horticultural areas o Social impacts including land acquisition and resettlement o Impact to wildlife- traffic/wildlife conflict o Impact to drinking water sources such as, HP's and springs o Provision for parking areas o Impact to religious properties o Longitudinal and cross drainage o Stabilization of slopes o Impact to religious properties o Monkey menace-traffic/monkey conflict o Longitudinal and cross drainage
With regards to the ecological impacts table E-7.0 provides some are rich in wildlife. of the important forest reserves that
] ouis Bergcr Groun. Inc EIA for Theog-Rohru Project Road Ilimachal State Roads Projec t
Road. ly adjacent /in PIA of theTheog-Rohru Table E-7.0: Details of Forest immediat Length %Nh Name of Forests Equivalent Equivalent on the road on the 0 s, length _ ___ : of Forest road Name Protected Forest Reserved forests Rohru prolecled Forest 3 Reserved Forest 7 [ Kataun Kateri protected Forest 3 Reserved Forest 2 - Darcoli Kalata Protected Forest 4 reserved Forest 5 l Gin Dassara protected Forest 4 Reserved Forest 4 l Mandhol Subtotal 14 Reserved Forest 3 Beraseli Total Foest 76 Bathara Reserved Fores - TelRa Reserved forest 83 Sub Total 31 b;j Summary. Table 8.0 Provides the Environmental Impact
Table E.8.0 Environmental Impact summary Theog -Rohru SI. no Parameter Negative Impacts supply 31 1 Hand pumps/Tube wells / public water Relocation (Nos.) None 2 Pond area 1 3 Relocations of religious properties None 4 Transfer of agriculture land NA 5 Borrow earth NA 6 Quarry Materials Water Scarcity area 7 Water 1764 8 No of trees to be felled Positive Impacts 1 Enhancements sites 1 A Archaeological properties B Cultural/ religious properties C Surface water body 2 D Educational institute 1 E Safe access to educational institutes 1 F Sitting arrangements(Valley view locations) 2 G Vegetative/wall noise barrier 236 H Tree saving(nos.) 7 I Realignments 8 J Sign boards disposal sites 7 K Municipal waste 3 side 1,045,000 m L Insitu use of excavated Debris from hillward ____widening Road Safety Measures 9 A Major junction improvement &Major) 65 B Intersections/access improvement(Minor
-ES 19l Flimachat State Roads Projec t EIA for Theog-Rohru Project Road
SI. no Parameter Theog -Rohru C Bus bays 31 D Pedestrian crossing 16 E Sinage board 284 F Side walk with covered drain (15 location ) 13.59 km G Lined drain 5.45 H Crash barriers(locations) In all bridge approaches I Crash barriers (length in m) 3500
AVOIDANCE, MITIGATION AND ENHANCEMENT MEASURES
Avoidance has been seen as the best mitigation strategy followed in the project. Himalayan State alternative Nevertheless in this hilly alignments are very difficult to locate. measures Therefore mitigation and enhancement were taken as the best option to reduce impacts. Table E.9.0 provides followed in the project. the avoidance measures
Table E 9.0 Avoidance measures followed in the project
Environmental Impacts Parameters as per Impacts after standard design Design modification Avoided impacts Trees (no) 2000 Forest area 1764 236 (ha.) 12.00 ha Tube 10.64 1.5 ha wells/hand pumps (no) 14 Open 14 0 wells (no) None Religious None None properties 5 Land 1 4 acquisition (ha.) 23 21 2 Table E. 10.0 provides the details of the mitigation management strategy adopted in the project.
Table E-10.0: Environmental Impacts Management measures summary
Area 1 Impacts Management Measures Construction Phase Topography & * Change in existing profile of Geology . Slope stabilisation measures, construction the land due to side cutting sequencing and limit to opening &construction of new Theog stretches for construction bypass. work . Road building materials will be procured from approved and licensed quarries . Disturbance on geological only. setting due to hill ward side . Suitable seismic design of the bridge cutting/quarrying resulting in structures will be adopted the accumulation to mitigate the of debris earthquake impacts. material. Arrangements to speedy disposal of debris material
Louis Berger Groun. Inc. EIA for Theog-Rohru Project Road Himachal State Roads Projec t
Measures Impacts Management Area measures like adequate drainage, Debris deposited shall be . Adequate Soil 0 consolidation & slope removed quickly to avoid embankment and disposal mechanism will be major loses. stabilization taken along the road to avoid soil erosion. * Loosening of top soil & loss of Bioengineering works have already vegetative cover along the . Pilot at Sundli chainage (60.800) region road due to excavation &back initiated the soil erosion filling which will lead to to prevent of retaining walls, breast walls, enhanced soil erosion * Construction toe wall etc are part of the retaining
. Top soils (15 cm) of borrow pit sites will be conserved and restored after excavation is over. * Accidental spillage of lubricants/oil and molten asphalt will be avoided by adherence to good practices. Earth material generated from excavation of . Loss of agricultural land . Land use & drainage will be reused during resources due to land roadways and the excess material acquisition for the road. site development disposed off safely Generation of huge quantity will be . debris will be disposed off in of debris waste in the form of . Construction pre identified dumping areas. construction spoils from suitable areas will be reclaimed. construction sites. . Dumping camp will be provided to avoid Changes in existing land use . Construction . settlement of construction paKtern of the ROW for indiscriminate construction of the road. workers. of the debris on / along the road will Agricultural land will be . Storing . allowed. affected by throwing of debris not be inspection of construction site will be to valley side a Regular carried out to ensure for this.
Adequate lined and covered drains are . Change in drainage pattern of . Drainage for the project to facilitate its long the land. provided life, and to avoid soil erosion & land . Increased incidence and duration of floods due to degradation. cross drainage works & structures obstruction of natural drainage * Adequate be provided for smooth passage of runoff courses by the road will flooding and scouring in the out fall embankment. to avoid region of CD works * Chances of filling of existing at the bridge sites will be provided to drainage courses during earth * Steps regular cleaning and inspection of filling inspect, these sites. * Scouring of land in the outfall of existing drainage courses will be locations o culverts . Filling strictly avoided. . Suitable drainage at construction site & camp will be provided to avoid water stagnation, soil erosion & mosquito breeding. . Providing retaining walls will minimize filling * Loss of water resources due to Water Resources bodies along the road alignment. complete or partial filling up of of water water management plan is to few water bodies along the . A construction by the contractor to address all road. be prepared relating to water use. Depletion of water sources due issues . will be consulted prior to any to contractors withdrawal . Communities on water use. . Community conflicts due to action Contractors water management plan is water issue . The linked to the work plan that has to be finalised prior to start of the contractors site activities
ES-21 I-limachal State Roads Projec t FIA for Theog-Rohru Project Road
Area Impacts Management Water use Measures . Impact on the local water . Minimum use of existing water sources for sources due to use of construction will be ensured construction water. to minimize likely impacts on other users. . Obstruction of natural waters . In snow fall areas water conservation measures can be adopted for avoiding the shortage Water quality of water . Increase of sediment load in * Sediment traps will be provided to reduce the run off from construction sediment load in construction sites and increase wastewater. in turbidity . Overall good practices in receiving and proper sanitation facilities will be provided streams/waterbodies. in construction camp to prevent health related problems. . Water pollution due to sewage . * All the construction from construction activities will be carried camps. out during Air quality dry seasons only. . Deterioration of air quality due . Construction materials will be to fugitive dusts stored in emission from enclosed spaces construction to prevent fugitive activities like emissions. excavation, backfilling & . Truck carrying soil, sand and stone will be concreting, and hauling & duly covered to avoid spilling. dumping of earth materials & . Adequate dust suppression measures construction spoils, and such as regular water sprinkling vehicular movement on haul & along unpaved roads particularly unpaved roads. near habitation will be undertaken to control . Deterioration fugitive dust. of air quality due * Stringent construction to gaseous material emissions from handling/overhauling construction procedures will be followed. . Low emission construction equipment & vehicles will be used. . It will be ensured that all construction equipment & vehicles are in good working condition, properly tuned & maintained to keep emissions within permissible limits. . Asphalt and hot mix plants will be located at least 500 m away from inhabited areas and 300 Noise level m from the road. . Increase in noise level due to . Construction camp and temporary labour construction activities like sheds will be located away from operation of construction the immediate vicinity of the construction equipment & vehicular sites traffic. and major road traffic. . Protective gears such as ear plugs etc. will be provided to construction personnel exposed to high noise levels as preventive measures. • Low noise construction equipment will be used. . It will be ensured that all construction equipment & vehicles are in good working condition, properly lubricated & maintained to keep noise within permissible limits. . Stationary construction equipment will be placed sufficiently away from inhabited areas and silence zones. . Construction activities carried out near residential area will be scheduled to the day time only so that minimum disturbances are caused to people. . Vegetative and wall barrier provided to minimise the noise level at identified locations .
Louis Berwcr Groin Inc EIA for Theog-Rohru Project Road Himachal State Roads Projec t
Management Measures Area Impacts line of * No tree shall be felled beyond the toe and fauna * Loss of flora & loss of habitat Flora cross section. of fauna due to felling of proposed tree planting along road trees along the ROW. . Compensatory corridor as per FCA act. 3 times the trees . Short term disturbance to will be planted. HPRIDC will avian fauna. removed deposit the required amount for afforestation . Loss of 10.64 ha of department will specify for forestland land with trees as forest compensatory plantation. In addition to this * Loss of 1764 trees along cost for the diverted forest land will be road corridor NPV paid to forest department * Microclimate changes due to focussed study on biodiversity taken up destruction of Forests . A and the recommendations will be implemented. * Compensatory afforestation as per the FCA Act * Cooking fuel should be provided to construction workers to avoid cutting/felling of trees for fuel wood. * Affected tube wells and religious & . Partial or total effect on Amenities will be suitably relocated. roadside educational, properties cultural will be given for other medical & other . Compensation properties affected amenities such as Buildings, amenities,and religious & land etc. cultural properties like orchard temples & mosques due to additional land acquisition. . Adequate & equitable compensation, & . Acquisition of agricultural Rehabilitation & resettlement measures for land which is the source of rehabilitation resettlement are provided in RAP prepared for the sustenance of those families. PAPs project. . Demolition of houses & other structures within ROW resulting in displacement of people. Temporary construction camps with . Influx of construction work- . Construction potable water supply, sanitation & force & supplier who are adequate camp facilities and fuel for cooking likely to construct primary health to accommodate temporary tents in the will be provided workers. vicinity, construction It will be ensured that the construction . Likely sanitation & health . are provided fuel for cooking to hazards & other impacts workers of trees from the adjoining on the surrounding avoid cutting environment due to inflow areas. as well as the sanitary wastes from of construction labourers. . Domestic will be cleared regularly * Health Risks due to lack of constructioncamps as per local practice stipulated health and disposed local administration like Panchayats etc.. and sanitation conditions by for first aid, through disposal of sewage on . Arrangements programmes on HIV/AIDS etc. open land which may cause . Awareness mosquito nuisance, water borne diseases etc. Chances of spread of sexually transmittable diseases like AlDs Adequate safety measures complying to the . Health & safety related . Occupational occupational safety manuals will be adopted safety problems to construction health& accidents/hazards to the workers due to inadequate to prevent workers. Periodic health check- health & safety easures. construction up of construction workers will be done. . Insurance made compulsory for working in
FS-23 T) ' . Q. Hlimachal State Roads Projec t EIA for Theog-Rohru Project Road
Area Impacts Management Measures hilly areas Road safety * Increase on incidence of road * Road safety has been giver highest priority accidents due to disruptions inthe over all construction plan with a well caused inexisting traffic planned road safety traffic management and movements. accident management. Operational Phase Land use & . Change of land use by * Planning agencies and Collector/ Encroachment squatter/ Revenue encroachment Officer will be made involved for controlled within ROW and induced development and prohibiting development outside the squatter/encroachment within ROW. ROW. . Extra spaces developed due to shift in . New spaces generated due alignment will be suitably rehabilitated to shift with in alignment could be trees and shrub planting and for parking encroached by local people areas or other people. Drainage . Filthy environment due to . Drainage system will be properly improper maintained maintenance of in all areas. Adequate labour force drainage. mechanism for this work is already in place Water quality . Chances of contamination . Oil interceptor will be provided at of water bodies from road construction yard. surface run off containing . Contingent actions will be taken for speedy oil spills due to traffic cleaning up of oil spills, fuel and toxic movement & accidents. chemicals inthe event of accidents. Air quality . Air pollution due to vehicular . Vehicular emission will be controlled through emission from road traffic. enforcement of laws and public awareness. . Truck parking lay-byes and bus bays will be provided at required locations to facilitate smooth traffic flow. . Regular monitoring of air quality at specified locations will be conducted. Noise Level . Noise pollution due to a Vehicular noise & use of horns will be traffic noise. controlled through enforcement of laws and public awareness. . Road signs prohibiting the use of horns will be placed a residential areas, sensitive locations & silence zones. . Regular monitoring of noise level at specified locations will be conducted by HPRIDC Flora & fauna . Illegal felling of roadside * Plantation along the ROW will be maintained plantation. properly and protected from illegal felling. . Effect on aquatic fauna in a Contingent actions will be taken in the case event of accidental spill of accidental spill of oil, fuel &toxic chemicals oil, fuel & toxic chemicals as per the national and State laws into water bodies. . Will Post several sign boards to causion . the Traffic wildlife collision drivers and other road users Access . Significant severance * Intersection &approach of existing major problem on pedestrian & cross roads will be upgraded. animal crossing and cross . Signing of animal crossings to facilitate traffic due to widening, smooth traffic &pedestrian movement to partially access control & avoid accidents. increase in traffic speed. . Bus bays will be provided at suggested suitable locations. Road safety . Impacts on human health . Adequate traffic safety measures e.g. crash due to accidents. barriers & pedestrian railings will be provided * Damage of road due to wherever required. wear & tear. . Proper & adequate road signs, road
T- ,i FIA for Theog-Rohru Project Road Himachal State Roads Projec t
Area Impacts Management Measures markings, kerb paintings and road furniture like overhead gantry signs, roadway delineators etc. will be provided. * Adequate illumination will be provided at interchange locations for safe and efficient traffic operations especially during night and inclement weather. . Periodical inspection of the road will be conducted to detect anomalies in pavement. . Emergency telephone communication system, highway patrolling, crane and ambulance facilities will be provided.
F .- " S Himachal State Roads Projec t EIA for fheog-Rohru Project Road
ENVIRONMENTAL ENHANCEMENT MEASURES
Where ever possible location specific mitigation measures have been devised. All studies relating to the project finally come out with an implementable has environmental mitigation & enhancement plans. The environmental enhancement measures are provided in the Table E.1 1.0. Table E.11 .0Environmental Enhancement Measures Table A-8: Enhancement Measures Provided for the Project: Corridor name Religious structure School Archaeological Valley view enhancement Realignment enhancement Monuments location enhancement Theog-Rohru 1 2 1 1 7
This plan has been recommended for feasible and cost-effective measures to avoid, negative prevent or reduce significant impacts to acceptable levels. Apart from mitigation of the potential adverse components, impacts on the environmental EMP identified opportunities that exist for the enhancement of the environmental corridor. This also includes quality along the the enhancement of specific enhancement of cultural properties along road user facilities such the corridor, some as bus lay bys and rain sheds (part of civil work) and parking areas. management and redevelopment EMP included of destabilised slopes especially by including a pilot slope stabilisation viz., bio engineering. In order initiative to implement the Environmental Management Plan, Contractor need specific plans for the following; to prepare
* Debris (Muck) disposal plan ( Includes collection, transportation haul roads ,and disposal) * Construction phase Water management plan * Management plan for Construction camps, Labour camps, * Management plan for plant sites ( WMM Plan, Hot mix plant, Crushers , etc) * Accidents, safety and traffic management plan. This should include how the Contractor wanted to execute the excavation of the hillward side for widening does it links to the debris disposal and how plan. Contractor need to specify the timings/effectiveness wanted to remove excavated material. What is the method the of storing the material and the location of intending material storage place. This EMP provides guidelines for the preparation of all such plans. EMP includes detailed specifications, bill of quantities (BOQ), typical execution procedures drawings and contracting for execution of the environmental mitigation and enhancement measures considered suggested. This is separately for pre-construction, construction and operational stages of the avoidance project. All mitigation measures, measures and environmental enhancement measures recommended are and phased to be implemented in a timely manner. Proper understanding of all environmental management measures pre-requisite especially the EMAP is a for all those working from the Contractor's side. Figure E.2.0 provides the for the EMP. implementation arrangement EIA for Theog-Rohru Project Road Itlimachal State Roads Projec t
i; Plai II\IIP) Figure E-2:I In plcniclal I iII rII,-,ii (eIIiIi I t I ii jIni t,,I,l ellal \,IIit n'-iicil
Project Director/ l Chief Engineer Team Leader Environmental Officer T(CSC) HO (Conservator of Forests)
rResidenit Engineer tS | camp at site Executive Engineer EMU At the
Assistant Engineer Environment Environmental Officer CSC HQ
Project Manager Construction Contractor Junior Environmental fl r Engineerat site
AtSite Environmental Engineer- Contractorl
1 . | ~Implementation of Environmental Management Plan
Construction-Related Environmental Mitigation enhancement costs contract design.. This include the The total environmental mitigation cost is INR 18.3 million for the Theog-Rohru costs of - Parking areas for trucks and other vehicles - Bus lay buys with rain shelters - Construction of Community spaces utilising the Oxbow lands - Proper Sewage Disposal During Construction - Proper Waste Disposal At Service Centres - Water Spray For Dust Suppression - Noise Mitigation - Pilot Bio engineering for slope stabilisation - Geotechnical solutions for Slope stabilisation provision to address this issue) - Construction/Replacement Hand Pumps Subject To Impact (RAP has - Tree planting along 'Oxbow Lands' and other spaces available Policy Development - Development of water resources - Roadside Environmental And Road Safety structure at km 70.500 - Several location specific Enhancement measures such as that for Archaeological Elimachal State Roads Projec t EIA for fheog-Rohru Project Road
The estimated cost as on January 2007 for the project road under consideration is approximately INR 2045 million as provided in table E 12.0. The cost of the road works would be INR1902 million with another INR75 million rupees for land acquisition and Resettlement and rehabilitation costs. Rs 5 million has been ear marked for training plan. TABLE E-12.0: THE ESTIMATED COST OF THE PROJECT ROAD (in million Indian rupees)
LAND ENVIRONMENTA ENVIRONMENTAL ROAD NAME (INR ESTIMATED COST COST (INR ACQUISITIO MITIGATION TRAINRNG COST MILLION) (INR MILLION) MIION)MILLION) MILLION)IMILLMILLIONT Theog to Chela 414.22 Chela to Kotkhai 388.33 1902.67 75 18.23 5 .0 Kotkhai to Rohru 1242.667 Total 2045.217 ElA for Theog-Rohru Project Road Himachal State Roads Projec t
Environmental Impact Assessment for Theog-Rohru Project Road Himachal State Roads Projec t EJA for fheog-Rohru Project Road
INTRODUCTION
1.1. PROJECT BACKGROUND
The Government of Himachal Pradesh (GOHP) has geared-up with an ambitious plan for improving/upgrading the road network of the State in tune with the growth of the economy and infrastructure developments taking place in the rest of the country. In order to materialise this plan, the GOHP through the Govemment of India (GOI) has approached the World Bank (WB) for loan assistance for the up gradation and improvement of the State (SHs) and Major District Highways Roads (MDRs) in the State. The World Bank has therefore agreed with a loan agreement to support the project that in principle includes the implementation of the project conforming social safegurad to environmental and policies of the World Bank and the legal frame work of the country. The Project requires World Bank, Government of India (GOI) and State Government (GOHP) environmental clearances and approvals before construction work can proceed. Out of the four roads considered in the first phase; none of the roads considered in the project (Phase 1, Batch 1) requires clearance from the Ministry of and Forests due to Environment the proximity in to the notified eco-sensitive areas. The project road passess through considered in this report eco-sensitive areas (Reserved Forests) as defined by the previous No GOI-MOEF MOEF Notification. Therefore clearance and public hearing would be required for this project road. The GOHP through the HPRIDC is the executing agency for the project and establishment and infrastructure of the HP-PWD is to be utilised by the HPRIDC for implementation. The GOHP has appointed the Louis Berger Group Inc. as Project Consultants to assist the HPRIDC in all aspects of project preparation and implementation in accordance with the objectives as detailed in the Terms of Reference (TOR). These tasks are linked to the engineering social aspects of the project and that will be implemented through out the period of Consultancy agreement.
1.2. NEED OF THE PROJECT
Himachal as on March 2005 has 24,922 km of motorable roads, only 60% of this length is metalled and 90% is single-laned. Less than 50% of all the census villages are connected by all weather roads. Most of the existing road lengths lack longitudinal and cross drainage, retaining walls, roadside parapets and good road geometrics, therefore, upgradation of the existing infrastructure is essential. The mountainous topography of the State makes roads the most viable among the conventional modes of transport. Unfortunately the extent and condition of the current road network is inadequate and poor.
Himachal Pradesh is well known for its fruit, vegetable and agricultural produce all coming under perishable commodities which require fast and efficient transport. Fish and livestock products are another major share of the primary sector economy in the State. Recent efforts at industrialization have led to the development of industrial sites at seven places along the foothills adjoining the States of Punjab and Haryana. Transport of raw materials and finished goods to and from these industrial zones require efficient transport so that major industries are attracted to the State. Tourism has been a mainstay industry in this picturesque State, employing thousands of people directly and indirectly. A transportation network that provides extensive connectivity and smooth travel is a development of this necessity for the sector, to make the State into a National and international tourist destination. Upgradation of the road network in the State will increase the connectivity of places, safe mobility of goods and people, resulting in greater utilisation of resources and socio-cultural development of the people. The success of the various investments by the Government in the different sectors depend to a great extent on the adequacy of the transport infrastructure i.e. road network in the State.
Due to the peculiar geographic, topographic constraints and the demographic pattem, the railways and civil has a limited scope in this aviation Himalayan State for development in comparison to the Roads and Highways. EIA for 'Theog-Rohru Project Road Flimachal State Roads Projec t
1.3. PROJECT OBJECTIVES a modest design speed for the Inorder to make a rapid cultural growth in tune with the cultural growth of the country, consultants will be aiming to achieve safe and efficient movement of people and goods is seen as the objective. The management standards for this standard with required cost effectiveness, coupled with necessary environmental deep valleys' and steep geologically achieving sustainable development in the State. The very unsafe hill roads with use of the highway system; this is unstable formations give most of the travellers considerable anxiety in their daily and enforcement of the road applicable to all pedestrans, drivers and passengers. With proper traffic engineering the objectives of the project regulations there should also be a marked reduction in road traffic accidents. Therefore project roads connecting the villages can be Stated as to alleviate the current unsafe and congested conditions of the at large. and towns with one another and to the NH network for the benefit of the road users 1.4. PHASING OF THE PROJECT
The project will be undertaken in two phases as provided in exhibit 1.1 and 1.2.
EXHIBIT 1.1: PHASING OF THE PROJECT FOR IMPLEMENTATION for World Bank PHASE 1: This will provide the information and assessments necessary Project Preparation appraisal of the proposed Project. It will include SOS Phase 1 include Batch 1 Feasibility study and screening of the roads pdoritized by the of a selected subset 253 kms and Batch Il; 160 Preliminary design, environmental and social assessment for about 50% of the kms Final design, economic analysis and development proposals selected subset of roads.
PHASE 2: This will include Project Implementation the final design of the remaining roads assistance with project implementation, coordination & strengthening of engineenng skills
EXHIBIT 1.2: PROPOSED PHASE I PACKAGE I IMPROVEMENT ROADS
km of prioritized Part A: Design, environmental and social feasibility studies for 1675 roads, IPreliminary engineering for 800 km of roads project roads for Part B: EDetailed engineering design of 413 km of the proposed upgrading. The designs would be the basis of detailed cost estimates to be used in the economic analysis and assessment of project costs. Details of the project roads Both batch 1 and 2 of the Phase 1 package 1 comes under the part B shown above. considered in the Phase 1are provided in the exhibit 1.3 &1.4.
on the hill slope. If it is on the top of the hill (deep valley) or TXhis is a relative term indicating the location of the road along the bottom of hill (steep hill) Flimachal State Roads Projec t EI X for Fheog-Rohru Project Road EXHIBIT 1.3 DETAILS OF THE PHASE I, BATCH IPROJECT ROADS
I Declared Meatpur -Una-Amb SH-25 44.200 7.0 m protected Avenue E splantations 2 Una- Aghar- Barsar- Jahu -Bhambla- Mandi SH-32 126.270 5.5 / 3.5 m Eco-sensitive 3 Theog-Kothkhai-Hatkoti-Rohroo-Chirgaon- ______areas 80.730 Sandhasu Eco-sensitive I _I areas 251.2001 Details of the project roads considered in the Phase 1,Batch 2 roads isprovided inthe exhibit 1.4. EXHIBIT 1.4 DETAILS OF THE PROPOSED PHASE I; BATCH 2 PROJECT ROADS
1 Ghumarwin - Sarkaghat - Jogindernagar (Except NH 70 section) 82.980 3.5 m (Legally not) . .sensitive Eco- 2 Kumarhatti - Sarahan - Nahan (Dosarka) SH-2 78.00 5.5/3.5 m Eco-sensitive = 160.980 Out of five road links shown in two above exhibits, none of the road links have been identified notified ecologically sensitive areas according located adjacent to to the current GOI regulations. The road corridor considered report linking Theog and Rohru also does not passes in this thorugh any legally defined ecosensitive areas. The Bank Operational policy 4.01 on environmental and Natural World habitats OP 4.04 applies to this corridor. This document comprises detailed EIA according to MOEF and WB regulations for the road sections provided inexhibit 1.5. EXHIBIT 1.5: DETAILS OF THE PROJECT ROAD CONSIDERED IN THIS EA
R- .l Numbe .oo? h
3 Theog-Kothkhai-Hatkoti-Rohroo 80.730 SH 7.0 2 lane . 170.47
Since the project road is a continous section and one contract, the EA will be prepared as a single supported by a separately bound EMP for this contract. doucment As a part of the Feasibility studies, an Environmental Screening Report (ESR) submitted to the World Bank report has been prepared and and the Public Works Department during October 2006. studies indicate that all road links The Screening and scoping would require comprehensive Environmental Impact Assessments to GOI regulations and World Bank (EIA) according operational policies. Details of these requirements are addressed The objectives of the Feasibility and inChapter 3. Environmental screening studies include but not limited to * Evaluate potential impacts of the project * Establish an engineering design philosophy that integrates environmental and social considerations project's detailed engineering design; into the * Assess alternative project designs and provide input into project design; • Design appropriate and practical mitigation and environmental management during road construction measures to be implemented and operation to avoid or minimize adverse impacts; * Provide practical implementable environmental and social management plans, including an Environmental Management Plan and a Resettlement Action Plan; EIA for 'heog-Rohru Project Road Himachal State Roads Projec t
to be incorporated in the project implementation plans. 0 Propose and design environmental enhancements
1.5. EARLIER STUDIES
1.5.1 STRATEGIC OPTION STUDIES (SOS) a external consulting assistance has successfully completed As a first step in May 2005, the State PWD, without any of State highways (SH) and Major District Roads (MDR) Strategic Option Study (SOS) and identified about 1675km has addressed the enviromental and social dimension of for the prioritized upgradation and improvement. This study by the consultants for follow up.The Louis Berger Group the project. The observations of this study has been reviwed the project from January 6, 2006. has started work on the Phase 1, package 1, batch 1 of
1.5.2 FEASIBILITY STUDY SOS network of 1675kms (43 road links) identified by the The feasibility study has been carried out for the road high priority roads based on the engineering and economic study. The Feasibility study has come out with a list of Internal Rate on Return (EIRR) has been calculated using aspects prepared using the HDM model. The Economic have a rate of retum 12 % and above will be considered the model for each of the project roads. The roads which a comprehensive environmental and social screening and qualified for the Up-gradation. The EIRR does not include issues has been carded out by environmental and social scoping analysis. Therefore prioritisation based on these Screening and scoping studies.
STUDIES 1.5.3 ENVIRONMENTAL SCREENING AND SCOPING been prepared to establish the Environmental sensitivity The Environmental and social screening Report (ESR) has establish the boundaries of the further studies required of the project roads under consideration. The study will and environmental sensitive areas. Accordingly some of (scoping) based on the proximity to ecologically sensitive GOI notification) considered for widening and up-gradation the roads categorsed as categroy A ( Sept 14, 2006 Project has to obtain State level clearance from the State requires GOI environmental clearance. The Category B to be constituted by the MOEF (as per the above said level Environmental impact assessment Authority (SEIA) (PCB). No public hearing would be be required for notification) at State level and State Pollution Control Board World Bank's categorisation as Category A projects, a category B projects like the one in hand. Because of the for up-gradation. general EIA is required for all remaining roads considered
1.5.4 HIGH PRIORITY ROADS roads, which will be subjected to detailed design and The feasibility study has identified additional high priority The first set of 413 kms of road has been identified by associated studies in the next phase of project preparation. earlier since the completion of feasibility studies, there has the State Govemment to include in the project. As stated At present 443 kms of roads have been included in the been lot of changes in the list of priority upgradtion roads. are provided in the exhibit 1.6 A and B in section C. The project roads to be part of the upgradation project. These to detailed engineering studies as shown in exhibit 1.6 443 kms of road considered in phase 1 are being subjected such as the Gumarwin-Jogindemagar where in the total and 1.1. There are changes in the earlier selected roads 82.980 considered eadier as shown in exhibit 1.4 . length has been reduced to just 37kms ( for WB project) from I Timachal State Roads Projec t Fl\ for 'fheog-Rohru Project Road
EXHIBIT 1.6 : A PHASE 2 ROADS: HP STATE ROAD PROJECT Si No Name of the candidate road Length Proposed (in km) reatment 1. Mehatpur Una Mubarikpur Daulatpur H.P. boundary Road 45.5 Upgrade to (Section Mehatpur-Una to Amb) double lane state 2. highway (SH) standard Una Aghar Barsar Jahu Bhambla Mandi-upto Ner Chowk 109.0 road (Section Una-Kalhar) Upgrade to double lane SH standard Theog Kothkhai Hatkoti Rohroo Chirgaon Sandhasu 80.5 (Section Theog Upgrade to double lane SH to Rohru) standard 4. Jogindernagar- Sarkaghat Ghumarwin Road (Section Ghumarwin-Sarkaghat) 37.0 Upgrade to double lane SH standard 5. Kumarhatti-Sarahan-Nahan (Dosarka) 73.0 Upgrade to intermediate lane 6. standard Shahpur Sihunta Chowari Jot Chamba Bharmour (Section 23.0 6. Draman to Sihunta) Upgrade to intermediate lane 7. standard Mubarikpur Dehra Ranital Kotla road (Section Ranital to 39.0 K otla) Standardize to single lane ______8. Bhawarna Lambagaon Jaisinghpur ______36.0 Upgrade to double lane SH standard in staged manner Total 443.0
1.5.5 ENVIRONMENTAL AND SOCIAL INDEPENDENT REVIEW REPORT
According to the World Banks new strategy to address all significant environmental issues, category A2 project requires an environmental by an independent Consultant. The review will be applicable to all EA prepared by the design consultants. The environmental review of HP State roads project for phase 1 has been completed by an independent consultantlagency. Final draft EIA has addressed the observations of the Independent consultants.
1.5.6 DOCUMENT ORGANISATION
The stipulations of the Environmental Impact Assessment notification September of 1994, as amended on May 4, 1994, and 14, 2006 Schedule l1l, GOI's Handbook of Environmental Procedures and Guidelines (1994) and Environmental Guidelines for Rail/Road and Highway Projects has been considered for orgainising the this EIA document. The World Bank chapters of guidelines were also considered and incorporated according operational policy 4.01 and to the World Bank the recommendations from World Bank technical paper Environment: A Handbook. number 376: Roads and the Accordingly the entire document is organised in two volumes. The Environmental Impact Assessment report has been organised in to two volumes in such actually EA plus EMP. Accordingly a way that EIA is volume 1 is Environmental assessment and Management Plan. the volume 2 is Environmental
The EMP document has been organised as per the revised requirement of the World Bank. This has to be prepared in two types, first type with all specific details of cost estimates and specific deatisl of the second type without any cost estimates.. The separately bound volume 11EMP with 'for internal (HPRIDC) detailed cost estimates marked as circulation only' and shall not be provided to the Contractor. management activities Project specific environmental to be incorporated in both the construction and operational project are presented phases for each component of the together with a monitoring plan specifying the type of monitoring conditions warranting proposed, the activities and/or environmental monitoring, the responsible agency related factors. or organization, the estimated costs and The EA Volume has been organized according to the new World Bank requirements provided Reference (TOR) as follows: in the revised Terms of
' Refer Chapter 3 EIA for Theog-Rohru Project Road Hlimachal State Roads Projec t
the components of the Himachal State roads Project, Chapter 2 Project Description -a brief description of were identified, and details of the the manner in which the various proposed improvements proposed action along the project corridor.
the legal and administrative frame work of 3 - Applicable Policies and Legal Frame Work - Presents Chapter the various clearances required for World Bank, GOI, GOK and PWD. This section also highlights the project. methodology followed, different steps in the HPSRP Chapter 4- Approach and Methodology -presents the be generated during the studies etc. environmental assessment process, sources of data, data to aspects of the study area. The major headings 5 - Baseline environment - an overview of the relevant Chapter follows have been devised on the of the statement of baseline conditions and the section that and supplemented to address World basis of MOEF's suggested outline and review procedures Bank concerns in specific sections. in the preparation of the EA, Community Consultations - a description of coordination activities Chapter 6- to obtain the views of local including coordination with Government Agencies, actions undertaken and records of meetings and other non - Government organizations (NGOs) and affected groups, activities, communications and comments. to the various construction activities Potential Impacts - an examination of potential impacts related Chapter 7- phases. Chapter 7.0 follows during pre - construction, construction and post constructional 5.0 to assist review. basically the same sequence and numbering pattern as Chapter of alignment, design and technical alternatives Chapter 8 - Analysis of Alternatives - an examination considered in the evolution of the project. an examination of potential impact mitigation 9- Impact Mitigation and Avoidance -This Chapter is Chapter essentially the same sequence and and avoidance actions related to them. This section follows enumeration pattern as Chapter 5.0 & 7.0 to facilitate review. are those, which further improve the road 10- Environmental Enhancement Measures - Enhancements Chapter by the community. Environmental and will lead to the better acceptance of the project This includes tourism enhancement enhancement activities provide value addition to this project. vehicles, bus stops, service areas, opportunities, parking areas for trucks, jeeps and other and educational institutions, aesthetically appealing road junctions, foot paths next to hospitals pilgrim pathways etc. institutional aspects of project implementation and Environmental Environmental management Plan that include pre-construction construction and post construction Management EMP measures to be taken care of during Plan stages. prepared for the project roads Social Impact A social impact assessment report will be Assessment Plan (RAP) supplements the EIA. The preparation of the Resettle nt A separately bound Resettlement Action This report covers the social impacts such as Action Plan draft RAP is being completed simultaneously. Persons (PDP), and the action plan for various ActinPla Project Affected People (PAP), Project Displaced compensation and rehabilitation. (RAP) activities associated with the land acquisition, I limacllal State Roads Projec t ElA for fheog-Rohru Project Road
PROJECT DESCRIPTION
2.1 PROJECT LOCATION
The Theog -Rohru project road with a length of 80.684 km considered in this report are geographically in continuous and located the south eastern part of the Himachal Pradesh, The entire district. project road is located in the Shimia
Description of the Project Road- Theog- Kotkhai-Rohru 80.684 kms
The project road starts from Theog town with 0.000 chainage and ends at 80.684 km just at the beginning of Rohru town. The road traverses through district Shimia and connects it to District Kinnaur. This State highway is the only link and access to apple orchard farms of the area, most of the economic activity and income of the local residents depends on this state highway. The road passes through hilly terrain with steep gradients and acute, blind and sharp turns at most of the places. Part of this road is a predominat snowfall area. During winters, this road becomes inaccessible. Most of the settlements / villages/town are connected through link road to the project road. This is only connectivity to the Dodra -Kwar hard, difficult the and tribal areas of Himachal Pradesh. The road traverses four important townships viz. Theog, Kotkhai, through Jubbal and Rohru. The archaeologically significant structures matha temple and two other temples at Hatkoti were also located in the near by areas towards Rohru. Based on the intensitity of snow fall, the project road can be graded provided in to several classes. Specific details are in the section Air quality enviroment in the Chapter 5.
There are 16 settlements along the corridor viz. Chella, Baghain, Gumma, Kokunala, Domehar, Badbi, Patti Dhank, Khada Patther, Pronti, Shilli, Sirti, Jai Pindi Mata, Guntu, Dochi, Hatkoti Badhal and Nalu. The land use along this corridor is mostly forest, apple orchards and agriculture. There are some barren and grassland areas near Theog. This section passess through eco-sensitive areas such as natural reserved forests with lots of wildlife presence. The land requirement for widening is minimal due to the implementaion of a State funded project under central road fund (CRF) scheme. Therefore this project requires environmental clearance (EC) from the Ministry of environment and Forest (MOEF), Government of India. This EA analysis will be for a 20 km corridor with the PIA of 10 km side of the centre line of the project road. on either
Since the wiidening activity under CRF scheme is an ongoing project and is still continuing, details of the clearances obtained for the widening has been sought from the PWD. This can avoid any conflict of interest under the clearances requirement from various agencies. In the prevailing circumstances, already there is a popular belief that the project widening is being taking place under World Bank scheme. Therefore it is necessary to document details prior to any further stake holder consultation. all
2.2 DETAILS OF THE PROJECT CORRIDOR A feasibility study has been conducted in parallel to this study and completed during Oct. 2006. Roads considered for the Phase 1 (Batch 1 & Batch 2) are shown in exhibit 2.1. A number of surveys including detailed baseline environmental surveys and social impact surveys have been completed along the project road. The measured average corridor width along Theog- Rohru is 15 m.
Details regarding traffic load along this road as average annual daily traffic, estimated Economic Return (EIRR) and the Internal Rate of NPV/FIC ratio are provided in the exhibit 2.2, where the are also provided. NPV stands for Net Present Value EIA for Theog-Rohru Project Road Flimachal State Roads Projec t
STUDIES EXHIBIT 2.11 ROADS CONSIDERED FOR FEASIBILITY
U L A N D b A LA H A HCH 0 W 5 p I T
w A 0AA
K U L L.
HAMWtPUb K IR U A U Pi
u A N D
DETAILS OF THE PROJECT ROAD EXHIBIT 2.2 TRAFFIC AND ECONOMIC RETURN
4449 Theog to Chela 2784 33 Chela to Kotkhai 1225 Kotkhai to Rohru 1906
2.3 IMPROVEMENT ALTERNATIVE CONSIDERED hardly any options left other than to follow the Due to severe constrain for road widening along the alignment, deviation road (not bypassing any town therefore this existing corridor. The State PWD has aleady undertaken a cannot be termed as a bypass) which will act as another road. Himachal State Roads Projec t EJA for Theog-Rohru Project Road
The improvement alternatives considered are the following
The proposed configuration of the project is as under:-
Typical Rural Section (Two lane)
Carriageway : 7.00m Shoulder (Granular) :2 x 1.0m Roadway width : 9m Typical Urban Section (Two lane) Carriageway : 7.00 m Sidewalk/Lined Drain :2 x 1.2m Roadway width :9.4m Bridges
It is proposed to construct 15 minor bridges with clear width 8.75m in the entire section. Also proposed for construction. about 281 culverts are Pavement design
Flexible pavement has been designed for design life of 15 years. The most common layer Reconstruction is configuration for New/
Bituminous concrete (BC) 40 Dense Bituminous Macadam (DBM) 75 Wet Bituminous Macadam (WMM) 250 Granular Sub-base (GSB) 200
A detailed analysis of alternatives based on the environmental management perspective has been carried out provided in the 'Analaysis of Altemative' section. as
2.4 DESIGN SPEED
In comparison to roads in plain areas, hill roads by nature and location are highly meandering and less efficient to serve the purpose of transport. Unlike National highways which provides communication corridor for longer journeys and interstate travel at greater speed, the state highways are meant for the connectivity at the state level between towns, tourist places, pilgrimage centres and market centres. Therefore the design speed of these road sections have been planned to match with the requirements, not meant to compete with the National Highways network. Design speed in Kilometre per hour (kph) for the Theog-Kothkhai-Hatkoti-Rohru road section Plain to rolling: 50-65 is Mountainous:30-40 Steep: 20-30 EllA for fheog-Rohru Project Road Himachal State Roads Projec t
2.5 DEFINITION OF TERMS USED IN THE PROJECT km corridor) in the plane area according to the Guide Project Influenced Area (PIA): Seven kms on either side (14 definition for all landforms through out India, the same lines of MOEF (see Chapter 3). Since the GOI has only one In reality the PIA should have been the ridge line (water terminology is being used in all cases without any discretion. five kms from the centre line of the project road. divide) to ridge line on both sides. This distance is generally within hence much bigger areas like the district (transport However for some parameters, this is not sufficient and (population, literacy etc) as a whole in certain other accessibility by air, road or rail) in certain cases and the State cases were considered. which the road passes Project Influenced District (PID): Ingeneral the district through It is the area/zone where in the construction work Corridor of impact (CO/): as defined by the R&R policy of HP. of road, service lane, drain, footpath, access, tree takes place. Width of corridor required for the construction project a) in Open and Built-up areas it would be 13 plantation and for safety zone. The corridor of impact for the Built-up areas where it is not possible it would be 9 meters in Hilly terrain & 15 meters in Rolling terrain, however in meters in Hilly terrain & 10 meters in Rolling terrain. a clear understanding, in this project the relation ship Environmental Impact Assessment (EIA): For convenience and EMP are two separately bound volumes. of EMP to EIA is taken as EIA=EA+EMP. Inthis case both EA and if they are not of sufficient size and profitability to Contract Package: Contractors will not take interest to contracts creating attractive construction contracts to larger merit attention. Packages were formulated for the purpose of more than one Contract. National and International contractors. A Contractor may bid for PWD as road reserve. The right of way is the land Right of Way (ROW): Is the actual Government land available with only be established after a physical verification of area legally available to the State PWD. Actual right-of-way can both sides. This aspect has been covered in detail all adjoining properties. The ROW is sometimes encroached upon in the RAP. horizontal curve radius but may be generally applied Realignment: Realignment usually refers to an increase in the to any change in the vertical or horizontal alignment of a road. within the required corridor, which will have to be Private trees: These are trees situated in the private properties also to be compensated in the tree planting scheme compensated for in monitory terms according to the RAP. This is of the Project. are located within the available corridor of PWD. Public trees and avenue trees: Public trees are those trees that PWD land and so on) These trees are located in the Government land (Revenue land, approximately 20 metres on either side as the Impact Corridor (IC): The environmental strip plan has considered immediate project impact area. a road, which provides an alternate route around a Bypasses/Deviation: A bypass is the term usually applied to away from using the urban centre. If there is no congested urban area. This normally helps to divert through traffic In this case the bypass at Theog does not in existance of such congested area, then it is termed as a deviation. not a bypass by defenition. reality bypass the Theog town area therefore it is deviation and technological, ecological economic as well as Bio engineering: It is a part discipline of civil engineering. It pursues use of living materials, i.e. seeds, plants, part of plants design goals and seeks to achieve these primarily by making construction while exploiting the manifold abilities and plant communities, and employing them in near-natural inherent in plants. IFlimachal State Roads Projec t EIA for fheog-Rohru Project Road
Definition of various forest related terminologies used in this report are provided below. Term Definition Forest General term used to indicate all categories of Forest reserves Protected Forest In the case of Protected Forests it has been divided into two types, viz, DPF (PF) and UPF. In the case of Protected Forests all activities listed are except allowed what is not listed. In the case of PF all activities listed are allowed except what is not listed.
Demarcation of all legal verification has been complete. Legally Demarcated PF protected Un Demarcation of all legal verification not complete. Legally protected Demarcated PF Reserved Forest The reserved forests are those forests where all seftlement of rights has completed. been The Reserve Forests are always notified and every thing prohibited is in these forests except what is listed in the notification. Most protected forest category Wildlife These are declared sensitive natural habitats in the country. Legally most Sanctuaries protected category of wildlife areas National parks These are preserved and conserved as the most important ecosystems of the country. Legally highest protected category of Forest Ecosystems Private forests Natural forest areas under private ownership. With or without any disputes legal Unclassified These forest areas (Government land) not classified in to any category. Forests Generally without any trees. Not protected at all it could be with shrubs or barren rocky areas. Others (like These are forest areas raised, conserved and cantonment protected by Military and and municipal authorities. No major ecological significance but municipal forests) protected
Eco-sensitive - Eco-systems that are active ecosystems with the entire food chain are Means dynamic and active. Eco-sensitive due to the possible and probable negative Ecologically impacts during construction and operational Sensitive stages arising out of the infrastructure project that will be implemented inthe vicinity ElJA for Theog-Rohru Project Road Himachal State Roads Projec t
ALONG THEOG BYPASS. PLATE -2.1 ROAD IN THE MIDDLE OF A HILL SLOPE
E 01/03/2006
on the location of the project road on the top- middle Deep valleys and steep hills- This is a relative term depending applies to all situation where in the project road is or on the bottom of the hill slope. For example the 'deep valley' of the depth. Steep hill comes when the project located on the top of hill provided the valley is really deep in terms the hill is highly elevated above mean sea level. In road is located along the lowest contours of the hill slope provided can be used. case of the road in the middle of the hill slope neither of the term
2.6 THE IMPROVEMENT PROPOSALS of the road length has drainage and valley side safety Less than 10% of the State roads are double-laned, only 50% roads, different levels of improvemenV upgradation measures. Depending on the present condition of the selected works will mainly consist of measures will be required for different road stretches. The improvement Leveling of the formation level hilly regions Upgrading/ improving road geometrics to the extend possible in widths Widening to two-lane from existing intermediate-lane/ single-lane Pavement strengthening, and Improving cross drainage retaining walls and or bio engineering Stabilization of the hill slope as far as possible by breast walls, techniques new alignments or realignments, or Road stretches crossing urban areas may also require alternative provision for drains, sidewalks and parking along existing road. * Construction of bridges and their approach roads
Replacement of culverts and construction of new culverts: HIimachal State Roads Projec t ETA for 'fheog-Rohru Project Road
The replacement / rehabilitating of culverts will accommodate two full lanes for the full formation width. Deviation
Not a bypass but a deviation has been considered near Theog Chainage 5.000 kms. km to 9.000 totalling a length of 4
New bridges and the approach roads
A total of 7.1 kms of realignments have been considered in the project to improve safety. This include all locations where a major deviation is from the PWD right of Way. Road safety measures, Bus bays, Rain shelters (bus waiting shed) and Parking Area Vehicle parking areas may be provided, wherever there is a space available away from junctions crossings. Wherever possible, and pedestnan the provision of bus lay - bys will be included in the design. Implementation of a Resettlement Action Plan (RAP)
This is prepared as a separately bound volume. The RAP has elaborate implementation arrangements services of NGOs. including the
2.7 DESIGN CROSS SECTIONS
There are three typical design cross sections as shown in exhibit 2.3 to 2.15. These cross sections are
EXHIBIT 2.3 TO EXHIBIT 2.15 TYPES OF DESIGN CROSS SECTIONS (TYPE I TO TYPE 13)
TYE I EIA for l'heog-Rohru Project Road Himachal State Roads Projec t
BC ----a
.11E
TYP2
ME=M
-MRI- - - NOUSPAWN
TYPE 3 I Himachal State Roads Pro'ec t LIA for 'I'heog-Rohru Project Road
-xt
ROW
.- -L
TYPE4i
C l " i ; w**4lt rik,~~ 5lii MEMACTEKWOM 5
- CR------EIA for Theog-Rohru Project Road Himachal State Roads Projec t
1500
cerr St
# 1 \ wvm.
GSAB INFILL ;SUBGRADE - > \3500 - 5S 4 ; 10D,1
1000i cm 35 0 F7-
TYPE 6 tAL
CCUT# 1\
AC\ N
WNM. GSA. EXSTN IN FILL IPAVEM -SUBGDE F- , 00 NOTE- A EENTIO35N0AE IN MM NESOTE 7
r>;t - 3iC-usSzs-L
MENTIONED TP NOTE-ALLDlltENSL)NED ARE IN MMUNLESSOTHERWSE IFlimachal State Roads Projec t F.lA for 'Fheog-Rohru Project Road
# -
100 \30
DBM
N GSB.
LW~~I ~ ~ SETJ3WD WLENOF RJRL.
NOTE-ALL DIhENSfONED ARE IN MM UNLESS OTHERWISE MENTIONED TYPE 8WA
cuCU
S S
GSB- SUEGRAcE (WEPARATON/RECOMPACT)
------
TYPE 9 ELA for Theog-Rohru Project Road Himachal State Roads Projec t
P.C.CTHICK
BC DBM
FRACTUREDROCKFACE 00 3500 3500 3500 ROW
'NE 2I
DRAIN(whereneede) < X/ 5e
TCEWALL 1500
1000TYPE10
s S 15EM
tCLSC1 C.n 100 WWM
1RADE SUB INFILL - \ 1000°- \3.500- XlC wTiu2%rn 351 .10 c- Us\ E. e -W ;-rr&e1s
PTYPE 11 I limachal State Roads Projec t EIA for fheog-Rohru Project Road
-~~DC -K------do- I
St N
N SC
WMM*
SUAGRADEINFILL
- SUBFRADE INFILL 1500\50
N S.' DBM
100 N 3500
\F Co 35 1
7YEW IW -J XSIGP
CUT, fSUBGRADEI COM NFILL 100 SE TYE1TYPE 13 ETA for Theog-Rohru Project Road Himachal State Roads Projec t
2.8 DESCRIPTION OF MAJOR FEATURES
Major features of the project improvements are as follows.
2.8.1 ROAD WIDENING AND IMPROVEMENTS road section considered in this report. Road widening and improvement activities will be carried out for the entire will be too expensive to go for the half Being a hilly section, widening is generally towards the hill ward side as it bridge and viaducts.
2.8.2 CONSTRUCTION AND REPLACEMENT OF BRIDGES AND CULVERTS in the related/respective sections. Few bridges and culverts need to be replaced or to be repaired. Details provided
2.8.3 TREE REMOVAL AND TREE PLANTING forest trees have been been already cut A number of trees will be cut from the sides of the existing road . Many under this project. For every tree lost, under the recent CRF wideing scheme. Many more will be cut and removed Act 1980. Details are discussed in the three trees will be planted according to the State laws and forest conservation relevent sections of the report.
2.8.4 ENVIRONMENTAL MANAGEMENT PLAN (EMP) This is a fixed format in tune to the A separately bound environmental management plan is part of the EIA document. requirement of the contractors for all project roads in Phase I and Phase II up-gradation. in relation to the contractor's activities The Environmental Management plan also addresses the following items during construction. These include material while widening the project * Debris disposal during construction- there would be considerable excess generate huge quantity of earth road. This need proper disposal sites. Widening towards the hill ward side will 3 road. materials. This is roughly estimated to be 30,000 m per km length of the project * Bio engineering- Pilot studies at two locations have been initiated in this project Bio-diversity related impact mitigation measures * Water for construction - This would be an important constrain during construction. construction and also for the lost * Water supply- Refers to water supply requirements at construction camps, drinking water resources during resettlement and rehabilitation. construction sites etc. * Power plants- Refers to power plants required at camps, plants and at the for constriction of camps, Raw materials- Raw materals sand, wood, cement, rock, bricks etc are required plants etc labourers etc. * Construction camps - This include camps for managers, engineers, technicians, * Housing- This refers to all housing requirement at plant sites, camps etc. Quarries- Refers to quarres for the construction works areas etc. Blasting - Refers to any blasting requirement at quarries, approach roads, borrow areas * Access roads - required at camps, plant sites, borrow areas and quarry * Hazardous materals - require at plant sites, quarries etc be generated at construction zones, * Waste (all kind of solid and liquid wastes) generated- wastes will construction/labour camps, plant sites etc. remainder of the document. Relevance of these items has been discussed at the appropriate sections in the 2.8.5 RESETTLEMENT ACTION PLAN (RAP) Ifimaclial State Roads Pro'jec t EIA for 'I'heog-Rohru lroject Road
The social impacts especially the direct social impacts involving land acquisition are dealt separately in an independently bound Resettlement Action Plan. In order to make the land acquisition process transparent and easier, the State Government formulated a separate resettlement policy in the year 2005.
2.8.6 OTHER FEATURES
Other features for these corridors are as follows: • Provision of pedestrian facilities and road shoulders • Improvement to existing Parking facilities * Other environmental enhancement actions.
2.9 COST ESTIMATES FOR THE PROJECT
The cost estimates were prepared following the analysis of several alternatives of road widening, realignment, and pavement composition and included in the project feasibility study. The estimates provided in exhibit 2.16 are based on the development costs for various construction items including:
* Typical road components; Quantities of road components for various alternatives; * Land acquisition, Resettlement and rehabilitation (R&R) costs, • Environmental mitigation and enhancement costs, * Contingencies including utility relocation costs, * Engineering supervision and administration costs.
EXHIBIT 2.16 BREAK UP OF PROJECT COST IN MILLION INDIAN RUPEES
CONTRI l 1J
Theog to Chhaila 414.22 1902.67 Chhaila to Kotkhai 388.33 75.00 19.02 5.00 Kotkhai to Rohru 1242.667 _ 1l * Where NA is Not Available as on today November 29, 2006 2.10 CONTRACT PACKAGES
The entire project has been classified as one single contract package with an HPSRP/WB/UG/5/ICB. identification no
2.11 CONSTRUCTION SCHEDULING
Construction scheduling will be prepared as a part of the construction management. This part has unusual significance in Himachal Pradesh pirticularly this pirticular apple corridor during the apple season. For many years, during the peak apple season, there has been high traffic along the project road. Construction during this could cause period havoc, therefore adequate construction scheduling would be required. EIA for Theog-Rohru Project Road Himachal State Roads Projec t
2.12 OTHER TRANSPORT PROJECTS IN THE PIA Central Road Fund Scheme. The project road under consideration is being widened and strengthened under the CRF project, It is necessary to Since the project preparation has already overlapped the impelementation of the has been already mady collect implementaion details of the varous project activities. Considerable land acquisition for the widening. above is slope stability Similarily the Bypass at Theog is being constructed under the CRF scheme. Plate 2.1 shown issues along the bypass alignment. Ilimachal State Roads Projec t ElIA for Iheog-Rohru Project Road
3 APPLICABLE LEGAL, POLICIES AND INSTITUTIONAL FRAME WORK
3.1 APPLICABLE REGULATIONS
A list of all applicable GOI regulations are provided in the exhibit 3.1. Most relevant details are following paragraphs. provided in the
EXHIBIT 3.1: SUMMARY OF APPLICABLE REGULATIONS APPLICABLE GOI YEAR OBJECTIVE REASON POLICIES & REGULATION_ FOR APPLICABILITY Environmental (protection) Act 1986 To protect and improve overall environment Environment in ______general Environment Impact Assessment 2002 Requirement of Environmental impact Direct (EIA) notification: 1994 Assessment Environmental Impact Assessment 2006 Re-engineered EIA notification for Notification a more Direct effective Environmental clearance process Air (prevention and control of 1974 To control air pollution by controlling pollution) Act emission and air pollutants according to prescribed Air pollution standards Water (Prevention and Control of 1974 To control water pollution by controlling Pollution) Act and Cess Act of 1977 emission & Water pollutants as per the Water pollution prescribed standards Indian Forest act 1980 Protection of forests Forests Wildlife (Protection) Act 1972 Protection Wild Life Wildlife Ancient Monuments and 1958 Conservation of Cultural and Historical Archaeological Archaeological sites & Remains Act remains found in India remains Land Acquisition Act 1894 & Set out rule for acquisition of land by Land acquisition 1989 Government. Noise Pollution (Regulation and 2001 Noise pollution regulation and controls Control) rules 2000 Control of Noise pollution Public liability insurance Act 1991 Assessment of hazardous materials and Health and safety accident hazards Biological Diversity Act 1972 disclosure of species survey or collection Biodiversit activities to the National Biodiversity Authority International Y Environmental International environmental issues regulations such as Global inwhich India is a emission of green house gases signatory environmental issues ENVIRONMENT
The Environment (protection) Act, 1986: This triggers an unbiased examination of all infrastructure projects from the environmental angle. All environmental regulations were introduced under this Act. EIA document examines processes, materials and substances that has the potential to cause environmental degradation and or pollution. The EA shall assess if relevant standards will be breached, and confirms that relevant procedures and safeguards will be followed. The EA identifies Central and State Government standards set for the quality of the environment; emission or discharge of environmental pollutants; procedures and safeguards for handling hazardous substances; and relevant restricted areas. Document includes development procedures and safeguards for the prevention of accidents, which environmental pollution may cause and remedial measures for such pollution. The EA identifies mechanisms relevant authority to notify the in the event of a discharge of pollution exceeding the standards set. ElIA for Theog-Rohru Project Road IFIimachal State Roads Projec t
Applicability an umbrella Act to protect and to / Applicable as the law extends to the whole of Indian Territory as improvement of preserve/conserve environment. This act is intended to provide protection and environment and sustainable development. EIA DOCUMENTATION & CLEARANCES (I) The Environmental Impact Assessment Notification 19941Julv 2002 1 (Item 21 & 22) of the Notification This notification from MOEF will be triggered if the project is listed in schedule Area') or if the project occurs in a (includes 'Highway Projects' (and 'Tarred Roads in Himalayan and/or Forest in accordance with the procedures restricted area. Such projects require environmental clearance from MOEF will be conducted in each district specified in the notification. If environmental clearance is required, public hearing would be known only if a proper where the Project works will be carded out. The requirement of MOEF clearance also an EIA study and documentation study supported by thorough ground surveys has been undertaken. Otherwise construction related impacts. (not relates to clearance) is a requirement for all projects to mitigate the general construction of tarred roads in In the case of Item 22, EIA notification would be applicable to projects involving four km length that has been partially Himachal Pradesh exceeding a length of 5kms. Other than Theog bypass of road as this is a road improvement established recently under CRF project, this is not applicable to the project project and no new roads would be constructed. Proiects. According to this (a) April 10, 1997 MOEF Gazette Notification on EIA for Roa.d Improvement clearance. This notification road improvement projects are generally exempt from the environmental work including widening and exemption is for "Highway Projects except projects relating to improvement provided it does not strengthening of roads with marginal land acquisition along the existing alignments Tiger reserve, Reserve pass through ecologically sensitive areas such as National Parks, Sanctuaries, forests". corridor must be prepared, Accordingly, an EIA addressing specific actions and, circumstances within the and approvals received. / No environmental clearance required for small scale widening projects corrdors- There fore / No exemption for widening of legally defined ecologically sensitive no exception for this project substantial land / Environmental clearance necessary for all road projects requiring acquisition After the Project receives The state level clearance is to be sought from the State Pollution Control Board. if necessary can proceed to Forest Department and SPCB 'No Objection Certificate' (NOC), the proposal MOEF for review and action on the advise of PCB. Bypasses. According to the (b) October 15, 1999 MOEF Circular On Marginal Land Acquisition And 1997, environment clearance provision of EIA Notification of January 27, 1994 and as amended on April 10, work including widening and is required for highway projects except projects relating to improvement provided they do not strengthening of roads with marginal land acquisition along the existing alignments tiger reserves, reserve pass through ecologically sensitive areas such as national parks, sanctuaries, not exceeding a total width of forests etc. It is clarified that marginal land acquisition means land acquisition 20 metres on either side of the existing alignment put together. and would require Further, it is also clarified that bypasses would be treated as stand-alone projects (MOEF, June 2002) each. environmental clearance, only if the costs of the projects exceed Rs.100 crores
(II)September 14, 2006 EIA Notification On Environmental Clearance projects via, category A and According to this, latest gazette notification, there are two categories of at central level (Expert Category B. Category A will be cleared by the Ministry of Environment and forests will be cleared by the State Appraisal Committee or EAC constituted by MOEF)) and the category B project at State level. If there is no Environmental Impact Assessment authority (SEIAA) constituted by MOEF IFlimachal State Roads Projcc t EIA. for fheog-Rohru Project Road
State level authority constituted in HP, all categories of projects in HP State would be dealt at central According level. to this, all projects under State roads would be requiring State level clearances. previous As in the notification, the category A projects would require Public hearing in all PIA districts. With regards to the eco-sensitive roads, the notification specifically mentioned that it is applicable to all notified eco-sensitive areas only.. This means that even if the project comes under Category B projects, if it passes through notified eco-sensitive areas then it will have to under go GOI-MOEF clearance at central level.
So far PCBs was instrumental in facilitation of environmental clearances both at State and central level. While the responsibility of public hearing is still with PCB, the EC at State level will be taken over by the SEIAA constituted by MOEF at State level. Applicability
Project can not be classified as either category A or B due to the clear statements in the latest notification superseding all previous notifications. Due to the ambiguity regarding the Reserved Forest cases which was considered legally ecologically sensitive in the previous notification has all of a sudden classified as non -eco- sensitive due to unknown reasons. Since a paper notification cannot make any physical changes in the ecosystems such as Reserved Forests and natural forest ecosystems of HP, these remains as an ambiguity. Therefore the notification is not at all relevant and applicable for the State of Himachal Pradesh for a project of this magnitude (more than INR12000 million) with international funding. This notification has also removed the cost provisions of INR 1000 million for stand alone projects such as bypass.
Based on the above facts, State Pollution Control Board of Himachal Pradesh has cleared the project in January 2007 at State level.
FOREST LAND ACQUISITION AND CLEARANCES Forest (Conservation) Act 1980.
Under this law, PWD must obtain administrative approval from the Forest Department to clear over 20 hectares of designated forestland and in 1986 when the MOEF enacted the Environmental Protection Act, the entire linear stretches of road side plantations along the State highways were declared as protected forests. According to this although the land is under the control of State Government, due to its protected Status, approval of Central, Regional or State Government for using the land for widening and rehabilitation must be granted. At the State level, Government was empowered to declare reserves and protected forest and was also given the authority to acquire land for extension and preservation of forests. In December 1996, a Supreme Court judgement further defined the types of forests to be protected. Depending on the size of the tract to be cleared, clearances are required from the following levels of Government.
If the forest exceeds 20 hectares then prior permission of Central Government is required. If the forest is between 5 to 20 hectares the regional Office of Chief conservator is empowered; If the forest is below or equal to five hectares the State Government may give permission; and, If the construction area is more than 40 % forest, permission to undertake any work is required from the Central Government, irrespective of the size of the area.
Applicability of Forest conservation act to Roadside strip Plantations
The February 18, 1998 MOEF circular on linear plantations on roadsides, canal and railway lines modified the applicability of provisions of Forest (Conservation) Act, 1980 to linear plantations. The new modification recognises 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 may be given by the concerned regional office of the MOEF, irrespective of the area of plantation lost. While issuing the approval, in place of normal ElIA for Theog-Rohru Project Road Himachal State Roads Projec t
that for every tree removed at provisions for compensatory afforestation, the regional offices will stipulate a condition decision within thirty days of least two trees should be planted. If the concerned Regional office does not issue the widening/expansion under the receipt of fully completed application, the project proponent may proceed with side trees exists after the intimation to the State Forest Department, and the MOEF. There is not many road implementaon of CRF road project.
Applicability a requirement of forest i Forest clearance will be required since there would be land for widening of the project.
BIODIVERSITY Biological Diversity Act. 2000 the National Biodiversity This act prevents persons undertaking biodiversity related activities without approval from Authority. There are Authority. Itextends to the whole of India, and approval is required from the National Biodiversity EA assesses if any biological particular restrictions if the Project involves the participation of non-indian persons. The EA assesses if bio-survey resource is required for the Project (plants, animals and micro organisms or parts thereof). EA document outlines or bio-utilisation is needed for the Project (surveyor collection of species, etc for any purpose). measure to avoid or minimize effects on biodiversity. Applicability will be required. Since the biodiversity conservation is an issue in the project a Biodiversity impacts Assessment conflict etc are prevailing Human- wildlife conflict and human -forest sector conflict, highways sector/Forestry sector issues in the State. INSURANCE REQUIREMENTS Public Liability Insurance Act, 1991. immediate relief to the The purpose of this act is to provide public insurance liability for the purpose or providing EA confirms that appropriate persons affected by accident occurring while handling any hazardous substances. The project. The EA document insurance policy will be taken out. EA identifies hazardous materials associated with the hazards and to limit their identifies the major accident hazards. Document describes steps to prevent accident training and equipment to consequences to the environment. The EA indicates commitment to provide information, the event a major accident ensure workers safety. EA describes mechanisms to notify the concerned authority in occurs. Applicability / Since most of the works in the steep hills and deep valleys are under very unsafe condition, EA ensures public liability insurance for all workers during construction phase.
AMBIENT NOISE QUALITY Noise Pollution (Regulation and Control) rules 2000. on the human well-being, As a result of considering the deleterious and psychological effects of the noise pollution 14, 2000. According to the MOEF has drawn up the above rules, which have come to force with effect from February in the event that the provisions of the rules notified, a person might make a complaint to the designated 'Authority' compared to the prescribed actual noise levels exceed the ambient noise standards by lOdB(A) or more as with the provisions of these standards. The designated authority will take action against the violator in accordance rules or other law in force.
Applicability the project study v EA identifies all 'industrial', 'commercial', 'residential' and 'silent' zones within area. the ambient air I EA assesses if the levels of noise generated by the project in any area exceeded quality standards in respect of noise as specified in the Schedule of the Rules. I limachal State Roads Projec t EIA for Theog-Rohru Project Road
V EA describes noise pollution control measures to achieve compliance with the ambient air quality standards in respect of noise. AMBIENT AIR QAULITY
The Air (Prevention and control of Pollution) Act,1981 This Act provides for the prevention, control and abatement of air pollution. It is triggered by air polluting activity in an air pollution control area or when emissions of any air pollutant into the atmosphere exceed the standards set by the Central and State Boards. Applicability
V EA identifies air pollution control areas.
V Document identifies all air polluting activities and sources associated with the project. V EA confirms that consent will be obtained for air pollution control area. v/ Environmental report describes mechanisms requested for the operation of industrial equipment and to notify the State Board of an unforeseen release of air pollutants exceeding the standards. Remedial measures proposed to mitigate air pollution in air pollution control areas are described. 3.2 APPLICABLE NATIONAL POLICIES
There are 10 National policies to address various issues relating to the exploitation of natural resources and other environmental issues. The applicability rating is direct and indirect as provided in exhibit 3.2. Since there is no lakes involved, the National lake conservation is not at all applicable to this project road.
EXHIBIT 3. 2 ANALYSES THE VARIOUS NATIONAL POLICIES APPLICABLE TO THE HIGHWAYS SECTOR
National Environmental Policy 2006 Sustainable Development Direct National Water Policy 2002 Conservation and management of water Direct resources Policy Statement on Abatement of 1992 National Policy on the Pollution control and Direct Pollution, prevention National Conservation Strategy 1992- Strategy for development taking environmental and Policy Statement on concerns into account inour development Direct Environment And Development process National Forest Policy 1998 Conservation and management of forests, Direct wildlife sanctuaries etc National Rehabilitation and 2003 All social issues relating to land acquisition Direct Resettlement Policy resettlement and rehabilitation National River Conservation Plan 2001 For the conservation management of issues Indirect (NRCP) relating to rivers Wildlife Conservation Strategy, 2002 For the conservation management of issues Direct relating to Wildlife National Wildlife Action Plan 1982 Addresses the need of conserving the nations Direct biodiversity and emphasizes requirements of evolving prescriptions for management of multiple use areas which provide for wildlife habitat needs and forest products 3.3 APPLICABLE NATIONAL GUIDELINES
The relevant sections of the guidelines shown in exhibit 3.3 have been considered for the highways sector. for Theog-Rohru Project Road IFlimachal State Roads Projec t EIA
EXHIBIT 3.3 APPLICABLE GUIDELINES IN HIGHWAYS SECTOR
hand book of environmental procedures and Guide lines 3 Environmental Impact Assessment (EIA) Manual 1998 For the environmental appraisal Direct committee (EAC) members and consultants 4 Guidelines for the collection of Net Present Value 2003 For the Forest land acquired Direct (NPV) for the recovery/collection of Net Present under Forest Conservation Act, value of the forest land being diverted for non 1980. forestry purpose
3.4 APPLICABLE INDIAN ROAD CONGRESS (IRC) CODES
Fourteen IRC codes and guidelines (Exhibit 3.4) have been segregated that have a direct role in the Environmental proper Management during design and construction stages. Indeed most of them were formulated without a and environmental mangement backing, therefor a revison of these documents incorporating the environmental applicability social dimension would make these codes more sensible with double (Engineering and environmental) ie both engineering as well as environmental management requirements.
EXHIBIT 3.4: APPLICABLE IRC CODES RELEVANT TO HIGHWAYS ENVIRONMENTAL MANAGEMENT
8 Recommended practice for borrow pits for IR: 1961 Issues relating to Borrow pits Rural road embankments constructed by manual operations 2 Recommendations for road construction in IRC: 34-1970 Construction inwater logged areas water logged areas out 3 Road accident forms A-1 (first edition) IRC: 53-1982 Road safety FIR forms (completely dated) 4 Guidelines for Pedestrian Facilities IRC: 103 -1988 Safety of pedestrians 5 Guidelines for EIA of Highway projects IRC:104-1988 EIA guide lines that 6 Ribbon developments on highways and its IRC: SP: 1996 Control by various measures T prevention includes Legislation 7 Manual on Landscapint of road IRC: SP: 21(-1t979 Landscaping of road 8 Report containing recommendations of IRC IRC: SP: 27-1984 Highway safety Regional workshops on highway safety 9 Road safety for Children (5-12 years old) IRC: SP: 32-1988 Highway safety for Children's 10 Guidelines on road drainage IRC: SP: 42-1994 Drainage 11 Highway safety code IRC: SP: 44-1994 Highways safety 12 Guidelines for safety in construction zones IRC: SP: 55-2001 Safety during construction 13 Hill road manual IRC: SP: 48-1988 Hill road
Out of all above the hill road manual is most important as far as the Project is HP is concerned. 3.5 APPLICABLE CONTRACT PROVISIONS specifications and The construction companies generally neglect environmental management provisions of MORTH of environmental FIDIC conditions of Contract. The MORTH Specifications (not FIDIC) and the provisions management in Indian systems are provided in exhibit 3.5. I limachal State Roads Projec t EIA for lheog-Rohru Project Road The Fourth Edition of Specifications for roads and bridge works published of Ministry of Road Transport and Highways by the Indian Road Congress is the basic document to be followed in the road construction contracts. EXHIBIT 3.5 MORTH SPECIFICATIONS ON ENVIRONMENTAL MANAGEMENT 4-, - FOR CONTRACTORS S . . 111 Precautions ~...... ;.. S,- for safeguarding the environment with 12 sub clauses Environment of the country, that cover issues relating to all laws Borrow pits, quarry operations, soil erosion, sedimentation from hot mix plants and and water pollution, pollution batching plants, substances hazards to health, dust, traffic ability of the road. clean orderly work site, 112 Arrangement for traffic during construction addresses traffic the safety aspects with its six sub clauses. This further improved by another IRC special publication is management and for 'safety during construction '2000 safety 301.3.2 Relates to Top soil management Top soil 301.3.11 Disposal of excavated materials 302 Blasting operations 304.3.6 Public safety 305.2.2.2 Borrow materials 305.3.7 Drainage 306 Soil erosion and sedimentation control 307 Turfing with sods 308 Seeding and mulching Annexure A to Protection of environment includes clause water, air and noise quality control measures. Also included 501 control of wastes and emergency response are 2804.10 Personnel and Environment safety 2809.3 Precautions during dismantling work
3.6 APPLICABLE CROSS SECTORAL LAWS
There are a number of laws that are cutting across all sectors and development process of the these are directly relevant especially during country. Some of the construction stage are listed in the exhibit 3.6. EXHIBIT 3.6: CROSS SECTORAL POLICIES THAT HAS APPLICABILITY IN THE HIGHWAYS SECTOR
. - . . -_ Minimum wages Act, 1948 - _ _ Grossly misused Act 1948, most important as far as the poverty ridden local people are concerned. For role of Direct Social welfare department and labour department, a more effective mechanism needs to be developed. Child labour (prohibition and 1986 Grossly misused Act, effective mechanism need to be regulation) Act 1986 established to abolish this from the highways system Direct permanently. Labour Act 1988 The health and safety of workers employed in Direct construction work The etc Factories Act 1948 Health and Safety considerations for workers (Need to Direct extend the provisions to highways) The Right to Information Act 2005 One of the most important Acts, which will strengthen Direct (Very important Umbrella Act) the right to freedom of speech and expression Act. l After several years of negligence, Government of India now decided to strictly sectors who are apply the Child labour Act to all exploiting the childrend at their younger age for this law, personal, economic and other benefits.According childrens are for primary education till the age to of 14, and up to the age of 18 if employed, shall to any hard labour in hazardous working conditions. not be put The Right to Information Act, 2005, is an umbrella act that covers the entire constitutional laws and polcies proceddures pertianing to the country and its governance. and EIA for Theog-Rohru Project Road Himachal State Roads Projec t
OF THE STATE 3.7 ENVIRONMENTAL REQUIREMENTS certain that are formulated by the State government for achieving Exhibit 3.7 provides the specific laws and policies level of sustainability in the human actions. OF THE STATE EXHIBIT 3.7: ENVIRONMENTAL REQUIREMENTS develop ment of the State Direct_- State Environmental Policy 2005 Sustainable and conserve water resources Direct State water policy 2003 To protect and preservation of forest and wildlife Direct State forest Policy 1980 Protection the private forests with ten year felling Direct Himachal Pradesh land 1978 Control on Preservation Act cycle for mining lease, its The Himachal Pradesh 1971 Relating application authorities and application forms. Direct minor minerals (concession) procedures revised rules 2006 Establishment of the State level environmental EIA Notification by MOEF Direct impact assessment authority for environmental . clearance of Category B projects.
3.7.1 STATE ENVIRONMENTAL POLICY (SEP) came in to existence in 2005 prior to State to have its own State Environmental Policy which The Himachal is the first HP expresses its resolve to policy. By formulating this policy the government of the July 2006 National Environmental cannot be achieved follow a policy of sustainable development. This conserve and enhance the evironment and bodies and (that includes State PWD also), institutions local without a whole hearted cooperation of all departments the people at large.
Relevance: projects in a manner that therefore need to plan and implement the Road The State Public works Department as and above all measures, national polcies, rules, codes and regulations incoporates all environmental safegurad projects. The management for the implementation of Infrastructure international best practices for environmental construction of that includes highways sector as nol ( including section 2.3 of policy highlights areas of concern buildings and dams).
3.7.2 STATE WATER POLICY on these resources of give highest priority for safe drinking water. Any impact Both State and National water polices structures, the project seriously. Prior to demolishing or destruction of such the common people is to be seen very to be monitored for resources to the people. This new provision need will have to provide alternative drinking water units. in terms of quantity, quality and distance from the dwelling the whole construction period to verify its adequacy and PWS like Hand pumps (HP), spring water sources, wells Since most of the drinking water sources of the people is directly relevant to the project. will be affected by the construction activities, this policy 3.7.3 HIMACHAL PRADESH STATE FOREST POLICY Forest Policy. it's on Forest Policy within the frame work of National In 1980, the State Government has enunciated be still valid State. The policy guide lines contained are said to This was to meet the peculiar forest situation in the and cover almost all aspects of forestry in the State. I-limiachal State Roads Projec t EIA for Ifheog-Rohru Project Road
Relevance:
Since forest and related issues are one of the few most important issues of the project implementation Forest policy is directly relevant. As reported by the State environmental report (March 2000) there are several complicated issues relating to forestry and wildlife inthe State.
3.7.4 HIMACHAL PRADESH (HP) STATE FOREST DEPARTMENT Although the PWD is managing the road Right of Way (ROW), removal of trees from the PWD land permission need written from the Forest Department. The State Forest Department has involved inthe project preparation of consultation. by way To avoid delays, application will be forwarded to the concerned Forest Officer for an early approval for tree removal.
During construction, trees will be cut and removed that are necessary based on safety requirements. The trees will that have to be removed will be marked prior to cutting. This is required, as there could be slight changes alignment in the or design because of the contractors difficulties (e.g. for moving equipment). If such changes do number occur a of trees may be saved that would have been cut otherwise. Immediately after marking the trees, application an in plain paper (no prescribed application is available) will be filed with the local forest officer for obtaining a written permission.
Relevance:
Removal of trees need permision from the forest department. Theog-Rohroo section requires Forest land for widening and for improvement of curves. These forests are Protected forests and therefore require permission from the State/National Government as applicable. Further, the following forest laws are directly applicable to projects. road While India Forest Act of 1927 remains an all prevasive Act for the constitution, management and protection forests, of various other laws, acts, and rules enacted by the State government are to take care of the local needs. Those relevent are the following: / Wildlife protection Act 1972 as amended on 1990. / Himachal Pradesh Land preservation act,1978 • Forest conservation act 1970 as amended in1911 Proceedure:
Forest clearance for forest land acqustion now requires a payment to the Forest department according to the Hon'ble Supreme Court Order---.dated October 30, 2002 and August 1,2003 in I.A. No 56 in writ petition (civil) No 202 of 1995 inthe matter of compensatory afforestation Fund regarding collection of Net Present value (NPV) from the user agencies. Latter MOEF as per letter NO F.No.5-1/98-FC (Ptll) dated September 17, 2003 and September 22, 2003 issued guidelines to all offices of the Forest departments for implementation. The ministry ordered all the States /UTs to comply with the Hon'ble courts and complete the collection process of NPV for the cases approved under the Forest conservation Act, 1980. The Net present Value (NPV) of forestland needs to be paid to the Forest department for the Forestland requirement for the infrastructure projects. 3.7.5 HP STATE POLLUTION CONTROL BOARD (HPSPCB) The State Pollution Control Board (SPCB) plays a major role in environmental management at the State particularly with level, regard to air and water issues. Agency is also acting as a facilitator for Central and State environmental clearance process. The main functions are to:
Plan and execute state-level air and water initiatives; Advise State Government on air, water and industry issues; EIA for Theog-Rohru Project Road Himachal State Roads Projec t
Establish emission standards based on National minimum standards; Issue consent orders (permits) for industrial air and water discharges; Issue "No Objection Certificates" for "industrial development" (defined in such a way as to include road projects). Publish statistics and disseminate information; and Take legal action against defaulters. Facilitate the National Environmental clearance requirements at the state Level as a nodal agency coordinating all other stake holder institutions. These requirements also include public hearing.
Applicability The project considered inthis report do require public hearing and environmental clearance under National law in Shimia district. of a questionnaire/application pursuant to the , Action by the HP State PCB requires the submission Water (Prevention and Control of Pollution) Act of 1974, the Cess Act of 1977 and Air (Prevention and Control of Pollution) Act of 1981.
3.7.6 STATE COUNCIL FOR SCIENCE TECHNOLOGY AND ENVIRONMENT and According to the April 10, 1997 MOEF notification on public hearings STEC will be involved inthe public hearing projects. subsequent State level environmental approval associated with GOI environmental approvals for new road confirmed. Since the project require public hearing and environmental clearance, their involvement inthis project is The EA team has consulted the department inthe very early stages of the project.
3.7.7 HIMACHAL PRADESH STATE PUBLIC WORKS DEPARTMENT the HP A designated minister and Secretaries of IAS rank inthe State administrative machinery generally manage next to the State Public Works Department as in other States. At the down level there is a an Engineer in Chief (EIC) There are Chief Engineers separately for buildings and road sectors. Inthe road sector, there are Chief secretary. of Engineer (National Highways) and Chief Engineer (State Roads). The project roads fall under the responsibility the Chief Engineer (State Roads).
3.7.7.1 ENVIRONMENTAL MANAGEMENT
The PWD currently has no formal environmental internal review procedures. HPRIDC Himachal Pradesh Road Infrastructure Development Corporation (HPRIDC); State PWD has established Superintending Engineers, Executive Engineers, Assistant Executive Engineers, Assistant Engineers, with of the Environmental Engineer, Sociologist and Land Development Officer with a support staff for the implementation project. organization HPRIDC is a relatively new organization, as per the discussions with HPPWD it is understood that the inexhibit 3.8, structure is still in the process of finalization by GoHP The tentative Organization structure is furnished the suitable consultants will have regular interaction with HPRIDC through HPPWD and assist in formulating organization structure to have well defined functions, project implementation system, etc. PWD set up. The establishment of HPRIDC will enable the decision making and implementation much faster than the I limaclial State Roads Projec t ELA for Theog-Rohru Project Road
ExIBIT 3.8: ORGANISATION STRUCTURE OF HPRIDC
Organization Structure ofHimachal Pradesh Road Infrastructure Development Corporation
CHAIMAN
[.. Managing Director PnapecaryWtrt]
(Finance) to the (Transport e to the (Forest) to the to the HPPWD Govt of H.P. Govt. of H.P. Govt of HP. Govt of H.PP iChtef Minister, H.P.HP - t1urn Project Director
3.8 WORLD BANK ENVIRONMENTAL REQUIREMENTS
The various environmental requirements of World Bank, GOI for the Part A of phase 1 Package 1 project roads are described below.
3.8.1 APPLICABILITY OF VARIOUS WB SAFE GUARD POLICIES
The World Bank has 10 safeguard policies; the details and applicability of the safe guard policies to the Project road are provided in the exhibit 3.9.
Environmental requirements of the World Bank are specified in detail in its Operational Policy (OP) 4.01 and other related OPs. In instances in which the procedural and regulatory requirements differ, the more stringent applies. The World Bank environmental requirements are based on a three-part classification system.
Category A-requires a full Environmental Assessment (EA). Category B-projects require a lesser level of environmental investigation. Categoty C-projects require no environmental analysis.
Internally WB classified the project in to category A requiring full Environmental Assessment. This classification is based on the type, location, sensitivity, and scale/magnitude of the State roads project. This could be largeley due to the fragile environmental set up with its complex geological/tectonic set up for road widening and the diverse flora and fauna (bio diversity related issues) and due to the large number (hilly region) of project-affected people. for Theog-Rohru Project Road Flimachal State Roads Projec t EIA
EXHIBIT 3.9 APPLICABILITY OF WB SAFE GUARD POLICIES
SAFE SUBWECT .ww*Tfte|eR ; - kAsetOff 1 { .- DacIMluT. MA A AtIMIO GUARD CATEGORY: -bK '.#ft# ILl' POLICY , ___S_!______policy All necessary EIA and EMP OP 4.01 Environmnental Triggered Umbrella 3 Assessment mitigation required. measures incorporated. OP 4.04 Natural Habitats Triggered Eco-sensitive -Forestry A separate study EMP. and wildlife related issues isbeing carried Op Not Applicble NtAppica OP 4.36 Forestry Not Triggered Not Applicable Not Applicable Not Applicable OP 4.09 Pest Not triggered Not Applicable Not Applicable Not Applicable Management Action OP 4.30 Involuntary Triggered Road widening will lead to Comprehensive Resettlement Resettlement loss of livelihoods, loss of Action Plan Plan prepared land and Buildings etc Action OP 4.20 Indigenous Not triggered No separate Indigenous This is being Resettlement people people development Plan studied Plan (RAP) is required for the Project. prepared are OP 4.11 Cultural Property Triggered A number of temples, Adequate EMP & RAP prepared to (draft) shrines, churches etc are mitigation being located adjacent to road measures if minimise any ROW. A Cultural property affected. adverse effect on rehabilitation plan the cultural prepared. properties
the project in tune with Four out of ten safeguard polcies are triggered by this project. Therefore implementation of these triggered safeguard polcies is important.
Further WB Clearance for the overall Programme will be is obtained, provided that:
* Feasibility studies and environmental screening studies are carried out * Followed by detailed design and project-level environmental documentation when necessary and phases of * Provides assurance that the environmental issues will be properly addressed in the subsequent the Programme, and * All other feasibility, design, mitigation plans and financial responsibility requirements are acceptable. in a timely and * All other State level and National level permissions, clearances and approvals are obtained phased manner.
involve involuntary The Banks Operational Policy 4.304 describes policy and procedures for projects that policy aims to resettlement. The policy requires that projects minimize the need for involuntary resettlement. Banks because of a improve, or at a minimum, sustain the same standard of living of the people who will be displaced attention to the development project. Where displacement is unavoidable, resettlement plans should pay particular the indigenous vulnerable groups. In addition, the World Bank has special guidelines for addressing impacts upon trigger OP 4.20. communities due to infrastructure projects. The project road considered in this EA report does not
the Bank norms E.lTA and EMP prepared will bc rexiewed by an independent Consultant according to 4 Involuntarn Resettlement. lhe World Bank Operational Policy 4.30, lune 1990 f limachal State Roads Projec t EIA for 'fheog-Rohru Project Road
3.9 ENVIRONMENTAL CLEARANCE REQUIREMENTS
The State level clearances are required prior to the Govemment of India (GOI) clearance. The GOI clearance is to be obtained prior to the World Bank Approval. Details are provided as follows in exhibit 3.10. Appendix 3.1 provides the details of Environmental clearance obtained from State Government.
EXHIBIT 3.10 ENVIRONMENTAL APPROVALS AND CLEARANCES REQUIRED PRIOR TO CONSTRUCTION PHASE Yesforthe clearance,ForestClearanc forest land Forest approval for lefrm Approval as requirement no road side tree Wildlife per OP No No cutting and wadn 4.01,4.04, land wre requirements Wildlife Clearance Clearanc Approval as No No required e per OP No reuied required 4.01,4.04 No Environment No No No No Approval _.._per OP 4.01as No No Yes, Air/water/noise AccordingAprvla related No to water No No Approval as related ~~noise &AirpeOP40 No No
______A ct_ _ _ _ Water (impacts _ _ Drinking water as well as construction NoNoYsN Yes No Noo ApprovalApoa ass Doriknresources/Water Yes contrctonper OP 4.01 for construction,wanterutoYe requirements) _ Debris disposal No No No No Approval as For disposal per OP 4.01 sites LnacustosApproval Land acquisitions No No No No Yes and rehabilitaIon under OP 4.20 No ( e.g parking 4.11 and 4.30 areas)
Bypasses considered in this project are smaller (and existing CRF project road) and does not require any separate EIA clearance.
Environmental clearance and approval prior to construction:
What is required for the projects considered in this Report?
* All World Bank approvals are required for the project. * State Pollution Control Board (SPCB) NOCs are required for establishing and operating of batching plants; Hot mix plants etc prior to construction phase. * All Forest clearances (from State & Central Governments) as per Forest conservation Act * Environmental clearance from MOEF- Due to the presence of legally defined eco-sensitive areas according to the Indian laws. * Identification and approval of debris disposal sites from the local panchayats. EIA for Theog-Rohru Project Road Himachal State Roads Pro'jec t
3.10 APPLICABILITY OF LAND ACQUISITION ACT hand book is provided The entire procedure for the MOEF clearance as provided in the MOEF guidelines and MOEF to understand the time below in exhibit 3.11. This includes land acquisition part as well. The dates were provided as most of the required to move to each step for achieving the requirements. This chart seems to be very essential From the practical experience time, the required time for various clearances and land acquisition is underestimated. acquisition in reality. A it is also necessary to learn that the environmental clearance require less time than the land and 3.13. flow chart each for Environmental clearance and Forest clearances is also provided in exhibit 3.11, 3.12
EXHIBIT 3.11: FLOW CHART FOR ENVIRONMENT CLEARANCE
l INVE'STOR l
of s . Apply to tUnion Minister Disfi I-- ; En, i.ronmental & Forests In iSubmits Project Questionaire to Conceme.d__. ScopingbyInestor State Pollution Control Board Heangs prescredquestionae
Re,,iew by State Pollution Contro BurI Is the Projeet site acceptable Submission of the Project to the Ministry of Environment & Forests along with all documents sted at Part I of theS hand book EA Is the Envroonme ental Management Plan visitsuI t ISatisfactory Initial Scrutiny by staff of Yes I of Enrironmetal & 1 3,Ministry l Ca. Issue be resol-d Is .LBsiteacceptable Forests
N. ; Appl als toCFI SPCB issue NOC Rvew bEnionmental cas forest land is In,,est.r ad' ised to look for .. the alternate site apprais'al Committee of .I rsie Miity ofE inests I DosbeProjectfall u chdl ;. - EIA NotificationFoSt I e ; rpr opeensi ,e EAor., No h nom inpoie | l e- x | ay speclfic sudy suggested bv *I the eomteadequated ma n to State DOEn for E-xironmna Ap-ply a |aYes Clearance
st de,a uPryjc agi l No h Yes | Is the Project acceptable Puli
No Cnis ersl d7T - Yes Rcr-ddb A
E-i roturental Clearance issued by Ministry of j Rejet ll I Envi-ronmental & Forests along with stipulabons
Source :GO] 1994 IEAC - Environmuentafl App-rausal Committee Flimachal State Roads Projec t ETA for TIheog-Rohru Project Road
EXHIBIT 3.12: FOREST CLEARANCE PROCEDURE AS PER FOREST CONSERVATION ACT
| APLCATONOF IUSER AGENCY TO DIVISIONAL FOREST OFFICER
|scrutiny ofappilcati.n prepamat,o Collector of fbrmal prposal dentification of non-forestland
Cunsernator t forests (CF)
- Scrutiny, recommedation j -Ste inspection for p,opos.Is abo,e 40aof F forest and f -OFF (Proposals aae NodallOfficer 20 hectares) Adstr- Committee
Scratny, remarks, recommendation Examination & final decision for of Principle Chief C onses ator of cares upto 5 ha forest- lad cept Forests(PCCF - State) those of mining andencroacmient FRecomriendations of Adsisory Committee S tare 0 semm en ( Forest Deptartmenr ) SttGmrn I,Frs epamr Examination & putting before Sat Scrutiny, remarks,recontmendaton Adviso ro F I than those mentioned abJo,e RCCF-MOE Proposals upto 20
eettingrecommendations M E F Inal decision issue of f st stageappr- al
ssaueofordersby State IimentMStateRINGState GGoyereaent
| state Go,crinment Rl F SaEoerint'cmpliancereport I F| FORMAL APPROV'AL _RDER|
RCCC - Regional Chief Conservator of Forests (MOEF) MOEF - Ministry of EnsIranment andForest Source MOEF
EXHIBIT 3.13: SIMPLIFIED MOEF GOVERNMENT OF INDIA CLEARANCE & LAND ACQUISITION
IENGINEERING IfCainanrya (tNr DESIGN COMPLETE I. -f _ Ju-06| SEi- * A DO NTATIONCOMPLETE nomcsra I-5N05G7 ENTiRONMENlAtCLEARENCEi
STIPULATIONSATTACHED JUIt-0 an tIoIPniiLAuo.onalanard f."re , TOIT oieoo.as o, ,'r.o0 JI-06 JO 0 1, h A n e s f o ! Zlt e u e g d at o wF Asg 06 ICtamtiasJn-Dlssci Lowi OFoaw s.T .0Cr0 ..... 10i-97 MOEF e nmnaNDEaTTmitiamAEyT Nat,ficen Ia Aln..seAa. qstimT(
Sep-06 to'iCcasocithaLocal &Re.g -ra 5A,.uneT ,J o Fr.ae.fi,.,a,Oha.,.. NesapetrsF semmnn-s aca can er-ns I L rc, 9cRz 11- NEEATMENT
JPbl HarmgCanyaahesnroooay1asc rd. 3F7o-06
Ln-O sr lefPaper I I macCt ' c in otmerr, 'Ftra -LLo allF 9 ata:n ND-06 dlrCrlsC so,.. -ie.ri aeu'on. 8 |o rde0 1sL4teI.. h..,. th.aTh I.C.....t- U E OfmenXrmlAetd'rD!-bFq I-IelrsrtnoAfn ...... U.1smo S PvCs~T rust1 A,,-07 ornsbl lPs9 owoto EVENUEDEPAT-ENT
|APPLICATIONT MOE WITH EIlA Dn-06 RESETTLEMEsrACTION ..... P-LA 5R00 |CR| ,p.., a.. nEASISILITSiUDY RfEPORT
bD7t Erea0enfa.refra 7 Fhb-0 I E.91n... ,EOS,O..-. .SI SOCI]MPEI I t lYNA P 5 5 *.iA PE.NJDEAI.TE" ge0I
-ant-tt
9tEte L Wl Enw moer FF.redbaoaFsofi.ri.nt I Th.a-,' C-.r..I,rc-.c.C 9lrfieFs.Ier0d,ssfiF.airTT..ioFtCr. R... O.o.lfiFfi.erCFrWr.oCF fheog-Rohru Project Road Himachal State Roads Projec t EIA for
4 APPROACH & METHODOLOGY FOLLOWED
4.1 BASIC APPROACH in detail The potential environmental issues, impacts and associated environmental aspects have been examined involve through out the different stages of the project preparation phase. The environmental studies for the project several stages during the course of environmental investigations. These can be broadly categorized as
> Research on the secondary data and its collection and documentation > Identification of gaps in the secondary data > Primary data generation that also includes data generation relating to the gaps identified
aspects have Starting from reconnaissance studies and feasibility studies to the detailed design, the environmental lead to been taken in to account for materialising a thorough environmental analysis. This analysis will ultimately analysis will go develop an environmental design for each component of the project. Major part of the environmental of the project to the preparation of a project specific environmental management and monitoring plan for the rest cycle. requirements of The project although largely follows the requirements of the Government of India, the recent revised Banks EMP the World Bank was fully considered while formulating a methodology for the EA process. World responsible for requirements are simple and practically implementable for the contractors and for consultants supervision. along The methodology as usual involves a site reconnassance, detailed base line surveys, stake holder consultation have been the project road as well in the Consultation at state level in Shimia. The potential environmental aspects detailed design, examined in detail throughout the different stages in the process. Starting from feasibility stage to monitoring and the environmental aspects have been taken in to consideration for effecting environmental design, affected by the management plan. The incorporation of observations and assessments of those likely to be directly increasingly widening and improvement of the project roads is an essential feature of the methodology and becomes conducted important as the assessment process unfolds to different stages. The specific details of the consultations during the process are discussed in detail in Chapter 6.
Major influences in the Environmental Impact Assessment process are as follows in section 4.2.
4.2 MAIN CONCERNS to be identified It is often useful to highlight the project constrains where in the actual bottle necks of the project need from the and removed gradually to improve and optimise the economic, social and environmental benefits accruing project implementation. The main concerns identified are;
* Deep valleys & steep hills requiring careful planning for widening & strengthening of the road * Unstable loose sedimentary geological formation primarily deposited under water environment * Narrow settlements where in the widening options are limited * Bypass and or realignment considerations is challenging due to topographical constraints • Many flood prone areas and landslide prone areas
to address Together with the engineering and other studies, the Environmental Impact Assessment has attempted phase. these concerns by innovative ideas and modern design considerations in the whole of project preparation IFlimachal State Roads Projec t I 1.\ for Theog-Rohru Project Road
4.3 STEPS IN THE PROCESS 4.3.1 RECONNAISSANCE SURVEY
The consultants Project preparation team had visited some of the phase 1 project roads; a fortnight ahead of the project start date of January 06, 2006. Details of this reconnaissance survey have been separately prepared and presented in the inception report. The site visit and the initial assessment have become the key elements of the schedule of preparation as a part of the inception report. In addition to field investigations and observations, consultations were held with local officials and available environmental documentation was assembled for review. 4.3.2 DISSEMINATION OF PROJECT DETAILS
As a good practice, and in line with the requirements of World Bank, a project summary has been prepared for dissemination. Where ever necessary the summary has been distributed especially for the institutional stake Moreover the holders. summary has been distributed to over 200 Engineers in the Public works department. 4.3.3 TRAINING ON LEGAL AND POLICY RELATED ISSUES
A comprehensive training programme was also part of the methodology. This has been carried out to sensitize the engineering community on legal, policy and institutional aspects of World Bank and country laws. As stated in section 4.3.2 over 200 senior and junior engineers of the Public Works Department (PWD) participated in the programme. 4.3.4 ENVIRONMENTAL SCREENING STUDY
Since the project roads considered in this reports are identified candidate roads for Part A of Phase 1 package 1 detailed design and environmental and social assessment, no screening studies were found necessary for these roads. The screening surveys concentrated on the 100m with on both sides of the centre line of the project road( Environmental screening Report October 2006. This is 200m corridor with road centre line as the centre. 4.3.5 DETAILED BASELINE ENVIRONMENTAL SURVEYS
A comprehensive survey had been conducted with two teams for the purpose of environmental impact screening studies. For this purpose, a data sheet was devised to collect quantitative and qualitative social and environmental data together with local project specific consultations. This will be the basis for further investigations for future studies. The baseline surveys concentrated on the 20m on either side of the centre line ( 40 m corridor with centre of the road as the scentre line). 4.3.6 IMPACT SURVEYS
The impact surveys were very useful to go back and see how the design has taken in to consideration the various environmental components of the project. It has been found that more than 50 % of the trees are missing in the design sheets. More over the impact survey provided an opportunity to go back and see the issues in a more relevant manner (based on the experience gained over a period of three to four months and also from the holder consultations). local stake It was during the impact surveys, the team could correctly mark all impacted drawings. in the design
The impact surveys have concentrated on the core impact area considered approximately 20 metres on either side as the immediate project impact area. All data along the road right of way is part of this 40m width. The typical data collected from this core impact area are: drinking water sources such as hand pumps, wells, springs etc, avenue trees, pollution areas, waste disposal areas, accidents sites, cultural properties etc. (Appendix 4.1 survey baseline surveys). format for Most of the data relating to project impacts comes from the Core study area. Most of the data required for the 20 km general impact corridor has been taken from secondary sources and institutional consultations such as the consultation with Forest Range officers. EI. for Theog-Rohru Project Road Flimachal State Roads Projec t
4.3.7 ANALYSIS OF PREVIOUSLY COLLECTED DATA and quite a lot of useful Keeping in line with the new methods, literature surveys had been carried out using internet data. Literature materails have been down loaded. This included both published and unpublished environmental Pollution Control Board searches were undertaken and relevant agencies e.g. the Department of Forests, the State data included: were contacted and appraised of the proposed project. Sources of previously collected
* Himachal Pradesh Development Report, Planning commission, Government of India. * Socio-economic data from the planning Department * Geologic data from Wadia Institute of Himalayan Geology * Forestry and wildlife data from Forest and wildlife research institute Dehradun * Forestry and wildlife data from the State forest department * Forestry and wildlife information from WWF, Shimia Control Board * Air, water (surface & groundwater) and noise quality data from the Central Pollution * Flora and fauna from various sources, including the State Forests Department. * Groundwater data from Private agencies * Survey of India (SOI) maps for the potentially affected districts. * State Pollution Control Board and Environment • HP state environmental study data from the State Committee on Science Technology department * Archaeological monuments data relating to State and Central from the State Cultural * CWC for surface water related and gauge stations
determined the need for Review of readily available data, combined with the initial reconnaissance investigations, primary data collection in some instances.
4.3.8 IDENTIFICATION OF PRIMARY DATA COLLECTION NEEDS early in the process. Instances in which the collection of primary data was considered necessary were identified This include; A preliminary report has * Forestry and wildlife - This is being carried out by a wildlife and forestry expert. been prepared and submitted. in the report. * Environmental monitoring to establish bench marks- This data has been incorporated
wildlife presence (sensitive Various consultation carried out with forestry and local communities indicated lots of to generate adequate bio natural habitats) in and around the project roads. Therefore, It was found necessary the eco-systems. diversity data and formulate suitable methodology to minimise and mitigate the impact to
4.3.9 PHOTOGRAPHY AND VIDEOGRAPHY team, engineers, and other During the course of the project, in addition to the environmental and social assessment of photographs were fieldstaff made visual inspections of various aspects of the required works. A large number taken for reference. well as to see the impacted The entire alignment has been video-graphed. This will be useful for land acquisition as properties, structures and trees during various stages of the project cycle Flimachal State Roads Projcc t ElJ for I'heog-Rohru Project Road
4.3.10 PREPARATION OF FEASIBILITY AND ENVIRONMENTAL ASSESSMENT REPORT The following aspects were considered in preparing the feasibility report. (a) Sensitive and/or crtical natural habitats (e.g., national parks, wildlife reserves, (b) General population distribution, sanctuaries) (c) Major rivers and waterways, (d) Recorded cultural heritage sites, (e) Sacred groves, protected areas, forest, wetlands, etc. (f) Concentrations of low income communities, (g) Any potentially sensitive areas, based on recent GOI census, official data and information from NGOs (non - Government organizations), and (h) Field/ Site visits.
The results were plotted on maps and tabulated to identify any conflicts and recommendations were resolve them. Unlike plane areas, the made on how to alternatives available for hill roads were minimum and expensive, most of the widening and improvement takes therefore place along the existing alignment with a hillward side widening.
4.3.11 DETERMINATION OF POTENTIAL IMPACT AREA FOR EA PURPOSE The item no 21 of the Ministry of Environment and Forest (MOEF) Schedule I of MOEF notification include Highways projects and projects related to construction of tarred roads project, in Himalayas. Since this project is only a rehabilitation tarred roads already exists, therefore this part never applies new to this State roads project. Beside there are no bypasses ( Theog bypass /deviation - constructed under CRF The Ministry schemne) considered under this project. of Environment and Forests (MOEF) guidelines for highways kilometres as the potentially project suggests the adoption of Ten affected area for highway projects. Thus the EIA addressees Influence Area (PIA), Ten the 20 - kilometre Project kilometres on either side of the proposed rght -of -way (ROW). In addition to the PIA, the impact area will also include the secondary sites like borrow, quarry areas, work force camps, material storage and disposal areas. These ancillary corridor. sites are usually located away from the project road
4.4 THE EA PROCESS
The Chapter 5 presents baseline Environmental conditions within the area sources as noted defined. Data has been drawn from all above. The EA process has considered the following aspects, > Baseline environmental and social aspects > Study the engineering/technical solutions and the draft design. > Incorporation of environmental and social aspects to design. > Impact identification and avoidance > Mitigation measures and the cost provision to implement the appropriate mitigation measures through the inclusion of Bill of Quantities (BOQ) as a Contract item > Consultation of the Technical solution with the local people concerned. > And the preparation of the impact mitigation and minimization plan (Environmental Management Plan). > Environmental Management Action Plan (EMAP) defining the responsibilities and the contract clauses > Environmental monitoring and of air, water, noise and soil quality at selected locations Recently, World bank has standardised EMP reporting for World Bank projects that can construction, construction and post construction address the pre- phases of the project. This will be applied for this project. EIA for Theog-Rohru Project Road 1Ilimachal State Roads Projec t
4.5 ASSESSMENT OF POTENTIAL IMPACTS of: of environmental enhancement opportunities consisted Screening for Potential adverse impacts and identification factors within the PIA districts. (a) Review of land use and environmental the the project-influenced districts were surveyed through Sensitive land use and environmental conditions within agencies. - use of available data sources and interviews with concerned
(b)Analytical review of baseline data: and sites- Information with regards to sensitive areas, issues, land uses
(c) Analytical review: with the Project Influence Area- Research in to the underlying socio - economic conditions highway projects: (d)Assessment of potential impacts as identified by previous and recommendations proposed by MoEF and the Review was based on previous experience with the guidelines checklist to ensure consideration of all positive and World Bank as cited earlier and used as a comprehensive negative impacts. on the analysis of the primary and secondary data, several The potential significant impacts were identified based and formal consultations. physical inspections of the corridor and after numerous informal
IN THE DESIGN PROCESS 4.6 MAIN STREAMING OF ENVIRONMENT project road were generally minimum. Road located in the Himlayas, available options for Theog-Rohru For a project widening and valley side widening only take place towards hillward side. Both concentric widening for example can say 2-3m deep. The for consideration unless the valley portion is very shallow options are literally not available generally referred to by issues was an integral part of Project preparation - a process consideration of environmental was undertaken so the environment". The design and decision - making process the World Bank as "mainstreaming Such actions included a and rehabilitation issues prompted appropriate actions. that environmental and resettlement were weighed based on road safety considerations. Such adjustments shift in alignments or a curve improvement were congestion, and improvements in road safety, and against benefits derived from reductions in village to ensure the maximum practical avoidance of sensitive incorporated in the design process. It was also necessary adverse impacts upon the project affected persons, etc. areas (e.g. shrines, hospitals, forests and sanctuaries) and the final coupled with available funds were very cruicial to determine The investment versus economic retum like limited to an absolute minimum and aill costly structures alignment decisions. As a result, land acquisition were of them were elimiated from the project. viaducts and bridges options were reviewed and some
4.7 ASSESSMENT OF ALTERNATIVES The analysis of very little options to consider prior to any design decisions. As stated above this project has action option' is for an Environmental Impact Assessment (EIA). The 'no alternatives assumes very high significance is process will ultimately helps to determine which option to be considered among various options available. The at least few options are considered prior to the final comparatively better than the other options. In all studies is rarely carried out. The documentation will further selection of the alternatives, nevertheless the documentation improve the thought process towards various options considered. had visited the site and consulted with the affected As a part of this exercise, the Engineer in Chielf (EIC) parties(Plate 4.1). and social issues were also mentioned. During the site visit on June 27 and 28, all environmental Flimachal State Roads Projec t EIA for T heog-Rohru Project Road
PLATE 4.1 ENGINEER IN CHIEFS VISIT TO THE SITE AT CHELA WHERE A TEMPLE IS LOCATED MIDDLE OF THE ROAD IN THE
4.8 FINALISATION OF ALIGNMENT
Physical verification of the alignment in terms of the number of trees along the highway and the hospitals and shrines was also surveyed. presence of schools, The presence or absence of Forest areas with built of the roadside were important parameters - up areas along most for alignment options. The social parameters was to establish the viable design options. independently analysed
4.9 MITIGATION & ENVIRONMENTAL ENHANCEMENT MEASURES Environmental concerns were identified in the early stages of project preparation. This has enabled design process and to avoid or otherwise to streamline the mitigate potential impacts. Others will require appropriate construction and operational phases. actions in the Positive actions, not only avoid adverse impacts, opportunities to correct environmental but also capitalise on degradation or improve environmental conditions documented in Chapter 9. and were determined as
4.10 PREPARATION OF EMP
In order to implement various environmental requirements during pre-construction, phases, all mitigation construction and operational and enhancement measures have been clearly built Volume 2, Environmental in to the EMP. This is documented in Management Plans. All necessary mitigation and BOQ including enhancement costs have been part of the items like tree planting, landscaping etc. Since construction the project will be awarded as a single contract for under Intemational competative bidding (ICB) a single voulme EMP covers the entire 80.684 km. The EMPs were made as per the latest standardised requirements of the World Bank.
4.11 STAKE HOLDER CONSULTATION & PARTICIPATION
Consultations with concerned officials, agencies and potentially affected persons continued throughout and will continue as the project proceeds. the process The various consultations have been documented previous EA studies, this time, local bodies for review. Unlike were consulted in the very early stages of the project volumes of debris that are to be disposed due to the huge off properly. Details are provided in the relevent Chapter. ElA for 'fheog-Rohru Project Road Himachal State Roads Projec t
4.12 APPENDICES with the report. All detailed information on environmental aspects is appended I limachal State Roads Projec t ElA for Theog-Rohru Project Road
5 BASELINE ENVIRONMENTAL CONDITIONS
The specific details of the baseline environmental data analysis provided below. in this chapter are organized as given
Number SDoscrnon 5.1 Land environment Presents the Geographical settings, Physiography and drainage patterns; geology and seismology; soil conditions; existing and potential erosion pattems; and information with regard to quarries, crushers; and borrow pits. 5.2 Air Environment Presents the meteorological conditions of the area. Presents the relevant air quality standards and the existing ambient air quality conditions, including a description of the locations of monitoring stations and the sampling and testing methods employed. 5.3 Noise Environment Presents the relevant noise standards and the existing ambient noise levels, including a description of the locations of monitoring stations and the sampling and testing methods employed. 5.4 Bio Emnironment Flora, Fauna and Ecosystems; Presents data with regard to forestry, wildlife and trees in the project ROW and in the Project Influenced Area (PIA) 5.5 Water Environment Presents the applicable water quality standards; existing surface water bodies and groundwater conditions; water resources and cross drainage structures within the Project corridor/ Project Influenced Area (PIA). 5.6 Socio Cultural Presents the relevant social data, including data with regard to indigenous environment people, land use etc Presents a discussion of health issues related to road projects, including available data with regard to the incidences of diseases and the relevance of truckers and the spread of disease as stipulated in the World Bank Guidelines. The topic has been expanded to address Road safety issues associated with the Himachal State Road Project. Presents data with regard to shrines, monuments, temples and cultural artefacts.
5.1 LAND ENVIRONMENT
Himanchal Pradesh is a Himalayan State located between 300 22 ' 40 " and 33 o 12'20" north latitudes 79 o 45' 55" and 79 o04' 20" east longitude. and 75 47' and It is in the Northern part of India, sharing the domestic Jammu & Kashmir (North), Punjab boundary with (West and South-West), Haryana (South), Uttaranchal international boundary with (South-East) and an Tibet (East). The altitude of the different areas of meters above the the State varies from 350 to 7000 sea level, rendering the climate from semi-tropical to semi-arctic.
5.1.1 LOCATION OF THE PROJECT ROAD CONSIDERED IN THIS REPORT The project road considered in this report is located in the eastern project part of the Shimla district. A location map of the road is provided exhibit 5.1. The project road Theog-Kotkhai- Hatkoti-Rohru begins with a latitude of 310 16' N and longitude of 770 30" 00' E and ends at 24" 310 28" 15' N, 780 30" 00' E. The entire section is completely terrain with elevation changing from 900 in hilly to 3000 meters. The middle Kharapatthar region receives during winter. The physical location high snow fall details of the project road are provided in exhibit 5.2 EIA for Theog-Rohru Project Road Himachal State Roads Projec t
ROAD EXHIBIT 5.1 LOCATION MAP OF THE PROJECT Devidhar - KhadAI
* Narkandt , - angla Chirg - ,i ,~- 1 Seem AHatu Peak /-140hru * H,' M L A' la- atkotl *
-Pathar-A. Kotf R Lalit Ca0,-\O Chhachpur kot
aThroch p n/j
OF THE PROJECT ROAD EXHIBIT 5.2 PHYSICAL LOCATIONAL DETAILS
0.000 |Rohru town |80.684 Theog-Kotkhai-Hatkoti-Rohru I Shimia |Theog
GEO MORPHOLOGICAL DETAILS 5.1.2 3
* -' I located at elevation of the road above mean sea levei Geomorpohologically, Theog-Kothkhai-Rohru section is hill ranges. Because of the same reason it is one of the ranging from 900-3000m, with deep valleys and high altitude high snow fall region of HP.
OF THE PROJECT ROAD AT THEOG KM 1.000 PLATE 5.1 BARREN HILLS ALONG THE SIDES
08/02/2006"' limachal State Roads Pro'ec t FIAk for 'ITheog-Rohru Project Road
The project road traverses through the sides of the high altitude mountain ranges of complex fragile topographical features. Except in the last 20-30 km, most of the road passess through the side of deep valleys. There are many barren areas in the initial 15 km stretch between Theog and Chella (Plate 5.1). The entire road section is located in a relatively hard but highly fractured Jutog formation. (Exhibit 5.3 geomorphological map). Towards the middle portion of the road section near Kotkhai and Kharapatthar ; height above mean sea level is more than 2000m hight, as a result most of the time this area is snow covered dunng winter. Elevation at Theog is 2351m, at Chella it is 1446m, at Kotkhai -1525m at Kharpatthar- 2673m and at Jubbal-1892m. Further the elevation decreases to just 1100 Hatkoti. m at
EXHIBIT 5.3 GEOMORPHOLOGICAL MAP OF THE REGION
RELIEF
600 4SO) 4500 iBOUNDARIES 30O Intemational __ 1D '. - State -.-.-.- 1250 ' m' 90W .. 400 ..;300
5.1.3 GEOLOGY OF THE AREA
According to Geo-Synclinal and plate tectonics theories, Himalayas were formed due to sedimentation in the Tethian sea and movement of the earths northern and southern land masses.
Later folding and faulting of sediments took place during Eocene, Miocene and Pliocene had shaped the structure of this mountain ranges. The four major sub divisions are; Outer shiwaliks Shiwaliks Central part and Eastern part
Geologically entire Shimla district is mainly represented by the Jutog group of rocks which originated in the middle of the proterozoic period. (Exhibit 5.4 Geological map) The rocks of Jutog formation are exposed in many parts of the lower Himalayas comprised of alterations of schists, quartzites and lime stones. Their succession varies in diffenrent areas. Sequence of rocks in this area is provided below. t @Upper quartzites @ Upper carboniferous ( thick carbonatious slates) @ upper lime stone @Subathu beds of Eocene lIA for Theog-Rohru Project Road tlimachal State Roads Projec t
EXHIBIT 5.4 GEOLOGICAL MAP OF THE REGION
1':
L E G E N D
1 M - . c r * rn .~~~~~- *..b.M .i]Vvb tX
I r0W, s l -' .,c0c...... -C *- C
R5AC0 Cb 1|1¢w sjj+ ,1 Y -c.c
rc t *O4- ,cn.a 82 Eoc ,, a L, '*,.:*-
S Fc.Rn,.1?r 3DDOCGSP ) -- c,.. ys~ *ccc
caFeZo ') Co.s - *-., , sc I S" S CP 'S0- ; C K .,c,c c ,s. c,c*~c~ C I timachal State Roads Projec t E_IA for TIheog-Rohru Project Road
Plate 5.2 is the Jutogh formation of recent origin. Important rocks that constitute this region iswhich originated inthe middle of the Proterozoic period.
PLATE 5.2 HIGHLY FRACTURED SHALE AND SLATE FORMATION AT KM 50 ( ROAD WIDENING UNDER RF SCHEME)
L.W.
The evironmental survey team has observed some weak areas as geologically unstable along the project road as provided in the exhibit 5.10 provided insection 5.1.7 on prevailing slope stability issues.
5.1.4 SEISMOLOGICAL CHARACTERISTIC OF THE AREA Unlike EA process in other parts of India, the seismic character has the highest significance in this part of the country. Although the State falls under Zone IV,the Mandi and adjoining areas are with in the highest Seismic zone ie., Zone V. All earth quakes of magnitude five and above have been provided in the exhibit 5.5 out of all the Kangra earthquake of April,4,1905 was the highest magnitude.
EXHIBIT 5.5 EARTH QUAKES OF MAGNITUDE FIVE AND ABOVE DURING LAST CENTURAY
1 4/4/1905 Kangra - 32 25 76 25 8.6 2 28/2/1908 Kullu - 32 77 7.0 3 11/5/1930 - 3107 77 5.5 4 20/10/1937 - 31.5 7601 6 5 21/11/1939 Great Pamir - 36.5 74 25 6.9 6 22/06/1945 - 180061 31 6 759 6.5 7 10/7/1947 Chamba 101920 32 6 759 6 8 10/3/1955 - 211621 33 765 6 9 7/4/1956 Kangra - 31 77 5 10 1/7/1960 Dharamshala The great fall of Gerollites at Dharamshala /Ferozpur 11 15/6/1962 31.9 762 5.5 Theog-Rohru Project Road Himachal State Roads Projec t EIA for
76.2 5.5
12 1716/1952 Bunter & Banihal 33.3 Considerable damage in Chamba and Dharamshala area
13 5/11/1968 Damage in 32 3 76 5 4.9 Dharamshala 14 19/1/1975 Kinnaur 133200 3235 7 15 5/2/1976 3124 7703 6 16 14/6/1978 Dharamshala 214209 3216 76 30 5 17 24/8/1980 Jammul 030652/ 32.09 75 55 5.4/5.5 Kathava 032003 32.02 75 32 18 25/4/1986 Dharamshala 130517 321 763 5.7
The northern boundary of Shiwalik formation is marked by the Main Boundary Thrust (MBT), a deep seated tectonic lineament that separates the rocks of the Shiwalik formation from the older rocks. This is a weak zone (along which lithospheric movements takes place) and has direct relation to seismic character of the region.
5.1.5 CONSTRUCTION MATERIALS
There will not be any dearth of construction material for the project. As the widening along the project road would be able to supply adequate quantity of materails of different grade. It may not be feasible to use all such materials therefore need to locate disposal areas for such excess debris materials. Due to the poor quality of the material from the Himalayan sedimentary deposits, it may not be cent percent qualitatively suitable for the road construction. The consultants team had identified all crusher and material sources in the nearby areas for use in the project . This is listed below inexhibit 5.6.
Two major stone quarry areas were also identified at Mourn and at Snail. Mourri is located at km 1.00 from Chela. This is quartzite quarry which is good for road works. Snail is located at 12 km from Hatkoti.
EXHIBIT 5.6 MATERIAL SOURCES ALONG THE PROJECT ROAD
1 1 Chela Ageae WI3M,WMM,DI3M, BC 2 Patsari Ageae |WBM ,WMM,DBM Km 190 3 Snail Ageae |WBM,WMM,BC 12 (Source: Consultants field studies) 5.1.6 SOIL AND SOIL QUALITY CHARACTERISTICS 5.1.6 ISOIL TYPES department Soils of Himachal pradesh are usually thin and are deep only in the valley fills. The State Agricultural region. This have classified soils of Himachal pradesh in to five classes. Exhibit 5.7 is the soil types of the classification largely based on the climate and altitude. The relevent classification of the area is (a)mid hill soil zone which extends to an elevation of 900m to 1500 m in the semi temparate areas ( b) mid-hill-soil zone which extends to between 2100m to 3000m in the temparate conditions (c) mountaineous soils which extends between 2100m 3000m. The other two soil types are not found in the project areas. I-limachal State Roads Projec t EIA for Theog-Rohru Project Road
According to scientific nomenclature, these soils belongs to the Udalfs-Ochrepts and Ochrepts-Orthens Utsalfs5. The Udalfs-Ochrepts are high base status soils of humid regions.These soils are found in Rohru-Hatkhoti regions. Orcheprets are shallow black brown and alluvial soils. Orthens are recently formed soils.
EXHIBIT 5.7 SOIL TYPES OF THE REGION
2~0
2 4"
LEGENDS > . -. :: - :..4x4 SU4RDER ASSOCIAT.;:-:-: >: 240ti§, APRuATlE RArKIL NOMECLTURE UD ,A '7:2 U'ALFS HlBASESTATUSS0iLOF JALFS - OCFRErr k-, HUJ REGIN E L OTHENTS -OCHiREPTS OCFtE-'' OCHREFrrS KS',,: -SHALLO BACEK BC NAD A[UMA,ALA SOILS OF NOTHERS
OCI-REPTS - ORTHENTS-USTALFS . r Em OCHREPTS - ORTHENTS - R TL FM LS ROCKOCROPS-ORHDS R SYAN UVL S OCHREPIS - ORTHENTS - USTALFS OarTH-s - SOLOI= aF DFGG WrM - OULS S,E DELOPIE - GLACERS ANtD sNOW CAP lULLS - TARAI SES OF HLURREGIKN
5.1.6.2 SOIL EROSION
Soil ersion is one of the major environmental problems affecting the Himalayan region, with millions of tones of being soil either washed or blown away. Gravity is an important factor that causes the mass displacement of soil in the Hlmalaya. This has resulted in the formation of gullies, waste lands, land slide, land slips and led to deposition of soils on the farms, forest lands, thus causing damage to life and property. Soil erosion is very high in the non vegetated and grazing areas of the land. At the time of the environmental surveys and investigation survey, the sides of the roads were being excavated for widening the road under Central Roads Fund (CRF) scheme (Plate 5.3). This shows that at the time of construction, soil erosion could be very high unless effective mitigation measures are in place to control the erosion. The CRF project has disposed all debris in to the valley areas that will be completly eroded during the rainy season ( Plate 5.3 Band C.)
NdiaL ,t [itic l,ronlmentr Report march 2U1UU-Mtate council for Science, Tfechnology and EHnvironment Theog-Rohru Project Road Flimachal State Roads Projec t EIA for
AT KM SEVEN PLATE 5.3A HIGHLY FRACTURED SHALEISLATE-AN UNSTABLE AREA AR THEOG
.¾
.,~ .,1 ,; - .- -6: 2
-~AJ
23 "08 ~2006
Plate 5.3 B Debris disposal during CRF project I limachal State Roads Projec t FLA for Theog-Rohru Project Road
Plate 5.3 C Debris disposal during CRF project -
SOIL FERTILITY
The capacity of the soils to support a luxurient growth of vegetation/crops on a sustainable basis is known as fertility (exhibit soil 5.8 A). Inthe Himalayan region, soils are largely in fertile, except in a few pockets in the valley areas where the soils support a diverse growth of vegetation or crops on a sustained basis. Soils in Himachal pradesh are usualy thin and are deep only in the valleys. Soil fertility of the first 15 km of the project road seems to be very as it low does not support any vegetation nor it is being used for any cultivation other than some cauliflower cultivation. EXHIBIT 5.8 (A) SOIL QUALITY ALONG THE PROJECT ROAD
Sandv 411 0 41.5 9777 0.52 765 0.24 9.5 8.19 Durneher Sandv' 41.5 0 41.1 99.13 0.11 7.4 0.2 9.8 -7.9 Pattidhank Rohiroo Sandv 40.6 0 40.6 198.7 0.12 7.3 10.16 110.2 5.9 The soil is generally sandy and neutral in nature for all four samples collected and analysed at four different types of locations. Soil porosity and water holding capacity are also high for all four samples. Organic content isslightly high towards the forest regions at Dumehar and Patti dhank. The lead content is very high at Guma village due to the truck union and prevailing traffic. In other three locations it is within the limits. All the findings are plotted on bar Diagrams and provided inthe exhibit 5.8 (B). Theog-Rohru Project Road Himachal State Roads Projec t ElIA for
EXHIBIT 5.8 (B) SOIL QUALITY ALONG THE PROJECT ROAD
* 0r s * pH a cacLctivitv(nmrd A Cat ,nExchangeCapacirV( * Lead( |
=- 20 < S.89 -= =
2
.8 a-6
0
RTChroo CLaM Duneher Pattictnk Stations
U dPat SoilPIastIcitV 0 witerl-10linCapacIty a-
120 98.7 96.8 97 7 99.13
90 -
60 --- i 40.6 40.6 1 42.6 42 6 41.1 41.5 41.5 41.1 a 'A 40
20
000 0
GLum Durmher Patticroank Rotyoo St ations
5.1.7 PREVAILING SLOPE STABILISATION ISSUES (LAND SLIDE, LAND SLIPS ETC) subjected to As described in earlier sections, the highly folded, faulted and fractured rock formation is usually the sliding has 'Landslides, landslips, mud flows. The plate 5.4 shown below is a high vegetaion zone where induced. In a hilly occurred. The slided materials shows its loose characteristics. Most of such activities are human issues region like Himachal pradesh, slope stability and slope stabilisation issue is one of the key environmental nature especilliy with regards to road projects. The unstable slopes have resulted due to the largely unconsolidated of sediments in many sections and heavy pressure of human and livestalk population'6.
6 I.and, Water and Environmental management fIimachal State Roads Projec t EIA for Theog-Rohru Project Road
PLATE 5.4 LANDSLIDE AREA AT CHANIAGE 58.450 (BHAGOLINALA)
Land slides have been a major environmental problem inthe Himalays for the past several decades. The occurances of landslides inthis mountain region has increased in frequency inrecent years, manly due to the disturbance due to human interventions to the fragile slopes.
Existing visible slope stability issues are many (Plate 5.5) due to the recent widening of the project road under CRF scheme. During the surveys it has been identified that retaining walls and gabbion walls are there through out the length of the project road for most of the distances as provided in Exhibit 5.9.
PLATE 5.5 ROAD CONSTRUCTION INDUCED STABILITY ISSUE ALONG THE THEOG BYPASS/DEVIATION EIA for Theog-Rohru Project Road Hiimachal State Roads Projec t
areas for land slips. Such extensive The environmental surveys has identified the following location as suscetible indicate the sliding nature of the hill retaining walls, breastwalls and gabbion walls etc as shown in the exhibit 5.9 slopes.
THEOG-ROHRU EXHIBIT: 5.9 SLOPE STABILITY/EROSION PREVENTION STRUCTURES
0-1 Theog Gabbion Wall Retaining Wall 3-4 Theog 5-6 Retaining Wall Retaining Wall Retaining Wall 6-7 - Retaining Wall 7-8 - Retaining Wall 10-11 - Retaining Wall 12-13 Retaining Wall Gabbion Wall Retaining Wall 13-14 - Retaining Wall 14-15 Chela Retaining Wall Retaining Wall 15-16 Chela Retaining Wall Retaining Wall 16-17 - Retaining Wall Gabbion Wall Retaining Wall 17-18 - Retaining Wall Gabbion Wall Gabbion Wall 19-20 - Retaining Wall Gabbion Wall 20-21 - Retaining Wall Retaining Wall Retaining Wall 21-22 - 22-23 Huli Retaining Wall Retaining Wall 23-24 Wall 24-25 Retaining Wall Retaining Wall 25-26 Bagra Retaining Wall Gabbion RetainingWall Wall 26-27 Retaining 27-28 Retaining Wall Wall 28-29 Kotkhai Retaining Wall Gabbion Gabbion Wall Retaining Wall Gabbion Wall 30-31 Kotkhai Gabbion Wall Retaining Wall Wall 31-32 Kotkhai Retaining Wall Gabbion Retaining Wall 32-33 Retaining Wall Retaining Wall 33-34 Retaining Wall Gabbion Wall Wall 34-35 Dumeher Retaining 35-36 Gabbion Wall Retaining Wall 36-37 Chalneir Retaining Wall Wall 37-38 Nehari Retaining Wall Retaining 39-40 Badvi Retaining Wall Gabbion Wall 40-41 Retaining Wall 41-42 Retaining Wall 42-43 Sulyan Retaining Wall I limachal State Roads Projec t EI.\ for Theog-Rohru Project Road
;!. bi - L jw; .2 i1 nr' - - 44-45 Gazta Retaining Wall Gabbion Wall 45-46 Retaining Wall 46-47 Retaining Wall 47-48 Retaining Wall - 48-49 Retaining Wall - 49-50 Retaining Wall 50-51 Kharapatthar Retaining Wall - 52-53 Retaining Wall Retaining Wall 53-54 Retaining Wall Retaining Wall 54-55 -Retaining Wall 55-56 - Retaining Wall Retaining Wall 56-57 - Retaining Wall Gabbion Wall 57-58 Praunthi Retaining Wall 58-59 Retaining Wall 60-61 Retaining Wall 61-62 Sundli Retaining Wall Gabbion Wall 62-63 Jubbal Retaining Wall Retaining Wall Gabbion Wall 63-64 - Retaining Wall Retaining Wall 64-65 - Retaining Wall 65-66 Retaining Wall Retaining Wall 66-67 Retaining Wall Retaining Wall 67-68 Retaining Wall Retaining Wall 69-70 Retaining Wall 70-71 Retaining Wall Retaining Wall 71-72 Retaining Wall 72-73 Retaining Wall Retaining Wall Gabbion Wall 73-74 Hatkoti Retaining Wall 74-75 Retaining Wall 75-76 Patsari Retaining Wall 76-77 Gabbion Wall Retaining Wall 77-78 Retaining Wall 79-80 Rohru Retaining Wall 80-81 Rohru Gabbion Wall Retaining Wall
LAND SLIDE
There are many land slide prone areas and many more could be induced during construction. However in some sections probability of triggering of land slides isvery high. Details are provided inexhibit 5.10. Project Road flimachal State Roads Projec t FIA for Theog-Rohru
EXHIBIT. 5.10 GEOLOGICALLY UNSTABLE AREAS ALONG THE PROJECT ROAD
Theog Landslide Prone 2 Landslide Prone - 3-4 -Landslide Prone 4-5L l P- 5-6 Landslide Prone - 6-7 Landslide Prone - 7-8 -Landslide Prone 8-9 Landslide Prone 9-10 Landslide 10-11 -Landslide Prone 11-12 Landslide Prone 12 13 Landslide Prone 13-14 Landslide Prone 14-15 Chela Landslide 15-16 Chela Landslide Prone 18-19 __Landslide Prone 22-23 Huli Landslide Prone 27-28 Landslide Prone 28-29 Kotkhai Landslide Prone 29-30 Landside Prone 30-31 Kotkhai Landslide Prone 32-33 Landslide Prone 33-34 Landslide Prone 36-37 _ Landslide Prone 41-42 Landslide Prone 42-43 Sulyan 52-53 53-54 _ Landslide Prone 55-56 _ Landslide Prone 56-57 Landslide Prone 58-59 60-61 Landslide Prone 61-62 Sundli Landslide Prone 62-63 Jubbal 63-64 Landslide Prone 64-65 71-72 Landslide Prone 72-73 Hatkoti Landslide Prone 73-74 Hatkoti Landslide Prone 76-77 Landslide Prone EHlimachal State Roads Projec t EI\ for Theog-Rohru Project Road
ROCK FALL
Hill slopes with dense vegetation/forest cover and areas which are not disturbed by the road construction would remain as stable. Rock fall possibilities in such locations are very remote.
Hill slopes which are severely disturbed by the recent road widening and also all areas where sliding has taken place in the very recent past could be a potential rock fall location.
5.2 AIR ENVIRONMENT
5.2.1 METEOROLOGICAL AND CLIMATIC CONDITIONS
The meteorological and climatic conditions vary significantly through out the State. The varying high elevation above mean sea level is one of the main reason for such extreme climatic variations. Shimla district with an elevation ranging from l500m and above is generally very cold in winter and salubrious during summer. With spring acting as a transition period between winter and summer there are three well defined seasons experienced in the PIA district (exhibit 5.11). Climatic conditions are essentially determined by the south west and by the winter monsoons. Based on the regional variations in rainfall, temperature and humidity, five climatic zones may be identified. Out of this, last three categores are expereinced in the PIA district. These are:
* Warm temperate zone -900-1500 m-many parts of the Rohru * Cool temperate zone 2800 m to 2400m Theog -Fagu region * Cold high mountain zone 2400 mto 4000m Kharapatthar snow fall area
Other zones are not coming within the PIA. In the snow fall area the traffic movement affectes very badly dunng winter therefore GOHP is planning to construct a tunnel at the beginning of this area (Plate 5.6). Although a feasibility study is being carried out, this tunnel project is not part of this project.
PLATE 5.6 PLANNED TUNNEL LOCATION AT CHAINAGE 40
'ft- for Theog-Rohru Project Road Hitnachal State Roads Projec t EAIA
EXHIBIT 5.11 THREE WELL DEFINED SEASONS IN PIA DISTRCTS
Summer April-May-June Salubrious climate this period Monsoon July-August-September 70% of the rainfall during frequent Winter October-Nov-Dec-Jan-Feb-March Very cold and will experience snow fall along the project road especially during Jan-Feb
5.2.2 PRECIPITATION ISNOW FALL receives an Average annual rainfall of the State is 1111 mm which is slightly above National average. PIA district rainfall. The average annual rainfall of 1000-1200 mm (Exhibit 5.12). December and January record minimum as the elevation rainiest months are July and August. Many areas in the PIA districts receives snowfall during winter in almost all cases is more than 500m a.m.sl. f -'llAILEXHIBIT5.12 ISOHYETS IN THE REGION PA
BOUNDARIES
VWQ International - ANNUAL RAINFALL state . -- IN MILLIMETRES M2H IAMS^i L 2600 V4 LLflCETACES 2200 .,, i 4 mg 1800 . i 3
m 1400 Ft A |
. - -600
(Source: State of the environment Report 2000) Degree of snow fall along the project road is provided along with plate 5.7 I limachal State Roads Projec t EIA for Theog-Rohru Project Road
PLATE 5.7 SNOW ALONG THE PROJECT ROAD NEAR KHARAPATHAR
Degree of Snow fall 0-5km-Medium 5-1 Okm-Low 10-20-Very low 30-40-Medium 40-58-Heavy snow fall area 58-65 -Medium 65- 80.684 Rohru- Low
5.2.3 TEMPERATURE
Temperature decreases from west to east as shown in the regional map showing normal monthly and annual temperature. The project road is located in the lowest temperature zone with less than 15 degree centigrade. This is the lowest in the State of Himachal pradesh. In all other areas, it varies more than 15 degree centigrade.
EXHIBIT 5. 13 TEMPERATURE VARIATIONS IN THE REGION
S . ;LH 20 - M TE--[ATWIi - - -
JAWC TEMPEnATUPE =
5.2.4 HUMIDITY
Relative humidity is usually high in the month of July, August and September and it varies from 80-85 %. Average humidity in the district is 57.25%. Project Road I-Iimachal State Roads Projec t EIA for Theog-Rohru
5.2.5 WIND 100m of The wind direction for a linear project like this, in the Himalayan terrain could be varying throughout every 5.14). the project road. This is due to the influence of the hills of varying heights and the meandering roads (exhibit polluted Therefore wind monitoring at one or two locations has no meaning. Moreover there are no major critically State areas along the project roads. Wind has not been considered as a subject matter to mention in the environmental report 2000.
EXHIBIT 5.14 HILL RANGES OF THE HIMALAYAS IN THE PIA REGION
5.2.6 AMBIENT AIR QUALITY air Various surveys and investigations carried out in the State of Himachal Pradesh indicated relatively good ambient is due to quality except in those locations of major human interferences (construction of bridges, buidlings etc). This of the thick coverage of lush green vegetation and very low industrial and other construction activities. Density population is very low, therefore the human contribution from domestic activities such as fuel wood usage is also this very low. In all areas of road construction or other infrastructure built up areas, dust nuisance is very high. Since air is only a temporary effect in any construction activity, this has not been taken as a criteria to evaluate the ambient quality. Ingeneral, occurence of such high SPM is usual and applicable to any similar construction area/zone in other parts of the world. Industries in the State are only along the peripheral areas adjoining Haryana and Punjab. that also Therefore the National ambient air quality programme of the CPCB is mainly concentrating on these areas include the State capital where the vehicular pollution is high due to various reason that includes high tourist influx. On the basis of land use pattern, PCB has classified land in to three categories. These are
* Industrial and mixed use * Residential and rural areas * Sensitive areas
below in The concentrations of the SPM, S02 and NOx were 95 % of the time within the prescribed limits as shown exhibit 5.15. I limachal Statc Roads Projec t FIA for lheog-Rohru Project Road
EXHIBIT - 5.15 PCB AIR QUALITY STANDARDS
A Industrial and mixed 500 120 120 use B Residential and 200 80 80 RuralII C Sensitive 100 30 30 As per the CPCB sponsored NAAQM programme Ambinet air quality is being monitored at four locations namely Shimla, Parwanoo, Poanta Sahib and Damttal. Except minor deviations, most of the airquality levels are with in the limits.
As a part of the EA process requirement; Ambinet air quality has been monitored at the following locations durng June-July 2006 as per the details shown in the exhibit-5.16. The location of this has been marked in a map showing the entire PIA as provided in 17 (A-3 size map).
EXHIBIT 5.16 AMBIENT AIR QUALITY (pG/M3) ALONG THE PROJECT CORRIDOR 8li foW|r - PI1Tt!;P F Isl -ok m RP Ss O Gumma Village Rural area 92.75 33.58 0 0 0 0 14.64 Dumeher Village (Near Apple Orchards Govt. School) 35.31 26.66 0 0 0 0 17.32 48 KM from Theog (3 km Dense Forest before reaching area Kharapatthar) 47.02 30.24 0 0 0 0 12.21 Rohru Urban Area Major urban area 290.19 152.99 2.06 8.54 0.077 0.73 25.3 Theog-Rohru Project Road Hlimachal State Roads Projec t EIA for
*SPM *RSPM 350AL 290.19
300
250
2000
100 -92.75 100 __-_ _ 3.58 3531 26.66 47.02 30.24
00
Area Gumma Village Dumehar Village 48 KM from Theog Rohru Urban
5 t ons
9 r lMCO E HCT X O PbC 885~1 8 8 7 6
4 3 2.06
0 0 0 0 0 0 0 Rohru Urban Area Gumma Village Dumehar Village 48 KM from Theog Stations
-U-S-2 0 30 25.3
25
20 -1732
14.64 - 3 10 -1221
10
0.73 0 0 0
Rohru Urban Area Gumma Village Dumehar Village 48 KM from Theog Stations
Interpretation PCB (a) Considering Rohru as industrial and mixed use category, SPM levels is low when compared with the prescribed standard of 500. (b) All seven parameters are within the limits at all stations when compared with the standards. (c) All parameters are comparatively high for the Rohru urban area
5.3 NOISE ENVIRONMENT even find to It is worth mentioning that the State environmental report published by the State Government does not obtained till discuss and mention noise pollution or the legal requirement as a subjecVissue area. Experience constant preparing this report in HP has shown that ambient noise level in the State is very low. Other than the of noise honking of horns by the drivers of commercial and private vehicles, there are no other major sources bench mark pollution along the project roads. The project however has taken up a number of locations to establish Exhibit - 5.17 : Enviromeid
; ~ ~ ee ~ ~ e;e~ -,/' -.
*I -*
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* t.s ,.. - tn
tf
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^Ft t IL ~~LOCTION. -;. i
- --- UENT LOCATION iiI 7
HIMAAC 6575 Km TfZ ENViROMENTAL oGro
Flimachal State Roads Projec t EIA for lheog-Rohru Project Road
for the EA efforts. These are provided inexhibit 5.18. The Noise monitoing stations are marked in the exhibit 5.17 provided inair environment.
EXHIBIT 5.18 SILENT ZONES ALONG THE PROJECT ROAD
1 5-6 School 2 14-15 Chela Hospital Within 20m 3 20-21 Shol Within in 20m 4 31-32 School 5 54-55 School Within 15m 6 57-58 Jubbal Industrial Far away from the road Training Institute 7 60-61 School 8 78-79 Rohru College ( Not required as it is located in Poly the twon technique
Gumma Vi; age Time Lmax Lmin Leq L10 6:00 48.6 37.5 43.8 46.8 7:00 48.6 39.6 43.7 45.7 8:00 55.8 41.2 49.0 52.6 9:00 71.4 44.2 61.6 65.4 Rurai Area 10:00 81.1 44.5 65.6 67.0 -Lma. -- honLmm Lrq Lb 11:00 72.8 49.4 61.7 66.4 900 12:00 73.4 40.3 64.1 68.8 80 0 - - - - 13:00 72.4 44.6 63.6 66.9 700 14:00 70.2 43.8 63.7 68.5 A 600
15:00 68.9 42.5 61.2 66.2 y 5000
16:00 69.7 42.6 60.3 63.8 X 400 _-W -X 17:00 83.8 49.2 72.1 76.4 z 20 0 18:00 82.2 49.4 69.3 71.4 100 19:00 72.8 47.5 64.1 68.2 E 000 20:00 76.1 48.3 64.9 69.4
21:00 75.6 48.7 66.6 72.3 XOH1>9Oe T 22:00 73.9 39.4 62.0 64.5 Tirno(Ho,0) 23:00 72.3 40.1 59.2 60.2 0.00 68.2 38.2 55.5 58.3 100 57.2 42.5 52.0 55.3 2:00 58.2 46.2 52.4 54.8 300 58.6 40.2 52.3 56.3 4:00 58.4 41.5 52.7 55.2 5:00 52.7 38.6 46.3 50.3
Interpretation a) Noise levels inthe Gumma village has been monitored slightly high for both day time and night time. The only possible source of noise so far identified is traffic mainly truck. The location of the area is between two hills that amplifies the noise. More over the Giri river also contributes certain level of noise to it. Flimachal State Roads Pro'jec t EIA for Theog-Rohru Project Road
Dumeher Viage Time I Lmin Leq L10 Lmax 6:00 39.2 50.5 55.5 61.2 7:00 40.2 54.7 58.2 68.2 8:00 39.2 56.1 58.8 70.3 Agricultural Area 9:00 40.2 54.9 56.2 68.2 -- Lnln a-Leq L1- L-.Th 10:00 40.3 55.4 58.3 67.2 s0 11:00 40.3 54.6 57.2 69.2 70 12:00 38.2 55.5 59.3 68.2 13:00 41.8 51.4 54.2 64.8 60 14:00 40.3 51.6 53.2 62.3 50 15:00 40.3 50.5 55.2 61,2 : 40 16:00 40.3 56.2 58.2 692 .2 30 17:00 40.2 51.6 57.2 61.2 20 18:00 39.2 50.2 52.7 63.2 19:00 37.2 45.2 47.2 56.2 20:00 37.2 53.3 57.2 64.2 0 G : : : : : : : : : : : : O 21:00 37.2 46.2 52.3 53.2 ° a 22:00 37.5 45.2 47.2 56.2 Time( Hours) 23:00 37.2 47.8 52.3 60.5 0:00 35.2 44.8 47.2 53.2 1:00 39.2 49.5 49.2 63.2 2:00 34.3 47 48.2 61.2 3:00 35.2 53.1 47.2 70.3 4:00 40.2 49.1 .2 61.2 5:00 34 56.9 57.6 70.2
Pattidhank Time Lmin Leq L10 Lmax 6:00 35.4 64.2 62.7 79.6 7:00 32.5 62.8 68.6 76.7 - - - 8:00 32.0 58.5 62.7 71.1 Pine Forest Area 9:00 32.2 63.9 62.7 79.6 -Lm, -+-Leq L1o 10:00 32.5 64.3 70.1 76.7 900 11:00 32.0 58.6 61.7 72.1 soo0 12:00 32.0 62.6 67.0 77.0 700 13:00 32.3 61.4 66.7 74.8 1 6000 14:00 34.2 61.7 63.8 76.3 g 500 15:00 37.2 62.0 66.3 75.9 'f 400 16:00 48.3 64.6 69.4 76.1 z 30 0 17:00 46.7 66.5 68.4 80.6 20 0 18:00 34.0 67.6 71.7 80.1 00 . . 0 19:00 33.1 65.5 70.3 76.7 . . . . I...... 20:00 32.1 62.0 66.3 73.6 N° N O -0 21:00 32.6 60.5 65.1 74.2 Tine(Hours) 22:00 32.5 63.8 68.8 75.9 23:00 33.2 61.1 66.3 74.8 0:00 32.2 64.7 68.6 79.6 1:00 30.5 61.7 64.0 77.0 2:00 30.8 46.2 42.3 62.2 3:00 31.2 61.7 64.0 77.0 4:00 30.5 59.2 49.3 76.1 5:00 30.8 53.1 51.5 67.5
a) At Dumeher village where apple Orchards is located naturally the noise level has been recorded very low.
b) Patti dhank located in dense forest area which comes under the silence zone traffic load during monitoring was observed as very low. The noise level is slightly above. I limachal State Roads Projec t EIA for Theog-Rohru Project Road
Rohru Time Lmin Leq L10 Lmax 6:00 59 6 67.4 68.6 80.6 7:00 59.5 64.0 67.3 70.8 8:00 58.7 62.8 64.4 69.9 9:00 56.2 61.0 63.8 66.3 Commercial Area 10:00 50.1 58.1 61.7 66.0 --- L L 11:00 48.7 L 55.0 57.3 67.4 *.mL q O oLa 12:00 48.4 51.7 54.4 60.8 30 - 13:00 48.8 52.6 53.6 62.0 70 0
14:00 49.2 58.4 63.4 66.1 600 15:00 48.4 50.7 53.4 56.9 .6 50 0 16:00 48.1 49.9 51.4 55.4 400 17:00 48.4 51.4 52.6 59.1 z 18:00 49.0 20 0 53.0 55.5 60.5 0 - 19:00 52.3 56.1 59.0 62.3 00 20:00 53.6 59.6 62.1 66.6 21:00 56.7 65.1 66.6 79.0 T ) 22:00 58.5 64.4 66.7 72.5 23:00 59.1 64.2 66.3 69.8 0:00 59.6 67.1 70.5 71.8 1:00 58.6 64.1 66.4 71.6 2:00 59.1 64.0 65.9 68.4 3:00 58.3 63.1 65.7 68.9 4:00 58.5 63.8 66.4 68.8 5:00 58.3 63.3 66.0 68.1
Interpretation c) Adjoining land use at Rohru city is commercial and station covered under urban area. And traffic load during monitoring was observed as heavy, this station has also exceeded the ambient noise limits.
5.4 BIO ENVIRONMENT
This section descrbes the flora , fauna and ecosystems along the project roads considered in this report. The bio environment constitutes one of the most important element of the conservation requiremnt of the State. The Himachal Pradesh Development Report published by the planning commision of India7 has recognised the importanace of environmental protection as provided throughout the report. Few important references in the executive summary of the report are;
"Himachal Pradesh cannot compromise on its environmental and ecological status which must be protected' on Forestry
"Now a holistic approach is required to reduce the dependence of communities on forests directly, by encouraging the use of altematives to fuel wood and timber directly, by raising the economic status. Mono culture should give way to multiple species culture so as to encourage biodiversity at different levels of Forest Regeneration' and intrasport section the report States that;
"Road system is totally inadequate to meet the needs of the greatly expanded tourist industry which has to become a dynamic component of the economic development of Himachal. In this context, it is necessary to emphasis the importance of taking adequate care to preserve the environment of this beautiful hill State when constructing the roads"
- I limachal Pradesh Developmcnt Report 2005, Planning commission of India, Government of India, \ew Dclhi Himachal State Roads Projec t FIA for fheog-Rohru Project Road
Immediately adjacent forest areas identified within the PIA is provided in exhibit-5.19. This indicate that the major portion of the PIA is covered by forest areas. No reserve forest areas are abutting the project road. However these are continuation of the same Reserve forest areas located just behind the forests that are abutting the project road. As provided in exhibit 5.19, there are as many as six RF blocks within the PIA.
EXHIBIT 5.19: DETAILS OF FOREST AREAS WITHIN THE PIA FOR THEOG-ROHRu ROAD
Reseaned forests Kataun Reserved Forest 7 Darcoti Reserved Forest 2 Giri reserved Forest 5 Mandhol Reserved Forest 4 Beraseli Reserved Forest 3 Bathara Reserved Forest 7 Telga Reserved forest 3 53 E/8, 53 F/9, 53 E/12 Sub Total 31 Protected Forests Rohru protected Forest 3 Kateri protected Forest 3 Kalala Protected Forest 4 Dassara protected Forest 4 Subtotal 14 Total Forest 76
The above exhibit is not a complete list of forest areas in the PIA but represents the equivalent length of the road with some forest coverage which by location is relatively very close to the project road. Nearly 70 Percent of the PIA is covered by Forest areas (exhibit 5.17 a-3 size provided in air quality section).
5.4.1 FLORA
Major part of the flora in HP constitute Forest areas with in the purview of Government. Private land holdings are very less and even these private land holdings has the vegetation that has the characterstics of the Forest reserves. 'Forests of Himachal Pradesh are not only on importanace for the State, but have also a strong influnece on ecology, climte and bio resources of the neighbouring States of Punjab, Haryana and Rajasthan' (HP Development Report, 2005).
The specific details of the various floral characteristics of the project road corridors considered in this report are provided in exhibit-5.20. EXHIBIT-5.20 FLORAL DETAILS OF THE THREE SECTIONS OF PROJECT ROADS
SECRoN IlD NAMI0IX CION Nui wuu FLO1RA No (16A) IMMwn
1 Theog- Chella 12 2 laining with drain on Tuni, Darek, Tut and Cheed the hill side and guard (pine) rail on the valley side 2 Chella -Kotakhai 15 do Kaamal,Deodar,Cheed, 3 Kotakhai-Jubbal 33 do Deodar,Baan, Mouru, cheed,rai
4 Jubbal- Rohru 27 do Kaamal, Cheed, Robinia etc Total 80 1000 Flimachal State Roads Projec t EIA for lheog-Rohru Project Road
The road has more than 1000 trees on both sides coming under the declared protected category(exhibit 5.21). Removal of these trees requires clearance from the MOEF regional office at Chandigarh.
EXHIBIT 5.21 ROAD SIDE TREES
*..'iF ,.,1: . .r - I m . 1.t
1 0-1 Theog 1 1 2. 1-2 Theog 2 13 15 3. 2-3 12 12 4. 3-4 - 5 19 24 5. 4-5 - 39 0 39 6. 5-6 - 1 14 15 7. 6-7 - 5 6 11 8. 7-8 - 11 11 9. 9-10 2 27 29 10. 10-11 - 3 0 3 11. 11-12 13 13 12. 15-16 ChelIa 2 0 2 13. 17-18 2 0 2 14. 23-24 1 1 2 15. 25-26 Bagra 8 0 8 16. 26-27 23 0 23 17. 27-28 16 1 17 18. 28-29 Kotkhai 24 10 34 19. 29-30 Kotkhai 32 1 33 20. 30-31 14 2 16 21. 31-32 6 7 13 22. 32-33 11 1 12 23. 33-34 37 4 41 24. 34-35 25 1 26 25. 36-37 1 0 1 26. 37-38 Chalneir 25 5 30 27. 38-39 20 6 26 28. 39-40 Nehari 38 19 57 29. 40-41 Badvi 24 16 40 30. 41-42 49 10 59 31. 42-43 SUIYan 19 8 27 32. 43-44 48 17 65 33. 44-45 GaZta 2_1 7 28 34. 45-46 . 17 14 31 35. 46-47 25 1 26 36. 47-48 12 8 20 37. 48-49 20 0 20 38. 49-50 45 1 46 39. 50-51 Kharapatthar 34 4 38 40. 51-52 35 7 42 41. 52-53 9 0 9 42. 53-54 5 2 7 43. 54-55 13 7 20 44. 55-56 2 3 5 45. 56-57 0 1 46. 58-59 2 0 2 Himachal State Roads Projec t EIA for Theog-Rohru Project Road
47. 59-60 13 0 13 48. 60-61 7 1 8 49. 61-62 Sundali 2 0 2 50. 62-63 Jubbal 3 0 3 51.1 63-64 3 0 3 52. 66-67 1 0 1 53. 70-71 11 11 54. 71-72 2 2 55. 72-73 3 3 56.1 73-74 Hatkoti 1 1 57 175-76 Patsari 1 1 2 58. 76-77 1 1 59. 77-78 1 1 60. 78-79 5 5 61. 79-80 Rohru 11 11 62. 315 1069 63. Total 1384T
This section passes through Protected forest areas of both categores ie DPF and UPF. These are demarcated protected forests and undemarcated protected forests respectively. Specific details are provided in the exhibit 5.22.
EXHIBIT 5.22: FOREST AREAS ABUTTING ALONG THE PROJECT ROAD (REFER THOSE IN THE PIA ALSO)
1. Theog Forest sForest 2. Theog Forest
4. 3-4 Forest 5. 5-6 Forest Forest 6. 6-7 Forest 7. 7-8 Forest 8. 8-9 Forest 9. 12-13 Forest 10.1 20-21 Forest 11 21-22- Barren area 12. 22-23 Huli - Barren area 13. 23-24 - Barren area Forest 14. 24-25 _ _Forest 15. 26-27 Forest Forest 16. 27-28 Forest 17. 28-29 Kotkhai Forest Forest 18. 29-30 Kotkhai Forest 19. 30-31 Forest Forest 20. 31-32 Forest 21. 32-33 Forest Forest 22. 33-34 Forest Forest 23. 34-35 Forest Forest 24. 35-36 Dumeher Forest Forest 25. 36-37 Forest Forest fimachal State Roads Projec t 1 for Theog-Rohru Project Road
26. 37-38 Chalneir Barren area Forest
27 38-39 Forest Forest 28 39-40 Nehari Forest Forest 29. 40-41 Badvi Forest Forest 30 41-42 Forest Forest 31. 42-43 Sulyan Forest Forest 32. 43-44 Forest Forest 33. 44-45 Gazta Forest Forest Barren area 34. 45-46 Forest Forest 35. 46-47 Forest Forest Biosphere circle 36. 47-48 Forest Forest Broad leaved forest mixed with deodar 37. 48-49 Forest Forest Gahan & Gerai and Ghan gerai 38. 49-50 Kharapatthar Forest Forest 39. 50-51 Kharapafthar Forest Forest 40. 51-52 Kharapa6thar Forest Forest 41. 52-53 Kharapatthar Forest Forest 42. 53-54 Forest Forest 43. 54-55 Forest Forest Barren area 44. 55-56 Forest Forest 45. 56-57 Forest Barren area Barren area 46. 59-60 Forest Forest 47. 60-61 48.1 61 -62 Sundli 49. 62-63 Jubbal Forest Forest 50. 63-64 Jubbal Forest 51. 64-65 Jubbal Forest Forest Barren area 52. 65-66 Jubbal Forest Forest 53. 66-67 Barren area Forest 54. 67-68 Forest Forest Barren area Barren area 55B68-69 Barren area 561 69-70 Barren area 57. 70-71 Barren area 58. 71-72 Barren area 59. 72-73 Forest 60. 73-74 Hatkoti Forest Barren area 61.1 74-75 Barren area 62. 75-76 Patsari Forest Barren area 63. 76-77 Barren area 64. 77-78 Barren area 65. 80-81 Rohru Barren area Project Road Flimachal State Roads Projec t EIA for 'Fheog-Rohru
5.4.2 FLORA RELATED CHARACTERISTICS OF THE PROJECT ROAD
Since the elevation ranges from 1500m at Rohru to more than 3000m near Kharapattar the floral characteristics are highly varying.
EXHIBIT 5.23 FLORAL CHARACTERISTICS OF THE PROJECT ROADS
2100-3300 Coniferous trees that include cheed forests as well as the Deodar trees 1500-2100 Broad leaved - walnut, elms, poplar, maples, horse chest nut
5.4.3 FORESTS is Details of Forest cover in the State is provided in the exhibit 5.23 and the specific details in the Shimia PIA district in provided in the exhibit-5.24. The Forest cover map of the region prepared from the Satellite impagery is provided exhibit 5.25.
EXHIBIT 5.24 DETAILS OF FOREST COVERAGE IN THE PIA DISTRICTS
|Shimia 5123,44 1,921 299 - |22043.26= (Source: State Environmental Report, 2000)
The project road Theog -Rohru passes through dense forest areas at many locations. for According to the details collected from forest department at the following locations Forest land would be required widening. These locations are; * 39.300-40.520 km • 43.000-43.35 Okm . 44.630-44.825km * 45.150-45.645 km • 45.250-46.000 km . 46.270-51.000km
The picture will be more clear once the social surveys are complete by the end Feb 2007. locations All along the project roads there are considerable apple orchards after Chella. Forest coverage at certain like Kharapattar is very high. of "Most of the forests are State owned and private forests are small in extent, but even this has posed problems Report, protection, as boundaries between private and Government forests are not well defined (State Environmental 2000) Jlimachal State Roads Projec t El. for Theog-Rohru l'roject Road
EXHIBIT 5.25 FOREST COVER MAP OF THE REGION
JAMMU KASHMIR
CHINA
PUNJABi'.>i ^;
UT-TAR PRADESH
The various plants that are seen along the alignment include but not limited to deodar, cheed, apple, kaamal,kanish, rai, tosh, and mohru etc. There are considerable legally defined eco-sensitive forest areas within the PIA of the Theog -Rohru project road.
5.4.4 ENDANGERED FLORA
Endagered medicinal and aromatic plants In Himachal Pradesh are provided as Appendix 5.1. InHimachal Pradesh, the species which are falling under threat category are three types as per the IUCN classification of threatened specisies. * Critically endangered (CR) * Endangered (EN) and . Vulnerable The herb collection by local people is reported to be disturbing the habitat, therby causing a serious concern for the wildlife conservation. Extraction of Dioscorea is banned inthe State because of it is over exploitation.
5.4.5 FAUNA AND PROTECTED AREAS Consultation with DFO at Rohru and DFO at Theog indicated considerable wildlife presence within the PIA. Consultation with forest range officers and the local communities also indicated that there are considerable wildlife presence in the PIA. Population density in the State is very low. Surveys indicated a straight conflict with forestry and wildlife resources along the project roads. The monkey menace (exhibit 5.26) along the road and the leopard menace has been reported (State environment report, 2000) from various parts of the State. These are the visible form of the Forestry/human/traffic conflict. The invisble part are those faunal groups which by themselves keep away from human beings. The web pages of Forest department has come out with various incidence of the wildlife human confict in the State. GOHP regularly pays compensation to the familiies of the victims. The monkey menace has been a subject of discussion even in the State legislative assembly (Press report) Forest department has a team of monkey sterilisation unit with facilities like tempo vans etc. The wildlife wing of Road Himachal State Roads Projec t EIA for Theog-Rohru Project
EXHIBIT 5.26 MONEKY MENACE AREAS
1 43-44 Monkeys Monkeys 2 44-45 Padshal Monkeys Monkeys 3 45-46 Gazta Monkeys Monkeys 4 48-49 Monkeys Monkeys 5 66-67 Dochi Monkeys Monkeys
DFFC is paying huge amount of compensation to the victims of animal damage for the loss of domestic animals and human beings. Because of increasing human population and urbanisation, the problem of animal depredation is growing consistently (State of the environmental Report, 2000).
The existing network of protected areas (PA's) in Himachal Pradesh (Exhibit 5.27) has 32 Wildlife sanctuaries (5664 sq.km) and two National parks (1440sqkm) covering a total geographical area of 7,104 sq.km. Wilidife is refered to as a heritage of this State (State Environmental Report, 2000). Some species are found only in the western Himalayas. The National forest policy, National conservation strategy, and National wildlife Action plan all has emphasised the need for integration of bio-diversity conservation with the fulfilment of local communities forest based requirements. A ban on hunting was imposed in 1982 which is still inforce and is stated to be shown favourable results for the wildlife of this State.
EXHIBIT 5.27: PROTECTED AREAS IN HIMACHAL PRADESH National Parks & Sanctuaries
O-f*utSa h l of Himachal Pradesh Kni top and K Tian/ ;rTund-h N AMMU AND KASHMIR i . Chamba a hamlla mnal *Kothl Batal ; Nurpur . Khoids n 7-Mar8li L Palampur * rKals Kanrnar * CHINA(TIBET) Uaopipun ' * ManiRkarAn Pi" Scale * Naia Paajaura* rrLb Ha puianz Tin Li>ppaA A Siktwridevi S.ancImhtaa \ UalUnlrar m urI t R aihhnimu hI1r1- so 9 v t'.Jhungil O=di¢8iasPuf l=Z < h-al UTTAARANCHAL Map nd to Scale ,Dgsal* dJ hurdh4br ~tX *Re9u^% lr alonal Parts sirnl n C}Highway AKYANSoAnd ropyright (c) Compare infobase Pvt Ltd 2001-02 I limachal State Roads Projec t ElA for 'lTheog-Rohru Project Road 5.4.6 COMMONLY FOUND FAUNA The consultation with forest officials along the Theog- Rohru project road has revealed that bears, herbivorous, leopards, and all type of himalayan fauna. According to DFO Theog there are monkies, leopards, langur, ghoral,wild boar, wild cock peacock, are the commonly found fauna along the Theog-Rohru section. No accident has been reported because of wildlife. The habitat along the road-sides are mostly mono culture deodar or cheed forests depending upo the height above mean sea level. 5.4.7 ENDANGERED FAUNA The entire mountain system in the State is considered highly fragile as is the rest of western Himalayas. The list of following endangered fauna is attached as Appendix 5.2. > Butterflies > Mammals > Birds > Reptiles Consultation has indicated wildlife presence whole along the project corridor (discuss with impact survey team). 5.4.8 BIODIVERSITY The world Conservation centre at Cambridge, UK has identified the whole of western Himalaya as threatened habitat with the possibility of losing bio-diversity of inestimable value (State of the Environment Report, 2000). Forests are major store houses of faunal and floral diversity with about 80 % fauna directly or indirectly associated with these systems. Several ancient sages wrote treatise on herbs and herbal lore of Himachal Pradesh. The first ever seminar to cure ailments of the people was reported to be held in Himachal Pradesh. The reference of the Ramayana8 epic where in the monkey God Hanuman was utterly confused to identify the life saving medicinal plant from the vast variety of plants and finally lifted the entire hillock with all its shrubs clearly refers to indicate the rich floral heritage of this State. If the God himself is confused after seeing the diverse kind of flora, then no other reference or description is required to indicate the bio-diversity of this Himalayan State. Research has indicated that even with this kind of history, the State has not done adequate home work to preserve and protect the medicinal trees and herbs of the State. While no scientfic and systematic inventroy is available on the current status of medicianl and aromatic plants-quantity quality and generartion under natural conditions.-yet, a fair amount of information has been generated by various workers during the past couple of decades (State of the Environment Report, 2000). A list of commonly found floral species has been provided in the separately bound bio diversity Impact assessment (BIA) Report. A list of medicinal plants found in the region is also provided in the BIA. These details were collected from the Himalayan Forest Research Institute established by the Ministry of Environment and Forests (Government of India) located at Shimla. BIA also lists the specific detailes of the endangered Flora and fauna found in the region. Major ecosystems that supports bio-diversity are provided in the exhibit -5.28. I lindu Indian epic Ramavana written by \Valmeeki Niaharshli Project Road Ilimachal State Roads Projec t EIJA for Theog-Rohru EXHIBIT 5.28: MAJOR ECOSYSTEMS THAT SUPPORTS BIO-DIVERSITY ALONG THE PROJECT ROAD Theog- Rohru project Extensive Reserved River Prabhar at None There are no the road Forests and Protected Hatkoti which is reservoirs along Forests covers more than perinnial project road 60 % of the PIA Giri river at Chela and Kotkhai birds, fishes Importance of each Floral & Faunal store habitat for birds, fishes Habitat for birds, Habitat for life. category of ecosystem house with 80 % fauna and aquatic life fishes and aquatic life. and aquatic directly and or indirectly associated with these. could In addition to the various categories of forests, there are few streams and rivers as natural water bodies which south at be the treasure house of faunal and floral diversity. Perinnial part of Giri river is located about 20 km Yashwantnagar. Plate 5.8 is the protected forest areas along both sides of the project road. PLATE 5 .8 SNOW COVERED ROAD WITH DENSE FOREST ON BOTH SIDE OF ROAD i l . . ! The faunal diversity of HP has been largely influenced by its unique geographical position. This part of the Himachal region is third richer habitat for insects together with eastern Himalayas and Rain forests of south India. About 4360 known species of Insects are estimated to exist in HP (State of Environmental report, 2000). About 250 species of butterflies are found inHP and out of these 56 Species are protected under the Indian Wildlife (protection) Act, 19729 Seven species are considered as endangered and included in the schedule of the Act (Table 8 of the act). Non- insect invertebrates constitute 12.1 % fauna of HP. The mammalian diversity ismuch higher at generic level. Of a total of 135 genera of land mammals in India, 55 occur in HP. As many as 52 species (67.5%) are at risk and protected under the Indian Wildlife Protection Act, 1972. Out of these 17 species are highly endangered and included in the schedule 1 of the Act (Table 9). All species of large mammals (32 species) in HP are threatened. A total of 447 species of birds (36.4 % of Indian birds) have been reported from the State. Five species to Pheasants are highly endangered and include under the Schedule-i of Wildlife Protection Act. Some endangered hunting birds are also included under the Act. Out of the 44 species of lizards, two species are endangered (Common Indian monitor and Yellow monitor). People of HP generally do not kill Indian \N'ildlife Protection Act, 1972 Flimachal State Roads Projec t EIA for Tlheog-Rohru Project Road snakes because of religious sanctity attached to it thereby helping conservation of these creatures. Rock python is classified as highly endangered and protected under Schedule 1 of the wildlife Act. More over exports of snakes and their products are banned in India. Out of population of few species seen in HP (lakes & rivers) the population of turtle species Lissemys panctata classified as endangered has declined considerably and therefore listed in the Schedule 1 of Wildlife Protection Act. As many as 17 Species of amphibians are reported from HP. All species of the Rana, the predominant amphibian diversity in the area, are included in the schedule IV of Indian Wildlife Protection Act. Most of the fishes seen in the area are endemic to HP. They are distinctive in possessing special features for survival in torrential streams and rivers. 5.4.9 SENSITIVITY ANALYSIS The project road considered in this report are legally sensitive with ecologically sensitive reserved Forests in the Project Influenced Area (PIA). These forests are very rich in flora and fauna (Refer Consultation). EXHIBIT 5.29: SENSITIVITY ANALYSIS OF THE PROJECT ROADS AS PER THE SEPTEMBER 14, 2007 MOEF GAZETTE NOTIFICATION PARKS & EwtNVOMEvtrAL FoaeRr AREASAND SANcruAjuvs ASSESUMT ROAD NAME LAND Use FoREsT LAND IN THE IN PIA SENsiTIvy As PER PIA As DEFIND 14/11w2O7 MOEF ______ay M O E F_ _ _ Theog -Rohru _ _ _ _ _ More than 70 %of the PIA is Forest Extensive Forest areas Reserved forests Non eco- sensitive areas coming under RF, PF and of Reserved Forests with lots of wildlife private forests then agricultural, built and Protected Forest presence up areas. The corridor is famous for Areas the Apple production I_I A reference to the section on bio-diversity and the presence of diverse flora and fauna in Forest areas do classify all the Protected Forests also as eco-sensitive. However these are legally non ecosensitive as provided in the exhibit 5.29 Through out the length of the project road starting Theog to Rohru, reserved forest (RF) boundaries are not abutting (immediately adjacent to or touching ) the project road Right- of- Way except few Kms near Kotkhai. With regards to the sensitivity analysis, the percentage of threatened mammals in this highly fragile area is comparatively much higher. All species of pheasants, occurring in HP are at risk because of habitat loss and hunting. Freshwater and soil fauna are under tremendous stress due to organic and chemical pollution of ponds, streams and wetlands. The situation is fast deteriorating due to indiscriminate spray of highly toxic insecticides in Orchards, and agricultural fields' (State environment report, 2000). Apple orchards in the region are the major source of organic and chemical pollution from highly toxic insecticides in Orchards. 5.5 WATER ENVIRONMENT 5.5.1 SURFACE WATER There are not many perinnial surface water bodies along the project roads. Details of the surface water bodies along the project roads are provided in the exhibit 5.30. At Chellapul at about 20 km near Neripul sufficient quantity of water is available. Road Hlimachal State Roads Pro'jec t EIA for Theog-Rohru Project EXHIBIT -5.30 SURFACE WATER RESOURCES WITHIN THE PROJECT INFLUENCED AREA (PIA) -Gir River 13.000 perennial 2 Giri river 13-33.000 Parallel on left side 0-1000m Perennial (? 3 Bishkulti River 68.000 crossing Perinnial 4 Prabhar river 68.000 to 80.000 Running parallel on 10-30 m from Perennial right side centre line RHS All these rivers are draining to Yamuna basin and then to Ganges basin finally discharging to the Bay of Bengal. Water from all other parts of HP is discharging to Arabian Sea. 5.5.2 SURFACE DRAINAGE The project road considered in the report lies in the Yamuna basin as shown in exhibit-5,31. Surface drainage the exhibits dendritic drainage pattern in the whole of PIA. That shows relatively harder Jutogh formation beneath area surface.The project road is marked in thick black line. The yamuna (Ganges basin) river system with a coverage of 5872 sq. km in the State covers 10.6 % of the total geographical area of the State. Underlying lithological the structure, automatically plays a very important role in the drainage pattern of the State. Rivers and streams in basin are fed by snow fall inthe upper reaches. EXHIBIT 5.31 DRAINAGE IN THE REGION Gh K40 9 1 0 o M4ark anda N , < M - fimachal State Roads Projec t EI.\ for Theog-Rohru l'roject Road EXHIBIT 5.32 ANALYSIS OF BRIDGES AND CROSS DRAINAGE (CD) STRUCTURES i- 0-1 Theog CD-2 No.s 1-2 Theog CD-3 No.s 2-3 Theog CD-2 No.s 3-4 Jaisghati CD-5 No.s 4-5 Gajjeri CD-2 No.s 5-6 Gajjern CD-2 No.s 6-7 Gajjeri CD-4 No.s 7-8 Bagaro CD-3 No.s 8-9 Bagaro CD-2 No.s 9-10 Bagaro CD-2 No.s 10-11 Bagaro 11-12 Bagaro CD-2 No.s 12-13 Bagaro 13-14 Bagaro CD-2 No.s 14-15 Chhaila CDlNo.s 1 bridge 15-16 Chhaila CD-5 No.s 16 17 Boonti CD-3 No.s 17-18 Bagain CD-3 No.s 18-19 Bhawanigd CD-3 No.s 19-20 Bhawanigd CD-1 No.s 20-21 Bhawanigd CD-32 No.s 1 bridge 21-22 Gumma 22-23 Gumma CD-6 No.s 23-24 Gumma CD-3 No.s 24-25 Gumma CD-4 Nos 25-26 Gumma CD-5 No.s 26-27 Gumma CD-2 No.s 1 bridge 27-28 Bakhrail CD-2 No.s 28-29 Kokunllah CD-5 No.s 29-30 Kokunllah CD-1 No.s 30-31 Kokunllah CD-4 No.s 31-32 Tamhor CD-2 No.s 32-33 Kotkhai CD-1 No.s 33-34 Chalneer CD-4 No.s 34-35 Chalneer CD-4 No.s 35-36 Budhui CD-3 No.s 1 bridge 36-37 Domehar CD-3 No.s 37-38 Chalner CD-1 No.s 38-39 CD-5 No.s 39-40 Nehari CD-6 No.s 40-41 CD-4 No.s 41-42 CD-5 No.s 42-43 Badbi CD-8 No.s 43-44 CD-4 No.s 44-45 CD-6 No.s 45-46 CD-7 No.s 46-47 CD-3 No.s 47-48 Parttidhank CD-7No.s 48-49 CD-5 No.s Project Road Flimachal State Roads Projec t EI - for Theog-Rohru 49-50 CD-4 No.s 50-51 CD-8 No.s 51-52 KharapaCthar D-5 No.s 52-53 CD-2 No.s 53-54 CD-3 No.s 1 bridge 54-55 CD-5 No.s 55-56 CD-4 No.s 56-57 CD-4 No.s 1bridge 57-58 Praunthi CD-2 No.s 58-59 CD-1 No.s 1 bridge 59-60 Sirthi CD-2 No.s 60-61 CD-2 No.s 61-62 Shuntli CD-3 No.s 62-63 Labrot CD-2 No.s 63-64 Guntu CD-2 No.s 64-65 Shari CD-2 No.s 65-66 CD-4 No.s 66-67 CD-4 No.s 67-68 Dochi CD-3 No.s 68-69 Dochi CD-1 No.s 1 bridge 69-70 CD-3 No.s 70-71 Patsari CD-5 No.s 71-72 1 bridge 72-73 Bathah CD-2 No.s 73-74 CD-3 No.s 74-75 Hatkoti CD-1 No.s 75-76 Gallu 1 bridge 76-77 Viratnagar CD-2 No.s 1bridge Chamshu CD-1 No.s Patsari CD-3 No.s Mendali CD-1 No.s 1 bridge Mendali CD-2 No.s Mendali CD-1 No.s Mendali CD-1 No.s Seema CD-1 No.s Rohru 1 bridge 278 culverts/85 Km Density/Km=3.27 15 Except the Prabhar river near Rohru, there are no major river crossings across the project road. Giri river crosses at two places near Chella and near Kahrapathar. IFlimachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 5.9 GIRI RIVER AT CHELLA .p In between these two crossings, the river flows parellel to the projet road on the left hand side (Plate 5). Drainage provisions are provided based on the natural drainage facilities already available. Since most of the road widening takes place along the existing road ROW no major additional drainage provisons are required. 5.5.3 GROUNDWATER RESOURCES In 1995, the Central Groundwater Board (CGWB) in its report on groundwater resources'° has stated that The high relief areas of the northem and north eastem regions occupied by the Himalayan ranges, the hill tracts of Rajasthan and peninsular regions with steep topographical slope, and characteristics geological set up offer high runoff and little scope for rain water infiltration. The groundwater potential in these terrains is limited to intermontane valleys. Prior to this in 1992, the studies carried out by USAID" ' Hill areas land and water development project' completed a study to understand the groundwater poterntial of these aquifers. Groundwater resources are rather limited in this area. There are no intermontane valleys in the Project Influneced Area where there is substantial groundwater exists. Location of intermontane valleys in the Himachal Pradesh is provided in exhibit 5-33. The natural springs along the project road are also not yeiding high. This is mainly due to very small catchment areas and steep gradents. (roundwater resourccs of India , 1995 11Manual on (roundwatcr development and tube wells 1992 Project Road Himachal State Roads Projec t EIA for Theog-Rohru EXHIBIT 5.33 GROUNDWATER RESOURCES IN THE REGION ;--.- - LOCOS ON OF INTERMOtTANE VALLEVS HIMACHAL PRADESH ANDAURA 120 SQ- v ,; 0 d i - .- L UNAYALLE KME M 0 NINA VALLEY M- aa ^ -a, urA 230 SQ. KM POANTA VALLEY - 180 SQ KMA, 5.5.4 SUBSURFACE DRAINAGE Unlike plain areas, in the hilly terrains, the subsurface drainage often intersects the surface and manifest as springs. By definition, Springs are concentrated discharge of groundwater appearing at the surface as a constant flow of water. Springs are an important source of drinking water in the entire Himachal Pradesh. Depending up on the discharge, the spring water is also being used by the loca: communities for localised water supply (LWS) schemes meeting the drinking water requirements of the people. Springs of higher discharge could be the source of irrigation water too. Over a period of time, most of the springs have been developed into a full fledged drinking water source. Springs in this part of the country has been developed scientifically in various (Plate 5.10 a partially developed spring) ways for collection and protection from contamination. Some of these are observed to be still not safe from the drinking water point of view as we could see domestic animals and stray dogs crossing over the water sump for drinking. I-limachal State Roads Projec t Fl-A for fheog-Rohru Project Road PLATE 5.10 A PARTIALLY DEVELOPED SPRING To- .. ta sois(gl 138 22 5.5.5Elcrcl WATERodcivt QUALITY p ho/m04 .104 05 Oil~~~~~ WaterToaoiors(P/0mi quality of the surface water and groundwater raeml - has been monitored.. This data is provided in the exhibit 5.34. is graphical interpretation is provided. It EXHIBIT 5.34: DETAILS OF WATER QUALITY ANALYSIS Total cospniform (M lis mg/11) ______0 EIA for Theog-Rohru Project Road Himachal State Roads Projec t ET0ta1LsiSPetlde SolidS rg/Il *Total1so1idsIn'g/1) 30i1& grease(W/Il 250 193 50 0 0 0 0 00 0 0 67.7 kmfromtteog PabbarriveratRohru 13 LHS CHilIa bridge Stations UTotO Colifonl (IMPN/100 nl)l 4 3.5 2.5 2 > 15 0 O 00 0 67.7 kmfromthog Pabbar rver at R ohu 13 LHS C tOila bridge Stations MpH *D.O.(mg/I C3BcD(n01/l3DEIectricalconrtit\tv(nMho/cm 8 8 7.85 7.11 86.98 7 - _ _ 2 0 0 r- 0 0.11 67.7kmfromtbeog PabbarriveratRonTru 1.3 LHS C tMila ndge Stations The water quality parameters that have been tested are . pH, * Dissolved Oxygen (DO) in mg/I, * Biological Oxygen Demand (BOD) in mg/l and • Suspended Solids in mg/I. * Electrical conductivity * Oil and grease mg/l * Total coli forms (MPN/100mi) I limachal State Roads Projec t EIA for fheog-Rohru Project Road The impacted typical water bodies are river and streams of a given project road. Unless otherwise specified, one sample per typical water body per link is the sampling strategy adopted. * Interpretation of the monitoring results * pH in all the samples are neutral in nature * Disolved oxygen is normal in natural environment * There is no BOD loading in all the samples that means clean natural water in all the locations with lots of DO. * Total Dissolved solids are high for relatively high in ground water ( HP and spring water) . Even in groundwater it is less for spring water ( water table aquifer) and high for deep groundwater (HP). * There are no suspended solids in any of the samples. * There is no oil and grease presence in any of the samples. This indicate very less traffic and related sources (e.g. Auotomobile Workshops) * Only at Chela insignificant quantity of colifirms were detected. 5.5.6 DRINKING WATER SOURCES Drinking water sources of the project road are handpumps , springs and streams fed by springs. A number borewell fitted with hand pump could be seen along this alignment (Plate 5.11). Details are provided in exhbit 5.35. The water table is very shallow in nature. PLATE 5.11 DRINKING WATER SOURCES -- T Project Road Himachal State Roads Projec t EIA for Theog-Rohru EXHIBIT 5.35 DRINKING WATER RESOURCES ALONG THE ROAD 1 1 0-1 Theog WaterPubiic Suppiy 2 1-2 Theog Spring 1 1 3 2-3 Public Water Supply Hand Pumu H3-4 1 15-6 Hand PumH 1 3 7 6-7 Public Water Supply S 1 8 7-8 Sprinn 8-9 . 2 9-10 Public Water Supply Public Water Supply 2 2 11 13-14 Well Hand Pump 2 12 14-15 Chela Public Water Supply Public Water Supply 15-16 Chela Hand Pump 2 Spring 16-17 Public Water Supply Spring 3 Public Water Supply 1 13 17-18 Spring 14 18-19 Spring 1 16 20-21 Hand Pump Public Water Supply 2 1 17 21-22 Public Water Supply 18 22-23 Huli Spring 1 23-24 Public Water Supply Spring 3 Hand Pump 19 24-25 Hand Pump Spring 2 20 25-26 Bagra Hand Pump 1 21 26-27 Spring 1 24 31-32 Kotkhai Spring 1 26 33-34 Spring 1 35-36 Dumeher Spring 2 Public Water Supply 28 36-37 Spring 1 29 38-39 Hand Pump 1 30 39-40 Nehari Public Water Supply 1 31 40-41 Badvi Spring 2 Public Water Supply 42-43 Su4yan Spring 1 46-47 Public Water Supply Hand Pump 2 34 47-48 Hand Pump 1 36 49-50 Spri'ng Spring 2 37 50-51 Kharapatthar Spring 1 38 51-52 Kharapauthar Spring 1 39 52-53 Kharapatthar Public Water Supply 1 1 40 53-54 Spring 42 54-56 Hand Pump 2 Spring 56-57 Spring 1 44 57-58 Praunthi Spring 1 1 45 58-59 Hand Pump 49 62-63 Jubbal Spring 1 50 63-64 Jubbal Public water supply Hand Pump 3 Public water supply-1 55 68-69 Hand Pump 3 [ limachal State Roads Projec t IYL\ for 1heog-Rohru Project Road Public water supply Spring 58 71-72 Hand Pump 1 62 75-76 Public Water Supply 1 63 76-77 Spring 1 64 77-78 Public Water Supply 2 Hand Pump 65 78-79 Public Water Supply Hand Pump 2 66 79-80 Rohru Public Water Supply Public Water Supply 4 Hand Pump Hand Pump 67 80-81 Rohru Public Water Supply 2 Hand Pump 77 Altogether 77 drinking water sources are coming within the right of way. This include springs, hand pumps, Public water supply, 5.5.7 FLOODS Seventh day of August 2003 at Kotkhai bus stand a transport bus was washed way due to a cloud burst12. There were many such incidences in the past. Other than flash floods no major floods are expected in the region. This year (2006) also there had been a cloud burst at Bhagolinala at chainage 58.450 5.6 SOCIO-CULTURAL ENVIRONMENT In this section , land use, health and safety, culture, archeology and monuments, Industrsies and Tourism and pilgrimage are discussed. 5.6.1 LAND USE The land use along this corridor is of mixed nature including agriculture, commercial and commercial cum residential. The section is entirely along the hill tracts. The major townships/settlements along this road are viz. Theog, Chela, Kothkhai and Kharapathar. Road passes through hilly terrain with steep grade and acute, blind and sharp turns at most of the places. This is predominately snowfall area, so during winters this road becomes inaccessible. Most of the settlements / villages/town are connected through link road to the project road. The land use immediately along this corridor is mostly Apple orchards and agriculture. The exhibit 5.36 shows the landuse characteristics along the project road. 12 123hiinachal.cot Flimachal State Roads Projec t EIA for Theog-Rohru Pro2ect Road EXHIBIT 5.36 LAND USE CHARACTERISTICS OF THE PROJECT ROAD --- ~ -E Theog up to Chela Mostly dry barren Mainly Forest Cultivation lots of Cauliflower area Chela to Jubbal Apple Orchards do Mainly apple cultivation Jubbal to Rohru Forest and Apple do Forest area and apple Orchards Orchards f limachal State Roads Projec t EIA for Theog-Rohru Project Road 5.6.2 AGRICULTURE This project road is one of the most important apple corridors of the Himachal Pradesh. During the apple season starting in August and continues up to November, the number of trucks plying on the road is very high. Apart from this, near Theog up to Chela settlement, cauliflower cultivation is prevelant. There are two to three dozen trucks always on the road sides. This is provided in Plate 5.12 and 5.13. Specific details of consultation has been provided in the Chapter on consultation. PLATE 5.12 CONSULTATION WITH TRADERS OF CAULIFLOWER AT 4.000 d:: IrL PLATE 5.13 A DOZEN MINI LORRIES FOR CAULIFLOWER AT KM 4.000 ~Jr 30/04/2006rJ Himachal State Roads Projec t EIA for Theog-Rohru Project Road EXHIBIT 5.37 DISTRIBUTION OF APPLE ORCHARDS ALONG THE PROJECT ROAD 1 0-1 Theog 2 9-10 Bagaro 3 apple orchard 3 10-11 Bagaro 2 apple orchard 4 21-22 Gumma 2 apple orchard 5 24-25 Gumma 3 apple orchard 6 25-26 Gumma 2 apple orchard, 1 mixed orchard 7 26-27 Gumma 3 apple orchard 8 27-28 Bakhrail 1apple orchard 2 apple orchard 9 28-29 Kokunllah 1 apple orchard 2 apple orchard, 1 mixed orchard 10 29-30 Kokunllah 3 apple orchard 11 30-31 Kokunllah 2 apple orchard 12 31-32 Tamhor 1 apple orchard 1 apple orchard 13 33-34 Chalneir 1 apple orchard 14 34-35 Chalneir 1 apple orchard 15 35-36 Budhui 2 apple orchard 16 36-37 Dumeher 1 apple orchard 2 apple orchard 17 37-38 Chalner 1 apple orchard 3 apple orchard 18 39-40 Nehari 1 apple orchard 19 40-41 1 apple orchard 20 41-42 1 apple orchard 21 43-44 1 apple orchard 1 apple orchard 22 44-45 1apple orchard 23 45-46 1 apple orchard 1 apple orchard 24 47-48 Parttidhank 25 51-52 Kharapatthar 1 apple orchard 26 52-53 1 apple orchard 27 54-55 1 apple orchard 28 56-57 1 apple orchard 29 57-58 Praunthi 1apple orchard 30 58-59 1 apple orchard 1 apple orchard 31 59-60 Sirthi 2 apple orchard 3 apple orchard 32 60-61 lapple orchard 33 61-62 Sundli 2 apple orchard 34 62-63 Labrot 1 apple orchard 2 a_ple orchard 35 63-64 Guntu 3 apple orchard 36 64-65 Shari 3 apple orchard 37 65-66 1 apple orchard 2 apple orchard 38 66-67 2 apple orchard 39 67-68 Dochi 1 apple orchard 40 68-69 Dochi 1 apple orchard 1 apple orchard 41 69-70 1 apple orchard 42 70-71 Patsari 43 71-72 1apple orchard 1 apple orchard 44 72-86 Bathah 1 apple orchard Elimachal State Roads Projcc t EIA for Iheog-Rohru Project Road 5.6.3 INDUSTRIAL DEVELOPMENT Very few industrise are located in the PIA . There are hardly any industries along the project road and in the PIA of the project road. The government factory at Chela near the river bank produces apple cartons for packing and transportng of apples without any damage. Exhibit 5.38 provides the identified list of industries along the project road. EXHIBIT 5.38 INDUSTRIES OF THE PROJECT ROAD TYPE OF INDUSTRY LOCATION / CHAINAGE CHAINAGE Apple cartons factory Gumma 27.000 Apple Cold storage ( very big) Mendli 75.000 5.6.4 HUMAN HEALTH AND SAFETY Exhibit 5.39 provides a list of parking areas that are existing along the road sides. The situation is alarming during the apple season when loading and unloading of trucks require considerable parking space on the road sides. EXHIBIT 5.39 EXISTING PARKING AREAS %Rmrks 1 14.00 Chela Parking 2 20.00 Gumma Parking 3 46-47 Pattidhank Parking 4 52.00 Kharapatthar Parking Parking 5 67-68 Dochi Parking Parking 6 77-78 Hatkoti Parking Major parking area with workshops 7 79-80 Rohru Parking Parking There are number of locations where in the municipal solid waste has been disposed off (exhibit 5.40) along the road sides. Since this is also a requirement of the local communities, these should be replaced after the improvement of the road. EXHIBIT 5.40 COMMUNITY MUNICIPAL SOLID WASTES DISPOSAL AREAS Si No Ch cbp locdlon$- Typ, of communil 1resowrce ______LHS RHS 1 14-15 Chela Municipal Waste 2 21-22 Gumma Municipal Waste - 3 26-27 Municipal Waste - 4 28-29 Municipal Waste - 5 34-35 Municipal Waste 6 38-39 Municipal Waste - 7 55-56 Municipal Waste - 8 57-58 Municipal Waste Municipal Waste 9 71-72 Municipal Waste - 1_0 77-78 Municipal Waste Municipal Waste 11 79-80 Municipal Waste 12 80-81 Rohru Municipal Waste Municipal Waste I-limachal State Roads Projec t 1 IA for Theog-Rohru Project Road Along the project road there are a number of existing bus waiting sheds which are being used as bus/taxi waiting shed. These are popularly known as rain shelters in Himachal Pradesh as it was heavily used for that purpose also. A list of the existing rain shelters are provided inthe exhibit 5.41. EXHIBIT 5.41 EXISTING RAIN SHELTERS ALONG THE PROJECT ROAD 1 26-27 Gumma 1 Rain Shelter 2 34-35 Kotkhai 1 Rain Shelter 3 43-44 1 Rain Shelter 4 68-69 1 Rain Shelter 5 187-188 Hatkoti 1 Rain shelter 6 189-190 Patsari 1 Rain shelter I 5.6.5 ARCHAEOLOGICAL STRUCTURES/CULTURAL PROPERTY AND MONUMENTS (a)Cultural Properties The cultural properties that are located near or immediately adjucent to the project road is provided inexhibit 5.42. Only one temple is impacted and that would be compensated or relocated as per the provisions of RAP. EXHIBIT 5.42 CULTURAL PROPERTIES 3-4 Temple 5-6 Temple 11p-12 Temple 14-15 Temple Temple 21-22 - Temple 32-33 Temple 39-40 Temple 52-53 Temple 56-57 Shrine 59-60 Temple 63-64 Temple 67-68 Shrine 69-70 Temple 79-80 Temple 80-81 Rohru 2 Temples (b)Archaeological structures and monuments There are three archaeological sites inthe vicinity of the project road. Except one at Hatkoti the other two are hardly visited by any. These three archaeological structures are associated with 'Mahabharat Period'. Two structures at one location on the right hand side of Bishkulti river are well preserved (Plate 5.14), the last one very near to the road is in a dilapidated condition (Plate 5.15). All the three sites are on the Right Bank of the Pabbar River. Since this is coming within the purview of State Archaeology department appropriate measures would be required to protecting them further ruin. I-limaclal State Roads Projec t ElA for 'l'heog-Rohru Project Road PLATE 5.14 PRESERVED AND PROTECTED STRUCTURE 50 M AWAY FROM THE PROJECT ROAD ,, -, -tv-v~ ZS'C; r ______s==v PLATE 5.15 LOCATED IMMEDIATELY ADJACENT TO THE PROJECT ROAD Himachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 5.16 HATKOTI MATA TEMPLE AT ABOUT 200M AWAY FROM THE PROJECT ROAD -5- 5.6.6 ToURISM/PILGRIMAGE This is one of the most promising sectors that can contribute to the economy of the State. Tourism/pilgrimage sector is one of the few most important sectors directly related to the rapid economic progress of the State. Basic requirement for this is accdient free connetivity for safe access to these locations. This project road however is famous for its apple production. Although this corridor has the major touristic potential along with its scenic back ground; the area has not been developed. There are few important Tourist/pilgrimage sites along the Project roads. This is provided in exhibit 5.43. Plate 5.17 show the Jubbal palace a historically important structure still being used by the raja family. This is a private buidling not under the Government. EXHIBIT 5.43 IMPORTANT PILGRIMAGE AND TOURSIT AREAS ALONG THE PROJECT ROADS Theog - Kharapatthar Kharapatthar is the Snow Ganga matha temple at Origin og Gini Ganga fall area. Giri Kharapatthar-Patbhar- Jubbal Palace which isan Rohru interesting mix of European and Vernacular Elements Kharapatthar-Rohru Prabhar valley and three Hatkoti Mata temple Very famous pilgrimage Archaeological structures (Plate5.16) centre I limachal State Roads Projec t EIA for 'I'heog-Rohru l'roject Road PLATE 5.17 JUBBAL PALACE AT JUBBAL ABOUT 1-2 KM FROM THE PROJECT ROAD J, -s .. - , 2 7 /'O8/2OO06 5.6.7 TRANSPORT As on today the traffic along the project road is minimal. The baseline traffic scenario is provided homogeneous section wise inthe exhibit 5.44 EXHIBIT 5.44 HOMOGENOUS SECTION WISE TRAFFIC ALONG THE PROJECT ROAD Road N* LOCOon 28 Theog to Theog to Chela 2784______2784______Rohru Chela to Kotkhai 1225_____1225 _ Kotkhai to Rohru 1906_ _1906 Roads and highways developments are the most important promise of the State compared to Railways, Airways and waterways. There are National Highways, Border roads, State highways and other arterial and rurall roads in the State. At present Central Road fund (CRF) schems, PMGSY and NABARD schemes are a promise to the otherwise negleced road sector of Himachal pradesh. There is no comprehensive transport policy prepared for the State of Himachal Pradesh. Whenever attempted, it was not seen in the proper perspective. 'It is felt that a proper analysis of this sector is not being attempted' (Himachal Pradesh Development Report, GOl, 2005). Transport sector development is crucial for a State like HP, where in Tourism is seen as an important source of State revenue for the overall economic development. Fast and efficient movement of Horticulture produce (e.g. apple) isalso crucial for the economic growth of the State. The HP State roads project with finacial and planning assistance from World Bank therefore can be seen as a dream project of the State that has the potential to provide a comprehensive package for the over all economic development of the State. Apart from the tourism, the horticulture development also require efficient movement of horticulture produce to the far away areas within the shortest possible time. It is an added advantage that the tourists based at Shimla hotels can make one day visit to this corridor. IFlimachal State Roads Projec t EIA for Theog-Rohru Project Road 6 STAKE HOLDER CONSULTATIONS AND PLANNING Stake holder consultation and participation is an integral part of the environmental and social impact assessment and management process. The stake holders of a project like this include; * affected communities (on either side of the project road), • institutional stake holders such as PCB, local bodies, water resources department, environmental department, mining and geology department, Forest department etc. * Non governmental institutions like NGOs (e.g. WWF) Consultations at micro-level (Plate 6.1) (e.g. project level along the road) and macro-level (e.g. DistricVState level institutional consultations) is to help the planners to integrate the short term and long term requirements of the local, State, regional and National goals in to the planning process. The State, National and regional goals are generally set by the legislations and policies in the varous human actions by controlling or limiting the activities in order to reduce and nullify the adverse impact generated by infrastructrure projects like roads and highways. The quality of a road design does not limit itself in to just the engineering requirements of the product but should integrate the quality assurance in the process, product and services as well. In that process the benefits acrued due to the project implementation multipy many fold and the general appreciation from all sctions of the socitey would be largely vibrant positive. The various players directly or indirectly involved in the process, product and services are design and supervision consultants (engineers and other professionals) contractors (who actually build the road). PLATE 6.1 DISCUSSION WITH CAULIFLOWER TRADERS AT LOADING jiR, :Z :J-q -. - ' 30/04/2006 1''@-d - -^-F g Z tt'+ I 4. limachal State Roads Pro ec t EIA for 'l'heog-Rohru Project Road PLATE 6.2 ONE TO ONE MEETINGS WITH MR.HR JASWAL SDO PABBAR VALLEY POWER CORPORATION LTD ; ,-. V '4 |11.-e2005 7 In this project, an all out effort has been made to involve local institutions in to the project preparation/planning process (Plate 6.2). Although local institutions are the smallest administrative and planning unit that will have to suffer the dircect impact due to the air/water/noise pollution and loss of productive land and buildings, accidents and safety issues, these units are largely neglected and are rarely consulted. As a result, during the last couple of years planners could witness the occurance of significant conficits with local communities in many projects that has been recently implemented in the country. In this respect, all efforts has been made to contact village pradhans and muncipal office bearers to record their views/opinions and suggestions. Since the debris/excess material disposal being one of the most important issue in the project, early consultations itself has focussed on the availability of suitable land reserves for debris disposal. Local communities were in general glad that they have been consulted for a major road construction project of this magnitude (Plate 6.3). PLATE 6.3 CONSULTATION WITH AFFECTED COMMUNITIES NEAR HATKHOTI > ~j . - , .. t pIII ' Himachal State Roads Pro jec t EIA for Theog-Rohru Project Road 6.1 DISSEMINATION MATERIAL As an intemational good practice, a summary of the project (Appendix 6.1) has been made from the available project materials of the PWD such as Terms of reference (TOR), project proposal prepared by the consultants and also from the Strategic Option Study (SOS) reports that has been provided to the consultants. During the consultative meetings, the project team usually explains the various components of the project and its implementation, prior to obtaining their concerns and issues, Where ever required, consultants has provided a summary of the project as a dissemination material. So far this summary has been distributed to over 250 engineering staff of the State PWD and almost all State and regional level.stake holder institutions. In some cases, the soft copy of the summary as a word document has been provided ( for example for the State Geologist in the industrial department). Since the State Council for Science and Technology & Environment and the Himalayan Forest Reasearch Institutes were interested to understand the bio-engineering aspects of the project, the consultants has distributed a copy of the Bio engineering concepts in PDF format. In additions to this, all consulted DFOs were also provided with a copy of the project summary. 6.2 TYPE OF CONSULTATIONS Various type of consultations carried out during the investigations include; * One to one meetings with affected communities * Focus group meetings with a group or section of communities Consultation with stake holder institutions * at project level ( e.g. DFO and panchayat pradhans) * at State level ( Chief Wildlife warden) One to one meetings are generally held with a few members of local communities. These consultations sometimes focus on one or more specific issues for example flood problem in a given section of the project road. Where ever possible such type of consultations are generally held with informed people. Informed people are those members of the local communities who in their past had a thorough expereience and has geographic, political and general knowledge about the country and requirements of the communities. Focus group meetings are usually conducted with a sample section of the community usually with a good representation from the affected communities. Such meetings usually provided substantial information about the community concerns. Further, stake holder institutions were consulted at project level (e.g. DFOs, Forest Range Officer etc) and also at State level (Wildlife warden, WWF State officer etc). 6.3 FORMAL AND INFORMAL LOCAL CONSULTATIONS A number of formal and informal consultations have been carried out as a part of the project preparation. During the formal consultations which are very important; minutes of meetings (MOM) were also prepared. Since meetings with DFOs are crucial to implement the forest regulations, all meetings with DFOs have been minuted and attached as appendices. The informal consultations are usually held informally with officials to understand the institutional concerns at a given specific location for example a section of the project road. I fimachal State Roads Projec t EIA for 'I'hcog-Rohru Project Road 6.4 IDENTIFICATION OF THE INSTITUTIONAL STAKE HOLDERS Identified stake holder institutions are provided in the exhibit 6.1. The status of these consultations are also provided in the exhibit. The general cooperation received from some of the departments are praise worthy while other departments such as wildlife department has shown red signal and violently (this relates to the behavior of the senior most officer of the State wildlife department) rejected any idea of cooperation with the project. However a change of leadership/guard in the wildlife department has enabled the projct authorities to consult and participate in the planning process. Incidently the forest, wildlife, and the overall biodiversity concerns of the project is of very high magnitude during the construction and operational phase of the project. Therefore such non co-operation were appropriately informed to the Project authorities and also the World Bank team for positive and timely interference. Although such non co-operation does not invite RTI 2005 as the client here is not public but Government itself. EXHIBIT 6.1 INSTITUTIONAL COORDINATION AND SUPPORT RECEIVED FROM STAKE HOLDER INSTITUTIONS Institution Level of cooperation received Poor Satifactory Good Divisional Forest Office Good (DFO) Una Panchayats at Local level Satisfactory Good (at final stage) State Pollution Control Good Board (PCB) Himalayan Research Satisfactory institute ( MOEF) Wildlife Wing at State level Poor (initial Stages) Excellent later Industries (for Mining and Good Geology) Archaeology at State level Good State Tourism Poor Horticulture at State level Good State council for Science Good Technology and Environment at state level Central Water commission Satisfactory (CWC) 6.5 OFFICIAL CONSULTATIONS AND PARTICIPATION Institutional stake holder consultation has been carried out with many agencies as shown in the exhibit -6.2. EXHIBIT 6.2 DETAILS OF THE INSTITUTIONAL STAKE HOLDER CONSULTATION Institutionl lContacted Suggestions Iissueslcomments Department oCal& Dateof MemberSecretary, State Dr. R. K Sood Various aspects of Clearance requirements have been council for Science Joint Member discussed for infrastructure projects. State environmental report Technology and Secretary 2000 provided. State Environmental clearance discussed. A Environment. April 27,2006 copy of the State environmental policy provided. B-34, SDA complex, Api2720opofteSaeevrnetloicpoid. Kasumpti, Shimia. Member Secretary, State Mr Vasudeva, Several meetings held with PCB. Various components of the Pollution Control Board IFS project were explained to the PCB and sought the involvement in the project by way of environmental monitoring of ambient air, IHlimachal State Roads Projec t ELA for Theog-Rohru Project Road water, and noise and soil quality. During the end July, PCB has withdrawn from the involvement. Wildlife crosses the road in between Kotkhai and karat patthar to drink water and to feed. Leopard, monkeys, langur, ghoral, wild boar and wild cock are found in high troops. New trees should be planted along the roadsides. According to him DFO Theog survival rate is very less here because waste material of road 9-Aug-06 construction is thrown along the roadsides. Cheed, deodar and Minutes of meeting Mr Khatta ornamental plants like robinia should be planted along the attached as Appendix 6.2 roadside. There are certain impacts of the road construction to forest areas. Strata changes to retain the moisture. Flora and fauna are affected. If there is no stability jungles are cut and removed. Blasting is harmful for trees where there is loose soil. For construction purpose there is scarcity of the water. Confirmed that no Sanctuaries with in the PIA but concerned about the total number of trees to be removed near major forest reserves. Wildlife presence has been confirmed. The important DFO at Rohru faunal species include leopard, monkeys, langur, ghoral, wild Minutes of meeting Ma 01, 2006 boar and wild cock are found in high troops. DFO has confusion attached as Appendix 6.2 Mr Rajesh with the Ongoing widening and improvement under CRF and the WB funded proposed project. Consultants have cleared all doubts regarding this. DFO stated that permission would be required for all forest land requirements including the tree cutting. Forest Range Officer, 21-03-06, Dayal Cheed, and banyan are the main trees. No wild animal found Rohru Singh, along the road The fauna includes, leopard, black bear, jackals, langur, Forest range Officer, 21-03-2006, sambar, fruit birds, jungle murgie, koklash phesant etc. The flora Jubbal Pavan chawan includes pine, deodar, khail, walnut etc. No road accident with wild animals occurred. Species are broad leaved and conifers. Species to be planted along the road edges are deodar, poplar, baan, oak, rhododendron, escolas Indica, kanish (Prefered in river bed). At least 50,000 trees are to be planted along the roadside to stabilise the damage upto Kharapathar. Wildlife includes Jungle Forest Range officer, LR Harnot, 30- fowl, leopard, saprrow, owl, crow etc. Some fruit trees are also Kotkhai 08-2006 to be planted in jungle or near the roadside so that it will reduce the interdependence of wildlife. Farm ponds are constructed in both side's hill and valley so that the dynamic behaviour of animals can be checked. As it is necessary to widen the road and there is no alternative for widening trees will be lost. The only alternative is to stabilise the damaged portion and both sides plantation may be solicited. Range starts from Theog and ends at Chela. The flora consists . . of deodar, cheed, kail, chesnut, tunni, Baan, oak, bottle brush, Theor 28 02 2006 silver oak, etc. The flora is to be protected. Nursery seeds o 2available at Sainj, Basa, Dharech, Nerigati, Majhrana etc. Endangered species are not noticed by the Forest department Himalayan Research Mr Surendra Director informed that most of the land in the State actually HitMalya Resear Kumar, IFS belongs to forest reserves. Therefore Government of Himachal Insttute (MuEF) Conier Director, Pradesh needs to free all required land holdings from the Legal campus, Pathaghat, April 27, 2006 implications relating to forest and wildlife. I limachal State Roads Projec t 1 1\ for Theog-Rohru Project Road m oiS duggestions R 1sWeoMrm- Chief Wildlife Warden Mr K.K Gupta, Completely denied and violently rejected any access to discuss Forest Head Quarters, April 27 2006 wildlife concerns relating to project therefore no discussion has Shimla taken place with any wildlife officials in Shimla on this aspect. do Mr Vinay Tandon Three rounds of meetings had taken place. August 10, 2006 Project Director, Mr R.K Sood, HP Forest Sector Reforms project is to implement the Forest HQ at Shimla, IFS, community participation in forest conservation measures. HP Forest sector Reforms (Also HP CCF), project Apdril 27,2006 Engineer Mr M.L. Shrama Mr Sharma has provided all contact addresses and details of the Forest Head quarters Engineers, Forest department in the State. Shimla AI 27, 2006 Ms Vandana She has explained the activities of WWF- India in the State and World wide Fund for Thaplyal, the extended all cooperation for the project. At present awareness Shna W State Director programmes are the prime focus of this International NGO. hima July 2006 Mr. Arun Sharma, The department has extended all cooperation for the Geologists implementation of the project. Department has provided guide Department of Industries DrGH.R Dandi lines for the establishment of crushers. The State geologist and Miniing KC. K toahd stated that the new part of Himachal is free from the river bed . Katoch- mining regulations, this include Una, Hamirpur, Bilaspur etc. For Julyo2006 this project road located in Shimla district all controls are applicable. During the meeting, Director suggested to include the following roads based on the revenue and importance form Horticulture point of view. These suggested roads are: Director of Rampur-Nogli-Taklech-Sungri-Bali-Samarkot-Rohru. Directorate of Horticulture Horticulture Bali-Khadrala-Baagi-Narkanda Mr. C.R.Sharma Narkanda-Jalortikkeri-Nankhari-Jolda July 2006 Rohru-Dodrakwar Chamba-Badabhangal Joginder nagar-Jathingri-Multan-Badagaoan, Badabangal Provided State and central list of protected monuments, structure etc. no specific monuments along the roads discussed in this report.. Nevertheless it is understood that all listed and Archaeology July 2006 non listed archaeological structures are with this department. For the one along the road at Rohru, department has indicated that either provide suitable mitigation measures or provided relocation cost of Rs 25 Lakhs ( Rs 2.5 million) per structure. Tourism Department August 2006 Project summary handed over and informed Consultation with horticulture department can be considered relatively important as this sector provides a major part of the State revenue. Director of the department of horticulture has in fact suggested including six more roads (that are important from revenue point of view) in the World Bank project as provided in the exhibit 6.2. There were no specific suggestions for roadside faciities or parking, loading, unloading and trasportation of horticulture prodcue but promised to contact for further consultations. 6.6 PROJECT SPECIFIC CONSULTATIONS There were series of community consultation and consultation with forest range officers. Details of various projects specific consultations have been tabulated in the exhibit 6.3. Plate 6.1 to 6.4 shows the consultation sessions along Himachal State Roads Projec t EJA for Theog-Rohru Project Road the project road Theog-Rohru road. During these consultations specific sugestions/ isuses and concems were sought from the local communities and stake holders. As a whole 28 project specific meetings were carried out. PLATE 6.4 CONSULTATION WITH LOCAL COMMUNITIES NEAR KOTKHAI .. ,- ..- -4 --- t£ ww Teg-Krpta On to on 23 S 11,5-- i "jl Tota 245'',-; EXHIBIT-6.3 SUMMARY OF THE PROJECT LEVEL CONSULTATION HELD Along the project road 4 forest range officers were consulted. 15 no of Panchayath pradhans along the project road were consulted. Only those cases where the pradhans were not available for consultations were left out. In most of the cases the consultation with with pradhans were also attended by one or more local people. Debris disposal was the most important issue discussed with the panchayath pradhans. In addition to the consultations with DFOs of Theog and Rohru divisions all forestry related issues along the road were consulted with Panchayat pradhans. Alltogether there were many consultation sessions along the project road (exhibit 6.4). I limachal State Roads Projcc t B1_k for 'lhcog-Rohru Project Road EXHIBIT 6.4 ANALYSIS OF THE COMMUNITY LEVEL ISSUES AND THE RESPONSE OF THE PROJECT TEAM Location & Isue 4lcussed Respone of the Design team date I Rohru > Speed breakers are required here. * Safety signages and sighing and March 20, (Strength of the school is 500). lining will be provided 2006 > Noise problem exists here. * If necessary noise barrier will be > Footpath and drainage should be provided provided. * In urban areas this is usually provided Badhal > Majority of land along the roadside is * Land acquisition process will March 19, private. Forestland also exists. be through a RAP 2006 > Scarcity of water during construction * A multi pronged approach of the road. will be taken ' Land is not available for the disposal * Disposal areas has been of waste material. identified Gajjeri > Footpath must be provided (25 * Foot path will be provided in March 18, students). the school areas 2006 7 Boundary wall must be provided. * Noise barrier will be provided 7 Speed breakers, signboards should * Safety signages will be be put on the road. provided Gajjeri 7 Majority of land along roadside is * Most of the widening will take March 18, 2006 private land so no widening should place within the ROW be done. * Safety measures are part of 7 Accident-prone area. the design # Monkeys and bagh exists in this area. Graug * Forest land acquisition as March 20, * Forest land comes in this panchayat per National law 2006 (2 km area) * Waste disposal sites have 7* There should be proper waste been identified disposal sites. And those sites are available in his panchayat Gumma 7 Accident-prone area and thus need * Safety is part of the design March 20, widening. * Drainage is provided towards 2006 # Drainage should be managed the hillward side properly otherwise water goes to * This is part of the project school. 7 There should be signboard and footpath along the road. Gumma 7 Accident-prone area as school is * All safety measures will be March 20, just along the roadside. provided near schools 2006 7* There should be widening of the * This is taken care of road. * Foot path is provided only in 7 Footpath should be provided. built up areas 7 Signboard and speed breakers * Safety signage's and design should also be provided because with safety precautions are total strength of the school is 140 part of the project and is increasing everyday. IHlimachal State Roads Projec t ELA for Theog-Rohru Project Road Jubbal > Road is very congested. * This will be eased to the March 19, > Blind curves must be straightened. extent possible 2006 > Road gradient must be improved. * Done > Road surface should be * Done smoothened. * Done > Environmental problems * EMP is part of the project > Parapet wall should be provided on * Only retaining wall will be Kharapatthar valley side. provided March 19, 2006 > Footpath should be given in town * Drainage is provided through area. out the project road > Drainage should be provided * Lot of planning has been otherwise road would get damaged. done for this purpose > Project should be completed in time. * This will be done > In the present road there are four points where gradient is not correct. It should be made smooth. Kotkhai > Because road is single lane and in * That is the reason for this March 19, 2006 apple season truck traffic is very project high in this road, so road is * This is part of the project necessary to be widened. * This is part of the R&R policy > Parking bays, bus bays must be of the state Government provided. * Yes > Compensation to the affected should * Provided be provided at the rate of market * Effective measures adopted value. * Since this is at a minimum > Encroachers must be dealt with scale this cannot be provided strongly. * Safety will be part of the > Drainage system should be provided project > Monkeys come to the road. > Stray cattle are causing so many road accidents here. > Recently a doctor met with accident and died as he was trying to save a stray cattle on the road Labrod > Road widening is necessary in this * Will be widened March area. * Safety part of the project 19,2006 > Accident-prone area. * Safety and parking areas, > Road is too congested during apple loading areas are being season. planned Dochi > Landslide occurs here frequently. * All slope stabilisation March 20, > Accident-prone area. measures including bio 2006 > Dust pollution is there. engineering is being adopted > They want a retaining wall to be in the project constructed for safety of children just * Safety is part of the design below the road and backside of the * Dust issue will be minimal school. after construction of the road > Speed breakers and signboard must * Safety precaution will be be provided. taken I limachal State Roads Projec t F11T\ for Tfleog-Roliru Project Road LoCo & 4b- R of te D gn town dw Dumehar > Noise pollution * This will be eased March 20, > Dust nuisance is much here. * No dust nuisance expected 2006 ? Near school pressure horns must be after the construction of the prohibited. road Speed breakers must be provided. * This is part of the Gate must be provided at school. enforcement and beyond the Trees must be planted for noise scope of the project prevention at school. Parapet wall, * Safety part of design boundary wall and footpath must be * These are being considered provided. * Considered Accident-prone area and thus need * Safety considered widening. * Drainage provided Drainage should be managed properly otherwise water goes to necessary school. There should be signboard and footpath along the road. Rohru > Bypass should be provided at Rohru * Not considered in this project March 21, 2006 town area. It should start from Medli * Parking facility only when to Bakharina on right side when land is freely available coming from Theog. * A dozen locations have been Parking facilities should be provided. already identified '-There should be proper disposal of * Safety part of the design waste materials (site is available for * Widening will ease the Fdisposal) honking of the horns Footpath, signboard and speed * This will be eased to a great breakers should be provided. extent No horn should be blown here. There is problem of noise pollution here. Graug < Need road widening. * Considered March 19, > Accident-prone area. * Safety part of the design 2006 > Traffic jam major problem during * This is expected to ease apple season. after the road improvements Very happy even if there is loss of * This is fine property while construction of the * Provided where ever feasible road. Also want parking bay and bus waiting sheds on the road. Parali w There should be widening of the * Considered March 19, road. * This will be addressed, a 2006 w Water scarcity for the construction of number of alternatives are the road. being planned Chadhel - Majority of land in her 3 km * Rap will address the issue March 18, 2006 panchayat area is private land * Forest land acquisition as Forestland also exists. per the law There should be proper disposal of * A dozen disposal sites has waste (site is available) already been identified to Himachal State Roads Projec t EIA for Theog-Rohru Project Road address the issue Patsari During apple season there exists * Road will be improved March 19, trafffic problem. * Safety is part of the design 2006 > Accident-prone area. * Will be widened > Bridge at Patsari is narrow and must * Safety ispart of the design be widened * Rain shelters are provided > Speed breakers must be provided. where ever it is required > Bus bay must be provided. Rohru > Footpath, signboard and speed * Part of any designed project March 21, breakers should be provided. * This will be eased to very low 2006 > There is problem of noise pollution levels here. Patsari > Majority of land along the roadside is * RAP is to address the issue March 19, private property. * Locations have been 2006 > Debris disposal sites of waste identified material Shilli > Majority of land along the roadside is * RAP is to address the issue March 19, private property. * Acquisition as per law 2006 > Forestland is also there * Children's safety and noise (approximately 30%). barriers are considered > Primary school also exists along the * Beyond the scope of the roadside so care for children safety project must be taken. * Will look for inother > Compensation must be given to Panchayats affected persons. o Waste disposal site is not available inthis panchayats. Baghain > Very congested area. * Raod widening will ease March 18, > Alignment should be made so that * RAP and NGOs will address 2006 there should be avoidance of the issue building * Enforcement of law isnot > Accidents occur because of drunken within the scope of the driving. project > Bus waiting shed should be * Rain shelter is part of the provided. design Chhaila > Very congested town. * Tried to the level possible for March 18, > Accidents occur. So road must be decongestion 2006 widened * Considered > Majority of land is private. * Forest land acquisition as Forestland also exists along road. per law Bus bay must be provided. * Only where land is freely > Parking bays must be provided available s Bear, monkeys etc. comes to road * A BIA is being carried out s Bus stand needed * Bus bays has been provided > Drainage facility should be provided * Part of design > Bypass must be for Chela town. * Not provided widening on both sides of the temple Gumma > Dust problem exists intown. * Issue will be automatically Road Ilimachal State Roads Projec t Fl Xk for 'lhcog-Roliru Project Locatlon& Iss0u discused Response of the Dedgn teaM March 18, > Drainage must be provided urgently. resolved after construction 2006 * Part of design Baghain 5 km road comes inher panchayats. * Debris disposal area March 18, w Majority of the road is private required 2006 property * RAP to address the issue > For construction purpose water is * This isfine available * Safety isan integral part of s For safety of school children some the design measures should be adopted. * Will look for other s For construction waste disposal no panchayats land is available in her panchayats Gumma o Majority of the land (80%) is private * Land acquisition as per RAP March 18, 2006 property. * Bio diversity study is being , Monkeys and bear come to the road. carried out > Gumma town is very much * Road improvement will congested decongest # Footpath should be provided innew * Only in urban/built up areas road * Provided > Parking bays, Bus waiting sheds * Provided should be provided. * No bypass at Gumma, only ' Drainage should be provided considered if it is un ; If possible bypass should be avoidable and adequate land provided for Gumma is easily available is mainly to ' During apple season road creates * Road widening problems (Traffic jams), so road address this particular issue should be widened. 6.7 MEETING WITH FOREST AND WILDLIFE OFFICIALS The issues relating to forest, wildlife and biodiversity issues came up in almost all consultations. Local community level consultations and the consultations with forest officials were similar in the type and nature of impact due to the project. As a strategy all meetings with Divisional Forest officers (DFOs) were documented as Minutes of meetings. Prior to the meeting with DFO, the team had three rounds of site investigations. Minutes of meeting (MOM) with DFO at Theog and Rohru is attached as an Appendix-6.2. 6.7.1 CONSULTATION WITH DFOs Particulars Im ortant aspects of the consultation DFO At Theog Mr. Khatta stated that natural forest once lost is lost for ever. 10 sleepers of deodar of 10 by 10 by 5 size cost about Rs 35,000/-. Common floral species found inthe area are Deodar and kayal, cheed and broad Mr Khatta IFS leaved. Leopard, monkeys, langur, ghoral, wild boar and wild cock are found in high troops. Wildlife crosses the road in between Kotkhai and khara patthar to drink water and to feed. DFO at Rohru Section Jubbal to Kharapatthar require forest clearance as it involves legal issues leading to the requirement of Government of India permission and clearances. Himachal State Roads Projec t EIA for Theog-Rohru Project Road Mr. Rajesh IFS Rohru division comes between Kharapatthar and Hatkoti, which covers approximately 20km of area. Already 60-70% of widening of the road has been carried out by PWD for the ongoing CRF funded widening programme. DFO has stated that there are no reserved forest (RF) in his jurisdiction. No National park and Sanctuary. major wildlife species in the division include but not limited to beers, herbivores, leopards and all type of Himalayan fauna. In case of Flora it is Temperate Zonal Conifer. There is a well diversified Fauna and Flora. Forest in this division is Demarcated Protected Forest (DPF) and un demarcated protected Forests (UPF). Minutes of meeting attached as Appendix- 6.2 6.7.2 CONSULTATION WITH CHIEF WILDLIFE WARDEN The important message from the minutes of meetings of Chief wildlife warden is provided below |nportant aspeab of the consutatlon Chief wildlife warden Wildlife presence is found every where Shimia A bio diversity impact assessment required Forest department must involve in this project Need to discuss with project authorities as well as the WB team No barriers exists for the sanctuaries there forest wildlife is not confined properly to the sanctuaries alone. Human- wildlife conflict is problem Traffic wildlife conflict will be a problem Minutes of meeting attached as Appendix 6.2 6.7.3 MEETING WITH FOREST RANGE OFFICERS Consultations have been carried out with four forest range officer along the highway as provided below. Forest R geociier . lmpq,Ot.pI momt of the ooufttonln all five motirnp wert ;,ft.lowlng the following locations Rohru Area in his jurisdiction Jubbal Wildlife accidents Kotkhai Road widening and the impact if any to the different types of Forests Theog Confirmation of eco-sensitivity Wildlife -traffic collision if any Wildlife-human conflict 6.7.4 OFFICE OF THE JOINT MEMBER SECRETARY STATE COUNCIL FOR SCIENCE TECHNOLOGY AND ENVIRONMENT Important part of the consultation Consultation with Dr R.K. Sood Strength of the Environmental department is 55. Not yet done with any road project of this magnitude and type. Public hearing cannot be forwarded directly to Government of India until State government clears it. When you apply for pollution control board, you are supposed to give a copy to us here. We will send our comments to the department". Road I limachal Statc Roads Projcc t 1El1A for 'lheog-Rohru Project Important part of the consutalon After public hearing a report will be prepared and then it comes to Pollution Control Board. There after it has to be evaluated by Secretary Science, Technology environment who will be the head of that mission. For road projects our main concern is about debris disposal sites. Only national NGOs exist in HP, their response is negative but this is only for Hydel Projects not for Road Development Projects. According to him only those NGOs should be consulted which are active in the area. Problem will come only when you start acquiring the land 6.7.5 CONSULTATION WITH DIRECTOR FOREST REFORMS PROJECT i Important aspects of the consulbtion Consultation with Mr. R.K. Sood Reforms project is to revise the forest policy. The work has been finalized last week. The policy has been notified two days ago. According to PD the forest in Himachal is classified into four types. These are RF,UPF, DPF and PF. 36 %of the forest area is DPF. There are 32 sanctuaries and two national parks inHP. Road cannot pass through any of the sanctuary or National park. EXHIBIT 6. 5: SUMMARY OF THE ISSUES RAISED DURING THE CONSULTATIONS (SAMPLE) Main issues raised during project specific consultations Provision for new parking areas Reatinaing walls Public comfort station Breast walls Rain sheltor Foot path Bus bays Speed breakers Bypasses and realignments Sighn boards Drainage Crash barriers/parapet Street lights Dust control Road should be more safe for the road users Proper compensation should be paid to the PAPs Road side tree planting Water for Constrution is not available for many roads- Boundary wall to separate from the traffic corrdir consider alternatives for schools Wildlife presence in many corridors Provision for Noise reduction for silenece zones Monkey menace Affected temples should be properly compensated Tree should be planted Develop valley view locations Minimise tree cutting (Source: Environmental screening report prepared for the project) 6.8 PUBLIC DISCLOSURE OF EA DOCUMENTS 3 Public disclosure inWB projects is different from the project dissemination" process. The documents to be disclosed include executive summary of the project, Resettlement Action Plan (one document), EIA reports. Simultaneously all documents will be released to public inHimachal Pradesh. " \Vorld Bank consultation note Hnimachal State Roads Projec t ElA for Theog-Rohru Project Road 6.9 INTEGRATION OF ENVIRONMENTAL ASPECTS TO FINAL DESIGN The final design out put has integrated many existing facilities of the people for example rain sheltor. 6.10 FOLLOW UP CONSULTATION Subsequent to project preparation, a series of consultations will be organised. Projcct Road I lmachal State Roads Proj'c t FIA for Iheog-Rohru 7 POTENTIAL IMPACTS With a large coverage of forest wealth, the State is rich in bio resources. This naturaly conflicts with the six million people living and spread in between the forest reserves of the State. Density of population in the Himachal Pradesh for is too low and most of the people live very close to the roads. Therefore it is natural to have considerable impact any road widening project. The value of land along the Theog- Rohru road is high due to the apple belt along this. been People will have to be displaced and rehabilitated. This part is covered in the social impacts that have assessed and provided separately in the resettlement and rehabilitation (R&R) report and Social Impact assessment of flora reports. As stated above with the vast area of forest reserves the region is the home of innumerable variety places in and fauna due to the very high altitudinal variation from mere 300 m near Una to as high as 7000 m at This is Lahaul and Spity areas. Therefore in this region, impacts relating to bio-diversity issues are most significant. the home of many vulnerable/endangered/critically endangered and rare IUCN classified faunal and floral species. critically Therefore any infrastructural projects, whether new or improvement projects at this location need to be looked from this angle so as to formulate sustainable development. Section Title Of The Description Number Section Physiography and - Land environment Presents the Impacts relating to Geographical settings, drainage patterns; geology and seismology; soil conditions; existing and potential erosion patterns; and impacts relating to quarries, crushers; and borrow pits and other material resources. Air Environment Presents Impacts relating to meteorological conditions of the area and also impacts relating to ambient air quality conditions, Noise Environment Presents the Impacts relating to Noise environment, silence zones etc. surface water .4 Water Environment Presents the Imapcts relating to water quality of existing bodies and groundwater conditions; water resources and cross drainage structures within the Project corridor/ Project Influenced Area (PIA). Bio Environment Presents the impact relating to Flora, Fauna and Ecosystems along the project ROW and in the Project influenced Area (PIA) including .6 Socio Cultural Presents the impacts relating to socio- Cultural aspects., environment indigenous people, land use etc . Also presents impacts relating to health issues related to road projects, including available data with regard to the incidences of diseases and the relevance of truckers and the spread of diseases like HIV AIDs as stipulated in the World Bank Guidelines. The topic has been expanded to address Road safety issues associated with the Himachal State Road Project. Presents impacts relating to shrines, monuments, temples and cultural artefacts. of During the various surveys, consultations and site investigations along the Theog-Rohru project road; a number thought evironmental issues were identified and discussed. All the identified issues have gone in to adeqauate issues process for formulating effective mitigation and avoidance measures. During the EA process major and minor were classified as provided in the exhibit-7.1. Himachal State Roads Projec t _IA for Theog-Rohru Project Road EXHIBIT 7.1: MAJOR AND MINOR ENVIRONMENTAL MANAGEMENT ISSUES ALONG THE THEOG- ROHRU PROJECT ROAD ROADNA AWIT..;ME , ... -...... 1 Theog- o Debris and waste disposal o Removal of Kotkhai o Impact to forest reserves (land requirement as well as the private trees in Kotkhai-Rohru Forest tree cutting) the land to be o Water for construction acquired o soil erosion o Road side tree o Loss of agricultural areas /Horticultural areas cutting o Social impacts including land acquisition and resettlement o Operational o Impact to wildlife- traffic/wildlife conflict phase impacts o Impact to drinking water sources such as, HP's and o Health and safety springs issues during o Provision for parking areas construction and o Impact to religious properties operational o Longitudinal and cross drainage phases o Stabilization of slopes o Impact to religious properties o Monkey menace-traffic/monkey conflict o Longitudinal and cross drainage 7.1 LAND ENVIRONMENT 7.1.1 LOCATION OF THE PROJECT ROADS Impacts due to the project location in the Himalayas include impact to the fragile environmental components. These are described in the respective sections. 7.1.2 GEO-MORPHOLOGICAL DETAILS Expected impacts due to the construction and operation of the project will be as follows, * Construction of borrow areas - Not required * Disposal of excess materials - Huge quantity of materials required to be disposed off safely * Construction of embankments in fill areas and protection by retaining wall and toe walls * Construction of additional transportation land due to widening of the project road Physiographic impacts could be due to the construction of the embankments by filling of the road sections which are at a lower level as per the design. The height and width of the embankment will be altered, when the road is widened and rehabilitated as per the new design. 7.1.2.1 During Construction There will be physiographic impacts along the alignment including along the Theog bypass section. This could be mainly due to (a) the blocking of all natural channels/stream etc (b) due to erosion and deposition of loose materails derived from the hillward side widening.(C) filling of lower sections of the road to keep the required design levels. Erosion along all these locations are an expected impact. Acoording to the final design there are as many as 129 locations (including seven realignments where it is a complete relocation) where the alignemnt has shifted either left or right as provided in exhibit-7. 2. Other impacts such as impact to flora and fauna are described in the respective sections. Project Road fimachal State Roads Pro'jec t ElA for I'lcog-Rohru EXHIBIT 7.2: TOTAL LENGTHS FOR WHICH EMBANKMENT HEIGHTS WILL BE RAISED IN FILL AREAS Si Chaina 1 LHSIRHS Total length (im) Remarks no: start n 1 5+775 5+805 RHS 30 2 5+815 5+870 LHS 55 Valley 3 5+915 5+970 LHS 55 Valley 4 6+960 6+990 LHS 30 5 7+00 7+070 RHS 70 Valley 6 7+080 7+145 LHS 65 7 7+330 7+365 LHS 35 8 7+530 7+565 LHS 35 9 7+570 7+645 RHS 75 Valley 10 7+830 7+880 RHS 50 Valley 11 8+070 8+130 RHS 60 Valley 12 8+330 8+405 RHS 75 Valley 13 8+475 8+540 RHS 65 14 8+920 9+010 RHS 90 Valley 15 9+190 9+230 RHS 40 Valley 16 9+270 9+360 RHS 90 17 9+500 9+540 RHS 40 18 10+050 10+100 LHS 50 19 10+330 10+380 LHS 50 20 10+640 10+690 LHS 50 21 10+760 10+820 RHS 60 Valley 22 10+820 10+850 LHS 30 23 10+900 10+965 RHS 65 Valley 24 12+610 12+645 LHS 35 25 15+900 15+940 RHS 40 Valley 26 16+150 16+195 LHS 45 27 17+190 17+320 RHS 30 28 17+340 17+390 LHS 50 29 18+235 18+275 LHS 40 30 19+335 19+430 RHS 95 31 19+470 19+620 RHS 50 32 19+785 19+840 RHS 55 33 21+220 21+300 RHS 80 34 22+340 22+390 LHS 50 35 22+440 22+520 LHS 80 Valley 36 23+075 23+175 RHS 100 37 23+325 23+360 LHS 35 38 23+660 23+720 RHS 60 39 24+050 24+110 RHS 60 40 24+575 24+605 LHS 30 41 25+420 25+460 LHS 40 42 25+480 25+520 RHS 40 43 25+635 25+680 LHS 45 44 26+085 26+140 LHS 55 45 26+145 26+210 RHS 65 46 27+610 27+660 LHS 50 47 27+905 27+950 LHS 45 48 28+325 28+430 LHS 105 49 28+700 28+775 RHS 75 50 29+165 29+245 LHS 80 Hinachal State Roads Projec t EIA for lIheog-Rohru Project Road 51 29+310 29+355 RHS 45 52 29+355 29+405 LHS 50 53 29+410 29+450 RHS 40 54 30+110 30+160 LHS 50 55 32+205 32+265 LHS 60 56 32+270 32+305 RHS 35 57 32+600 32+695 LHS 95 Valley 58 32+880 32+940 LHS 60 59 34+970 Valley 35+020 LHS 50 Valley 60 35+435 35+500 LHS 65 Valley 61 37+635 37+670 RHS 35 62 39+160 39+200 LHS 40 Valley 63 39+885 39+945 LHS 40 Valley 64 40+140 40+230 LHS 90 Valley 65 40+785 40+845 RHS 60 66 41+515 41+600 LHS 85 Valley 67 41+840 41+900 LHS 60 68 42+070 42+120 LHS 50 69 42+160 42+225 LHS 65 70 42+230 42+255 RHS 25 71 42+260 42+310 LHS 50 Valley 72 42+420 42+450 LHS 30 Valley 73 42+780 42+810 LHS 30 74 43+575 43+635 LHS 60 75 44+165 44+215 LHS 50 76 44+250 44+300 LHS 50 77 44+310 44+370 LHS 60 78 44+405 44+440 LHS 35 79 44+475 44+545 LHS 70 80 44+645 44+705 LHS 50 81 45+470 45+515 RHS 45 82 45+815 45+900 LHS 85 83 45+950 46+015 LHS 65 84 46+050 46+090 LHS 40 85 46+195 46+220 RHS 25 86 46+585 46+515 LHS 30 87 46+720 46+795 LHS 75 88 46+870 46+930 LHS 60 89 47+125 47+215 LHS 90 90 47+225 47+280 RHS 55 911 47+440 47+475 LHS 35 92 48+750 48+785 RHS 35 93 49+250 49+310 LHS 60 94 49+320 49+350 RHS 30 95 49+500 49+560 LHS 60 96 49+605 49+635 LHS 30 Vle 97 49+680 49+730 LHS 50 Valley 98 49+750 49+795 LHS 45 Vle 99 49+810 49+850 LHS 40 Vle 100 49+880 49+930 LHS 50 Vle 101 50+200 50+245 LHS 45 Valley 102 50+430 50+475 LHS 45 Vle I limachal Statc Roads Proj'ec t F71A for TIhcog-Rohru Project Road Si Chalnage LHSIRHS Total length (in) Remarks no: start On 103 50+600 50+635 LHS 35 104 50+880 50+530 LHS 50 105 51+470 51+505 RHS 35 106 52+310 52+350 LHS 40 107 53+00 53+040 LHS 40 108 53+070 53+115 LHS 45 109 54+710 54+745 RHS 35 110 55+430 55+480 RHS 50 111 56+405 56+435 LHS 30 Valley 112 56+135 56+170 RHS 35 113 57+720 57+765 RHS 35 114 59+425 59+465 RHS 40 115 60+315 60+365 LHS 50 Valley 116 60+965 61+030 LHS 35 Valley 117 62+930 62+990 RHS 60 118 63+600 63+670 LHS 70 119 66+800 66+925 LHS 125 120 68+915 69+010 LHS 85 121 70+320 70+480 LHS 60 River 122 72+485 72+615 RHS 130 Nala 123 72+840 72+920 RHS 80 124 75+650 75+730 RHS 80 125 76+765 77+040 RHS 275 126 77+800 77+850 RHS 50 ______127 77+855 77+890 LHS 35 128 77+905 77+970 RHS 65 129 78+185 78+235 RHS 50 ___Total length 7,200m All areas along the realignment and also some of the oxbow landl14 (the left over portion while taking the realignment- this is along the existing PWD road) would require huge quantity of materail for filling as well as levelling. This length of 7,200 m in length is measured along the existing oxbow land. Therefore the realignment will be 10 to 20 % more in length in majority of cases. Considering all these, it has been estimated that 8,000m length of new project road would be newly constructed. Impact to this areas has been described inthe relevent sections. Along the Theog-Kotkhai section, the hillward side widening will generate loose materials that are highly suscetible to erosion by wind and water. These materials is highly crushed and folded slates and shales belonging to Jotog geological formation. This geologic formations are generally observed as very dry due to its inability to hold water in the highly crushed and folded strata. 14L eft over portion of the existing road wvhcni a rcaligninent is taken Flimachal State Roads Pro jec t EIA for Iheog-Rohru Project Road Construction of Borrow Areas No borrow areas would be required during construction phase. However in case Contractor need materials other than the material from hillward side widening, a number of locations have been already identified and provided in the baseline section. All these areas are existing operational sources. Disposal of debris material Disposal of excavated materials while widening the existing project road will generate huge quantity of earthen materails of the order of 2.0 million (20 Lakh) cubic meters. This will be of the order of 30,000 m3 per km excavated length of the project road. Partly this could be useful for the construction work for filling certain areas and for road pavement construction. These materials are highly crushed slates and phyllites (till Kotkhai) due to severe earth movements (refer Plate 5.2 and 5.3) during the Himalyan Orogeny. There will be considerable excess materials of the order of 2 milion cubic meters along this alignment as the height increases from Theog to Karapatthar. Project road widening can only be possible towards the hillward side naturally limiting the widening and cutting towards the hill slope only. Details of the quantity of materails that need to be used and disposed off is provided in exhibit 7.3. EXHIBIT 7.3: DETAILS OF MATERIAL EXCAVATION ALONG THE ALIGNMENT FOR HILL WARD SIDE WIDENING (THEOG -ROHRU) Road name Net cut debris material Net Fill (cum) (m3) debris Quantity to be disposed (m3) for the road works materials for the road works (m3) Theog -Rohru 2,453,139 367,146 2,085,993 There will not be any scarified material along the project road as the pavement design has considered the existing crust for the construction. Construction impacts therefore would be the safe disposal of the excess materials to near by villages and or valleys. If not disposed off properly, during the rainy season, this will have a series of induced impacts such as; Erosion of all materials deposited or temporarily stored - This will happen if the disposal is not proper or it is thrown to the valley (usual practice) or kept heaped for disposal along the sides of the project road or for later disposal for want of proper disposal area. 3 Impacts to the disposal area (flora, fauna, pollution etc.) > Impact to cultivated areas- Eroded soil could be deposited in the fertile agricultural crop areas leading to the degradation of the cultivated areas. > Impact to inhabited areas -the excavated soil could erode down to the inhabitants in the valley side and could spoil their otherwise healthy living environment. > Impact to reservoirs due to heavy siltation- The heavily loaded soil from the excavated material could be carried away by water in suspension and in solution to the near by down stream dams and or other reservoirs along the river course ultimately leading to heavy siltation. This will reduce the capacity of maximum storage in the reservoir/lake or dam. 7.1.2.2 During Operational stage Except stabilisation of the erosional and depositional areas immediately after construction, widening of the road is not expected to generate any other physiographic changes during operational stage. This will be rather confined to just one monsoon season as there are adequate provisons for stabilisation of slopes that include construction of retaining walls, toe walls, stone pitching, construction of rip rap etc in addition to the new provision of bio- engineering. 7.1.3 GEOLOGY OF THE AREA I limachal State ltoads Projec t ElA for Theog-Rohru Project Road Geologically the region is fragile along most of the road alignment. This is more visible in the first 10-15 km barren hills (Plate 7.1). 7.1.3.1 Impacts during Construction Phase Construction could induce large scale land stability problem along the Theog-Rohru road. Most critical locations identified along this alignment are provided in the Appendix -7.1-relating to geotechnical investigations and protection works. 7.1.3.2 Impacts during Post Construction Phase During post construction phase issues will be much lesser due to the various measures for slope protection that includes breast walls, retaining walls, toe walls , gabion walls etc. in addition to the bio-engineering provisions in the project. Erosion induced impacts will precipitate in to major or minor landslide/land slips. PLATE 7.1 BARREN DRY HILLS IN THE BEGINING OF THE PROJECT ROAD AT THEOG tU6/U2/2OtH3'~ During the recent widening operations under the Central Road Fund (CRF) schemes, there were numerous cases of land slips which has created panic (Plate 7.1 a typical example) in the uphill dwelling local communities along this alignment. The social impact surveys and other engineering surveys has identified such sensitive houses all along the project road. These are the typical kind of impacts that could be generated by the widening operations under this project. Fragile but stabilised over a period of geologic time is being disturbed continously by the development initiatives of human beings in two stages with a very short period (insignificant time in geological time scale). PLATE 7.2 SERIOUS IMPACTS TO THE HOUSES AND OTHER STRUCTURES OCCURRED DURING WIDENING UNDER CRF SCHEME 1~~ ~ i. ~- , '|t -Oi/O32006 Himachal State Roads Projec t EIA for Theog-Rohru Project Road 7.1.4 PROBABILITY OF EARTH QUAKES & ITS SEVERITY The area is susceptible to very high intensity earthquakes. All structures along the project road should be designed considering the seismic coefficients with regards to the seismic energy propagation along the fragile geological/litho logical strata. The baseline data provided in the Chapter 5 indicates that any earthquake here could be of very high /severe intensity, capable of damaging most of the buildings and structures. As described in the baseline section, the project area lies in the Himalayan region and is susceptible to major earthquakes. The area as per IS:1893 classification falls in seismic zone V. The available data shows that events having Ritcher magnitude five and more occur at frequent intervals and the site has been affected by earthquakes occuring in various parts of Himachal Pradesh and in the adjoining regions.The Kinnaur earthquake of 1975 is a testimony to what damage can an earthquake cause in the region. However there is no immediate threat perceived of any loss to human life due to occurrence of earthquake specifically by project itself. Project activities is not expected to add the seismicity issues as in the case of major dams. 7.1.5 CONSTRUCTION MATERIALS Most of the available materials along this road are lose materials of geologically very recent origin. There is a dearth of good quality construction materials with good compaction under high metamorphic conditions. Almost all geological formations are sedimentary formations of fluvial (marine, rverine or lacustrine conditions) origin. As stated above, the borrow areas are not found necessary for construction as the material excavated while widening towards the hillward side could provide sufficient earth materials (Exhibit 7.3). In order to make use of these materials, Contractor will have to establish a number of crushers along the project road. Impact will be due to large scale excess materials excavated while widening towards the hill ward side. if dumped towards the valley side could create havoc ( Plate 5.3 B and C) along the down stream side. 7.1.5.1 During Construction Impact to maintenance and management of the access roads/haul roads to the dedicated crushers to be established by the Contractor could be a major impact. It is appropriate to consider the environmental implications in the selection of crusher areas since poorly run operations create dust problems, contribute to noise pollution, ignore the safety of their employees, or could lead to the loss of natural resources. [[imachal State Roads Projcc t EIA for Theog-Rohru Project Road 7.1.6 SOIL QUALITY CHARACTERISTICS This is one of the highest soil erosion prone area in the Shimia district as evidenced by the enormous stretch of retaining walls and breast walls (Exhibit 5.9). Unless proper mitigation measures are adopted, the construction activities could increase the soil erosion to many fold. With approximately (a minimum of 3 m X 50,000m) 150,000 sq m area to be newly opened for construction towards the hillwards side along Theog-Rohru road section, the erosion rates are to be an all time high unless preventive or mitigative or avoidance measures are in place. 7.1.6.1 During Construction phase Due to steep gradients, the material storage places, newly constructed embankments and work areas etc may be subjected to erosion from wind and water. If proper measures are not taken nearby water bodies such as the down stream rivers will be contaminated depending up on the type of material stored. As already stated, in the previous sections due to the high gradational changes and the precipitation in the area, most of the rivers and streams are undergoing vigorous erosion. There could be potential erosion if all drainage ways are not of suitable size and alignment. 7.1.6.2 During Operational phase During operational stage, the erosional impacts would be minimum due to various mitigation measures such as retaining walls, bio-engineering solutions and also due to the thick green vegetation cover on the hill slopes identified along the corridors. 7.1.7 SLOPE STABILISATION ISSUES (LAND SLIDE, LAND SLIPS ETC) Plate 7.3 provides a massive sliding area along the recently widened /opened area along the Theog bypass section. Widening towards the hillward side is to generate numerous such new areas of instability; as a result driving would be extremely unsafe with land slide, land slip, mud flow, rock fall etc. These are the major issues especially during the rainy monsoon season. The traffic vibrations (especially during the apple harvesting season) also could be catalytic and could lead to land slips, mud flows and all other stability issues. Himachal State Roads Projec t ETA for X heog-Rohru Project Road PLATE 7.3 MASSIVE SLIDING OF THE STEEP HILL SLOPES (STRETCHED PHOTO TOWARDS HORIZONTAL FOR FORMATTING PURPOSE) Conventional methods of slope stabilisation such as use of gabbions have been found failed at many locations. This also includes bulging/protruding gabbion walls all along many roads. Therefore bio-engineering works ( Refer Box 7.1 What is Bio engineering) has been planned to address this issue (see corresponding mitigation section). Box 7.1 What is Bio Engineering? It is the use of living plants for engineering purposes. Vegetation is carefully selected for the functions it can serve in stabilising road side slopes and for its suitability to the site. It is usually used in combination with the civil engineering structures. Bio engineering offers the Engineer a new set of tools ,, but does not normally replace the use of civil engineerng structures. In corporating the use of bio engineering measures usually offers a more effective solution to the problem. The materials and skills are all available in rural areas,however remote. What does bio engineering do? * Bio-engineering can be used to protect almost all slopes against erosion * Bio-engineering reduces the instances of shallow planar sliding * Bio-engineering can be used to improve surface drainage and reduce slumping Bio-engineering systems work in the same way as civil engineering systems and have the same functions. They are effective at depths of up to 500mm below the surface. They are not effective for deep seated landslides or failures. The most important aspect of bio-engineering is its cost effectiveness, additional benefits from reduced maintenance costs. For more Reading refer: Road side Bio-Engineering- Site Hand book, Department of roads, his majesty's Government of Nepal. Impact to private properties including apple orchards up hill beyond the PWD road right of Way (ROW) is a serious concern as it requires coordination and cooperation from all such impacted village communities. This cooperation would be the removal of a top 'susceptible for sliding' soil mass or cutting and removal of few trees or fruit bearing trees. Apart from the unstable areas identified in the baseline section, a number of new areas will be developed as happened in the case of the Theog bypass section. This cannot be predicted but will depend on the geological and pedological conditions and the vegetation cover, slope angle, and the height of the hill sliope. PLATE 7.4: BREAST WALL IS BEING CONSTRUCTED AFTER EXCAVATION FOR WIDENING TOWARDS HILLWARD SIDE (RECENT PROJECT UNDER CRF SCHEME) I limachal State Roads Projec t EIA for Theog-Rohru Project Road -r7 - -X -- 1' ~ 7.2 AIR ENVIRONMENT Loss of over 1764 no of trees along the right-of-way and the loss of 1418 nos of trees existing in the the forest land area to be acquired could result in an impact on the micro-climatic situation along the project road especilly during summer. The tree removal in the forest areas of Kotkhai to Jubbal may not lead to such situtations due to the thick vegetation cover and the high altitude conditions. Other than this, the road widening, construction of bridges and culverts and other improvements will not lead to any direct impacts to the micro-climatic situations.. PLATE 7.5 TREES IMMEDIATELY ADJUCENT TO THE PROJECT ROAD WILL BE REMOVED FOR WIDENING . A. FF - e * ' _ 1 - " 1.- -,,a -. .--- =. =- l 7.2.1 METEOROLOGICAL AND CLIMATIC CONDITIONS Other than those mentioned about the removal of both private and public trees and those in forest reserves (total 3519 nos) and the resultant micro-climatic effects for the traffic and pedestrian alike, no other significant impacts are anticipated during construction and operational phases of the project. Hlimachal State Roads Projec t EIA for Theog-Rohru Project Road 7.2.2 PRECIPITATION The construction and operation of the widening and improvements to the existing project roads would not lead to any change in the precipitation over the region. Nevertheless this could lead to a minor increase in the rainfall - runoff relationship due to an increased sealed (bituminous black strip to pavement) road surface where in no percolation takes place. There would be an increased area of 3000 sq.m hard sealed black top per km length for a one metre width strip, In addition to this there would be a sealed drainage also along most of the project roads along the hillward side. All of this could lead to an increased run off for the same rate of rainfall under the existing conditions. Plate 7.6 provides an illustration of the snow fall area near Kharapathar. The duration of snowfall in the region will be reduced as the removal of 3519 nos of trees will brng in considerable additional solar heat energy that will allow the melting of snows much faster. This is applicable during the constrcution and post construction phases. PLATE 7.6 SNOW FALL AREA DURING FEBRUARY 2006 7.2.3 TEMPERATURE 7.2.3.1 Pre -Construction phase Removal of over 3500 trees from the project road section (including the removal of trees from the forest areas) will lead to an increased reception of solar enrgy along the road as a result there would be a minor increase in temperature. The shade form the trees on both sides actually allows driving ina cool climate. 7.2.3.2 Construction phase : During the construction phase, due to the removal of the road side trees from the left and right side of the alignments, the road corrdior would be much more opened up for the solar energy, that could lead to dry and dusty and an increased heat conditions. It is most unlikely that this could have any negative impact up on the constrution Contractior and his activities. 7.2.3.3 Post Construction phase If not whole along the road length at some locations there could be some space available along the road sides for road side tree planting. During construction phase, this will be planted with trees for a new row of avenue plantation. The effect of Compensatory tree planting and compensatory afforestation techniquse could reduce any bad effects I limachal State Roads Projec t EIA for 'Iheog-Rohru Protect Road other wise. It will take at least five to 10 years for the growth of the trees siblings to grow to minimum height of six feet. 7.2.4 HUMIDITY No major impact on humidity characteristics of the region are expected other than a micro level localised changes in humidity due to the removal of over 3500 trees from the road sides. 7.2.5 WIND Removal of road side trees is not expected to generate any noticeable impact in the wind direction and wind speed. Therefore no potential impacts relating to wind are anticipated due to the construction and operation of the project. 7.2.6 AMBIENT AIR QUALITY RELATED IMPACTS Ambient air quality along the project roads is generally good due to a number of reasons * Because of the lush green vegetation cover * Very high forest coverage * Very less human activities due to low population density (Total population is just six million only in 55,000 sq km where as in the Kerala State with a population of 32 million in an area of 38,000 sq. km)) * Very less traffic plying on the roads * Industrial activity is very low except along the perphery of the State near Parwanoo located far away from the project location. The situation will be completely different when there is a construction activity along the project road. The construction activity could be a construction of a bridge, a realignment or reconstruction of the eroded highway for widening of the road. In the barren first ten km section, dust level would be high during construction. The recent widening and improvement work along this section (Construction phase impact of CRF project) has generated heavy dust in the area. This has not been considered as a baselne environmental scenario of the area as it is the consruction phase of another project that is being implemented in the same project location along the same alignment. This is provided in plate 5.3. There will be high dust related issues along this alignment due to the highly crushed nature of the schistose rocks beloging to Jutog geological formation. See plate 5.3 . When excavated or disturbed this can lead to high level of dust nuisance. The air quality impact characteristics are looked in to for both during construction and operational phases. Potential impacts related to them (if any) are identified as follows. 7.2.6.1 IMPACTS DURING CONSTRUCTION PHASE During monsoon seasoni.e, during July, August and September the level of potential air quality impacts will be at a very low level due to the wet soil. During other periods, potential air quality impacts will be generally high due to loose sedimentary materials along the project roads excavated from the hillward side widening. Dust nuissance will also be high (dry periods) in and around the construction sites and related facilities such as crushers and asphalt (hot- mix) plants. The air circulation makes the pollution level quickly dissipated and filtered reducing the level of ultimate pollution effect to an absolute minimum durng each passing day. Himachal State Roads Projec t EIA for l'heog-Rohru Project Road PLATE 7.7 HIGHLY POLLUTING BAD PRACTICES (PHOTO FROM CURRENT MAINTENANCE PRACTICES NEAR GUMMA VILLAGE) 30/04/2006 Plate 7.7 shows the highly polluting bad maintenance practices that isbeing followed inthe current set up of PWD road maintenance inthe State. During construction phase, the Contractor will have to resort to a high level of discipline to meet the traffic management requirements during the apple harvesting season ie., during August and September. The measures would typically involve; * Construction work should allow free flow of truck and other local traffic movements * Contractor should not work on the main carriage way * Contractor should frequently consult with truck drivers as well as the local communities on their needs and their issues to ease the situation * Construction work should be confined to all kinds of ancillary works and any work that would not affect the transport of apples and to general traffic movements * Contractor should not use all the minimal available parking areas along the road sides for construction related uses as this could lead to traffic congestion as well as some compliance issues Construction Contractors Establishments: Hot-mix plants, construction camps and other plant sites: Proper siting of these camps and plant sites is important. If not cited properly, impacts such as dust generation; smoke and fumes emnating from the various activities including burning of fuel could affect the local residents. This is more difficult in the case of sensitive receptor areas (e.g. forest and wildlife, schools and hospitals) located adjacent or in the vicinity. Barren areas are available in some locations such areas could be used for siting hot mix plants, construction camps etc. Suitable land would be difficult to locate due to the absence of flat terrain for such operations. Nevertheless on the hillslopes barren areas would be available for such purposes. Air pollution from the plant sites and camp sites will be a temporary phenomenon during the construction period. Due to uneven elevaton, these issues may be visible at high levels. The extent of potential impacts during the construction period will vary according to the types of emission controls used, requirements to cover trucks transporting fill material, the types of pollution control devices used, and the supervision exercised over the project. Crushers will be a major source of dust nuissance. With trucks always on the move transporting materials, the access/haul roads etc will be other major sources of dust. 7.2.6.2 IMPACTS DURING OPERATIONAL PHASE Impacts during operational phase are expected to be better because of the following reasons. 1.During operational stage, the congestion will be relieved to an optimum level along the existing corridor. Widening and improvement towards the hillward side along the roads could result in improved surface condition and traffic capacity. This willalleviate local congestion and improve traffic flow; as a result idling of engine willbe reduced leading to lesser level of emission to local air quality situation. Environmental enhancement (Chapter 10) measures such as those envisaged in the project will work very positively to improve the air quality situation, compared to the I-limachal State Roads Projec t FlA for Theog-Rohru Project Road existing traffic situation along the roads. These measures include well defined parking areas away from the corridor, rest areas away from the corridor, traffic signing and lining, bus bays, etc. all will contribute to an un interrupted smooth flow of traffic leading to lesser level of pollution. 2. The lush green vegetation and the forest areas is already in place to nullify any adverse emission effects during operational phase traffic emmisions. Expected traffic increase and the resultant emission level will be mostly confined to the tourist season starting April up to the first week of July. Even if there is a sharp increase in the traffic, the resultant emission level would be much less due to the high quality engines with higher standards (Euro IlIl etc) used by the rich affluent class that will compose the bulk of the tourists and the tourist taxis used by others. During such peak periods although measurements immediately along the project road could provide slightly higher values, the over all effect will be minimum due to the green effect that could minimize the effect upon dissipation. The minor increased traffic, if any could allso reduce air pollution with improved vehicle performance on a better, wider, road surface. Transport demands will continue to increase and the monitored baseline conditions (see chapter 5 Baseline conditions) are the benchmark against which potential project impacts should be evaluated after many years. The designed road surface will emit lesser due to the sealed (paved) shoulders and also due to the provision of adequate drainages and construction of retaining/thrust walls. The overall effect will be a reduced human exposure to roadside dust and vehicular emissions. The grade changes within the project corridor are eased and would reduce adverse impacts due to vehicular emissions. There could not be any marked change in the vehicular composition. There could not be any sudden major change in the number of trucks (all are diesel with high pollution levels) operating in the region duing the apple harvesting season, at the same time the pollution level from these diesel truck would be at a reduced level due to very good quality roads. This is mainly due to the fact that the apple cultivation and prodcution is almost static with marginal increase. Higher design speed proposed will contribute to a reduced air quality impacts. As against the 'stop and go' pattem that are now occurring. The proposed improvements will affect a constant moving speed for the vehicles. 3) During operational phase, there will be noise impacts to the silenece zones such as schools, college, hospitals (Exhibit 5.18) which are located within 100m distance of the project road. The impacts to the schools which are located down hill may not be impacted but for those which are linearly located almost in the same level with 2-5 m elevtaion level, the impacts would be high. Such schools along the project road sides in this Himalay State is rare. During winter, the apple and other similar trees will drop their leaves and therefore could lead to some negative effects. 7.3 NOISE ENVIRONMENT-IMPACTS With regards to noise related impacts, construction phase is normally a very difficult stage. During this period, noise impacts will be high due to use of the large number of heavy machineries and the conflict with the regular traffic requiring more honking of vehicle horns and more stop and go (accelerarion and deceleration process). Sections 7.3.1 and 7.3.2 discusses the noise related impacts during construction and operational phases. 7.3.1 CONSTRUCTION - RELATED NOISE IMPACTS All temporary noise related impacts in the immediate vicinity of the project corridor will occur due to construction activities. This will be occurred along the construction corridor as well as in the secondary sites. The secondary sites include location of construction camps, hot mix plants, WMM plants, crusher and quarry sites (if required) and any other temporarily acquired/rented sites for construction related activities. It is most likely that no quarries would be required for the Theog - Rohru corridor as the materials excavated for widening will suffice for the crusher material. Two or more crushers will have to be established by the Contractor at specific pre-identified and approved locations. The construction activities will include excavation of the hillward side for widening, scarification of the existing road, shaping of the site and construction of the structures and facilities. The rock out crops and rock blocks of huge size need to be resized by the use of explosives. Use of explosives will defenitly increase the noise levels to very high levels for few moments. This will be a potential impact to the wildlife in the area. Exhibit 7.5, typical noise levels associated with highway construction, and exhibit 7.6, typical noise levels of principal construction equipment, provides representative construction noise levels associated with some activities.The magnitude of impact will Himachal State Roads Projec t EIA for Theog-Rohru Project Road depend upon the specific types of equipments to be used, the construction methods employed and the scheduling of the work. General conclusions can be based on the types of construction work anticipated, the likely equipment required and their associated range of noise levels. EXHIBIT 7.5: TYPICAL NOISE LEVELS ASSOCIATED WITH HIGHWAY CONSTRUCTION Grading &Clearing 84 Excavation 89 Foundations 88 Erection 79 Finishing 84 Notes: MIeasured as L,q assuming 70 dBA Ambient Noise Level. To understand the extent of adverse noise impacts resulting from the project that is expected to affect the surrounding land uses, a discussion of noise impacts will be required. This discussion would be cleady related to the presence of sensitive receptors that includes mainly forests and wildlife, schools and hospital as provided in exhibit 5.18. The construction noise is generally intermittent and depends on the type of operation, location and function of the equipment and the equipment usage cycle, it attenuates quickly with distance (refer exhibit 7.6). EXHIBIT 7.6 TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT (NOISE LEVEL IN DBA AT 50 FEET) 80 80 80-93 72-P I ~. '..:.. 8 8 4':.' '';'.. Pe. Mtik83944 PawISi . .. t-8886-88 Truck 83-94 83-94 Tamper 74-77 eI Source: U.S. Environmental Protection Agency, Noise From Construction Equipment and Operations, Building Equipment and Home Appliances, NJID, 300.1, December 31, 197 1. flimachal State Roads Projec t l IA for Theog-Rohru PJroject Road EXHIBIT 7.7: POTENTIAL CONSTRUCTION RELATED NOISE LEVELS PaiC-U OanuidO m nobi bwsb Nduu enUdion Wh dB-ICu 85 - 90 dBA at 50 feet (15 metres) from the source Noise level would be reduced to less than 62 dBA at 2,000 feet (610 metres) from the source. Excavation noise levels, (assuming bulldozer, loader and These noise levels would decrease by about three or four dump truck activity), would yield a Leq of approximately dBA with every doubling of distance and would be reduced 85 dBA at 50 feet to approximately 67 dBA at 800 feet (244 metres). 7.3.2 OPERATIONAL NOISE 7.3.2.1 POTENTIAL SOURCES. The ambinet noise levels along the alignment is very low as dscribed in the baseline chapter. All sensitive noise receptors along the road have been identified. Potential sources of road noise during the operational phase of the project road include: Vehicle Noise - In some instances, the amount of vehicle noise will be increased e.g., the introduction of traffic within the vicinity of the ROW of bypass at Theog. In other cases, it may be reduced as a result of the project (e.g., the alleviation of congested traffic conditions). Road Noise - Frictional noise from the contact between tyres and pavement contributes significantly to the overall traffic noise. The level depends on the type and condition of the pavement. Frictional noise is generally greatest at high speeds and during rapid bracking and acceleration. In this instance road noise may be considered high due to the level of noise and the sensitive receptors in the region. Driver Behaviour Taxi and tourist taxi drivers contribute to road noise by the constant abuse of vehicle horns, playing of loud music, shouting and causing tires to sequel as a result of sudden braking or acceleration. Much needed driver education should aim at limiting the use of horns to potential emergencies only. Construction Road surface maintenance generally requires the use of heavy machinery, although these and activities may be intermittent and localised, they nevertheless contrbute large amounts of Maintenance. sustained noise to the areas in which they occur. 7.3.2.2 POTENTIAL IMPACTS. Potential im acts to the following could occur: Human Welfare. Although it may not be consciously perceived, chronic exposure to noise can affect human welfare in varying degrees, both physiologically and psychologically. Chronic noise exposure can be a source of annoyance, creating communication problems, leading to elevated stress levels, and associated behavioural and health effects. It can cause auditory fatigue, temporary and permanent lessening of hearing ability, sleep disorders and contribute to childhood learning problems. It is likely that improved road conditions will result in less congestion and together with improved education lead to a greatly reduced use of vehicle horns. This is regarded as the single most disturbing source of noise. Vibration. Vibrations induced by the resonance of traffic noise and also those caused by the impact of heavy goods vehicles can have a detrimental effect on structures and can be a particular concern in the case of cultural heritage sites (such as the one located close to the project road near Rohru) or lightly constructed buildings not designed to withstand such vibrations. The Archaeological structures at Rohru will be impacted by the vibrations and noise generated by the traffic plying along the road as provided in Plate 7.13. The structure is about 20 maway from the centre line of the project road. Himachal State Roads Projec t EIA for Theog-Rohru Project Road The impacts along the bypass roads and bridge construction sites would not be causing any problem as there are very few people adjacent to these river systems/alignment. 7.4 IMPACTS RELATING TO BIO-ENVIRONMENT Depending on the final drawings for road widening, the total forest land and resultant pressure of flora and faunal requirement could be the potential impact during construction. The operational impact includes the increase of Wildlife/ traffic conflict to an explosive stage. This is due to the improvement of the road and the consequent increase in the speed per km that could lead to increased wildlife/traffic collision. This could be an irreversible impact. 7.4.1 IMPACTS RELATING TO FLORA 7.4.1.1 Pre construction phase Other than the impact to over 3500 road side trees no other impacts are anticipated during pre-construction phase. Species wise, girth wise list of affected floral speies relating to the roadside trees are provided in the Appendix 7.2. Those relating to Forest trees are being prepared by the Forest department with the cooperation of the local PWD. All trees along the road sides are declared protected forests in the State. Appendix 7.3 is the first notification of year 1958. Further, the requirements were relaxed in 1998 for all road/rail/canal plantations. Impact on the forest reserves: Considerable forest area exists along the sides of the project road. Details of the impacted forest sections are not yet available from the forest department. More than 2000 forest trees will be required to cut from the forest reserves also. A joint verification involving Forest department and PWD is being caried out for the preparation of complete details prior to forest clearance application to MOEF and land aqusition. Removal of trees and clearing and grubbing will be completed prior to the construction phase. Impact on the Apple Orchards: During the current construction phase, under the CRF scheme considerable land acquisition from the apple orchards have been taken Into effect. This will ease the land requirement for the proposed WB widening project. Even after the efforts under CRF, the consultants team noticed that along certain locations, land with in the ROW is still being used for apple cultivation near Jubbal (Chainage 62.000) .The total land required from apple orchards is being worked out for the preparation of the Resettlement Action Plan (RAP). Impact to Cauliflower marketing: Near Theog, the seasonal cauliflower marketing brings in large number of mini lorries to collect the harvested cauliflower from the Theog and adjoining region (Refer section5.6.2 and plate 5.13). If not provided with additional space for parking, the widening of the road will not ease the traffic at this location during the harvesting season. This could kill the purpose of the proposed widening and improvement under the proposed WB assisted project. The local PWD division also suggested a parking slot at this location. 7.4.1.2 Construction Phase Construction phase impacts would be those related to construction operation of various labour camps and plants. The labour force mostly coming from out side the State may behave irresponsible leading to cufting of forest trees for firewood and other encroachments that could cause considerable damage to the Forest ecology. Various construction impacts due to the Contractor and his labour force could be the following; * Fire wood collection * Poaching of animals * Construction of camps and other establishment inside the forest areas * Clearing of trees and grasses * Stealing of forest products and produces * Clandestine collection and selling of expensive medicinal plants * Collection, transport and disposal of construction raw material such as borrow material and quarry materials I limachal State Roads Projec t EIA for Theog-Rohru Project Road * Disposal of waste material into the forest area 7.4.2 FLORA RELATED CHARACTERISTICS OF THE PROJECT ROAD-IMPACTS Total no of trees in non forest area that will be removeds as aprt of the implementaion of the project would be 1764 nos. Andthose in the forest area is2109 nos. Appendix 7.2 is the details of species wise and girth wise classification of the trees that will have to be cut for the proposed improvement of the project. 7.4.3 IMPACTS RELATING TO FORESTS The anticipated impacts durng different stages of the project cycle are; 7.4.3.1 Pre construction phase impacts Just before construction the 10.62 hectare of forest land would be required or cleared for the construction of road. Total no of trees that will have to be felled from this forest area will be of 1418 nos. 7.4.3.2 Construction phase impacts During construction, labour force may impact much more forest area due to poor experience inworking inthe hilly terrain conditions. They may indulge in activities that are against the forest conservation act such as hunting, borrowing, tree cutting etc. They may also put traps to get the edible animals for meal. 7.4.3.2 Post construction phase impacts An increase intraffic /wildlife collision and resultant loss of wildlife and an increase inpoaching are the expected post-construction phase impacts. Insection 5.4.3 details of the forest sections abutting the project road has been listed out. Most of these protected forest belongs to either demarcated protected forests (DPF) or un demarcated protected forests (UPF). There are a number of Reserve Forest areas alomh the highways. Various consultation held with the local communities and the forest officials indicated that these are eco-sensitive with rich floral and faunal biodiversity. Appendix 6.2 are the minutes of meetings with various officials. The Chapter 6.0 provides details of various stake holder consultaion held with forest officials and other local people for the project road. Forest Details of Theog-Rohru Road Equivalent Length -Name of Forest l(Km) Top sheet Nos. Reserved forests 53 E/8, 53 F/9, 53 E/12 Kataun Reserved Forest 7 Dacoit Reserved Forest 2 Giri reserved Forest 5 Mandhol Reserved Forest 4 Beraseli Reserved Forest 3 Bathara Reserved Forest 7 Telga Reserved forest 3 -Sub Total 31 Protected Forests Rohru protected Forest 3 Kateri protected Forest 3 Kalala Protected Forest 4 Himachal State Roads Projec t EIA for Theog-Rohru Project Road Dassara protected Forest 4 Subtotal 14 Total Forest 76 7.4.4 ENDANGERED FLORA-IMPACTS A Bio-diversity Impact Assessment (BIA) has been carried out for the project. The findings of this will reamain in the separately bound BIA report. Until now no endangered species has been noticed along the project road . Corrdior especially in the core impact area of 20 m on either side of the project road. Nevertheless Appendix 7.2 above provides an exhaustive list of the flora found along the road sides that will have to be cut and removed prior to widening of the road. There are numerous smaller herbs and plants, with in the core impact area. 7.4.5 FAUNA AND PROTECTED AREAS-IMPACTS Legally defined eco-sensitive areas although not abutting the alignment, these are located in the Project Influneced Area. Only Reserved Forests and no protected wildlife areas such as wildlife sanctuaries, National parks etc have been reported falling within the PIA. Impacts to eco-sensitive areas will be further confirmed after the on going Biodiversity Impact Assessment (BIA) studies. However the protected forests found along the road sides are natural refers to natural ecosystems) that are rich in floral and faunal diversity. 7.4.6 COMMONLY FOUND FAUNA -IMPACTS A bio diverity impact study has been carried out to understand the complete dimenson of bio-diversity impacts. As described earlier this is a separate volume but still part of the Environmental Impact Assessment. The recommendations of the study are being incorporated. Other than some of the impacts relating to construction camps, labour camps etc no other impacts are expected during the construction phase. The construction phase impacts have been listed already in section-above. 7.4.7 ENDANGERED FAUNA- IMPACTS A bio diverity impact study has been carried out to understand the complete dimension of bio-diversity impacts. While this is still part of the EIA, this will be a separate volume.The project roads considered in this report has shown the eco-sensitivity and wildlife senstivity in nature, the project could lead to impacts to endagered fauna. Considerable wildlife presence has been recorded along all project roads considered in the HPSRP. Various studies along this subproject also indicate the same. Refer Chapter 5 and Chapter 6 consultation for more details. 7.4.8 BIO DIVERSITY RELATED IMPACTS 7.4.8.1 Prec construction phase A bio diverity impact study has been carried out to understand the complete dimenson of bio-diversity impacts. This forms a separate volume as a part of the project EA documents. Approaximately 30% of the vertebrates and 20 % of the higher plants are classified as threatened. These threats are directly related to the loss of habitats by destruction, modification and fragmenation of eco-systems as well as from overuse of pesticides and herbicides, intensive farming methods, hunting and general human distrurbance15 (Enviromental Management, 2003). 7.4.8.2 Construction phase Other than those mentioned above no special mitigation measures are considered warranted. 15 Environmental management ,Dr Swapan C IDeb, 2003 I limachal State Roads Projec t ETA for fheog-Rohru l'roject Road 7.4.8.3 Post construction phase impacts Improvement of the project road may not lead to any major increase in the traffic but will allow the poachers easy accessibility to the eco-sensitive areas. This is more an operational impact. Affecting the entire general project influnecded area. This could be well against the objectives of the bio-diversity conservation. 7.4.9 SENSITIVITY ANALYSIS-IMPACTS The legal eco-sensitive analysis has been undertaken in the baseline chapter. Real or genuine eco-sensitivity is considered inthe impact Chapter. This is provided here for impact mitgation while those provided inthe chapter 5 is for obtaining legal clearances and approvals from various agencies. EXHIBIT 7.8 :ECO-SENSITIVITY ANALYSIS OF THE PROJECT ROADS I FOREST AREAS AND ROAD NAME LAND USE FOREsT LAND IN THE I4PACrS TO FAUNA IMPACrS TO FLORA _ _ _ _ ~PIA___ Theog -Rohru Mainly agricultural, Built up, Declared Protected Considerable wildlife More than 3500 trees private Forests and vast areas of Forest Areas. Reserve presence has been including those inthe Reserved and protected Forests Forest areas reported. Forest land to be inthe Project Influenced area acquired will have to (PIA) be cut and removed Since the IUCN classified endangered floral and faunal presence in the Himalyan region is very high, a bio-diversity impact asessment has been carried out. 7.5 WATER ENVIRONMENT-IMPACTS Surface water will be available for a shorter period between July and December. There is hardly any major construction water source inthe vicinity of the project road especially for the first 12km until Chela. The Giri river here is also not a good source to meet the construction water requirements. Various possibilities have been analysed and the Contractor can depend on one or more of the possible sources for construction. EXHIBIT 7.9: STREAM CROSSING LOCATIONS FOR THE THEOG -ROHRU PROJECT ROAD S. No Chainage locations Location of stream crossings Remarks LHS RHS 1. 12-13 2. 13-14 Chela River Giri river 3. 14-15 River - Do 4. 15-16 River - Do 5. 16-17 River - Do 6. 17-18 River - Do 7. 18-19 River Do 8. 19-20 River Do 9. 25-26 River - do 10. 26-27 River - Do 11. 67-68 River River 12. 68-69 River River Bishkuti river 13. 69-70 River Do 14. 70-71 River Do 15. 71-72 River Do 16. 72-73 River Do 17. 73-74 _ River Do 18. 74-75 _ River Do 19. 75-76 _ River Do Himachal State Roads Projec t EIA for Theog-Rohru Project Road S. No Chainage locations Location of stream crossings Remarks LHS RHS 20. 76-77 River Do 21. 77-78 River Prabhar river 22. 78-79 River Do 23. 79-80 _ River Do 24. 80-81 _ River Do Since springs and small stream water cannot be taped for meetng the construction water, the following possibilities exist for the Contractor. As provided above, there are three major rivers along the corrdor with the major one being Pabbar river at Rohru. Whatever may be the source of water, care need to be taken so that the existing water sources of the local communities should not be dried up. Such attemps by the Contractor could flare up conficit with local communities. Therefore adequate safe distance (this varies from place to place) from the existing sources must be observed in order to avoid the well interference and drying up. Exhibit 7.10 is the possible surface water sources to meet the construction water. All these details have been carefully analysed and guidelines provided in the volume 2 Environmental Management Plan. EXHIBIT 7.10 POSSIBLE SURFACE WATER SOURCES FOR MEETING THE CONSTRUCTION WATER 0-15 Giri River at Chela Existing water sources especially drnking water sources should not be tapped for construction 10 - 30 15 km down stream to Chela (Plate 5.9) No springs, bore wells, or streams should be used for construction purpose 30-60 Snow melt water can be collected in February Safe distance from existing water sources -March when the snow Starts melting must be observed for tapping for drinking water or any other purpose. 60-90 Prabbar river at Rohru Construct small tanks on the river bed to store water 7.5.1 SURFACE WATER -IMPACTS As mentioned in the baseline chapter except the Giri and Pabbar rivers, there is hardly any perennial surface water in the numerous rivers that are immediately adjacent or crossing the project roads. 7.5.2 PRE-CONSTRUCTION PHASE IMPACTS No potential impacts are anticipated during the pre-construction phase. 7.5.3 CONSTRUCTION PHASE IMPACTS Estimated water requirement will be of the order of 10,000 litres per day per kilometre and the requirement varies depending on the rainfall pattern during construction. Requirement will be considerably reduced during monsoon, conversely, during summer season, i.e., March - June the requirement will be much higher. Depending on the source of water there should be depletion of water sources due to the construction water requirements. There will be difficulties to supress the dust along the water scarcity areas. I limachal State Roads Pro jec t E.lA for 'I'heog-Rohru Pro'ect Road EXHIBIT 7.11: POTENTIAL IMPACTS TO WATER BODIES RoAD Nu O WA10rtAL blPACTXCOMMnNTs 'I'heog- Rohru Gin River Construction wvaste could be dumped Prabbar river Debris disposal possible to the river Several nallas POL waste possible to the river bed Demolition waste from the existing structures could be disposed off in the wvater bodv Construction workers and contractors could use it for personal requirements as for toilet /camping / cooking on the river bed Water extraction through bore wells or tube wells wvithout approval/permission 7.5.4 POST -CONSTRUCTION PHASE IMPACTS Immediately after construction phase the water quality may be slightly deteriorated due to the pollution from the contractor's poor management practices until all left overs are taken away by rainwater. Nevertheless the situation will be improved with very liNtle or no pollution for many years till the next heavy maintenance period. 7.5.5 SURFACE DRAINAGE- IMPACTS Impacts during separate phases are provided under separate heads 7.5.5.1 Pre construction phase impacts The potential impacts are related to drainage during construction, as the contractor's normal activities will inhibit the natural flow of streams, rivers, nallas etc due to poor engineering practices during the pre-construction activities such as clearing and grubbing. 7.5.5.2 Construction phase impacts During construction, due to the excavation of massive earth matenal, all natural flows could be affected. The drainage channels could be blocked. Mud flows could affect the local inhabitation especially along the valley side. The destabilisation of slopes while widening could lead to mud flows during monsoon season. There could be landslides, land slips and other slope failures. Construction work could impede the drainage conditions along the construction corridors as well as in the down stream side of the construction. Smilarly the secondary worksites could also impact drainage conditions. The secondary construction sites include borrow areas, quarry areas, construction camps etc. The careless attitude of the contractors (especially if sub contracted to local contractors) could lead to series of impacts such as water pollution, damage to the road surface, flooding etc. Positive impacts are expected due to the side drainage, culvert widening/reconstruction, wherever the existing structures are in a poor condition and there will be new construction along the 1.31 km new alignments (realignments). During construction phase, usually there would be considerable drainage impacts due to poor engineering practices usually practised by many contractors. The natural streams could be blocked due to careless attitude of the contractors by storing/dumping of construction materials/ debris or by excavation of the stream/river bed for construction materials. Quarries: It is most unlikely that in this project any quarries to be opened for construction works. Himachal State Roads Projec t EIA for Iheog-Rohru Project Road Borrow areas; This is also most unlikely that the corrdior will require any borrow areas. However in the case of such an event then opening of new borrow areas could generate drainage issues and erosion and considerable loss of topsoil if adequate mitigation measures are not taken. Construction camps/Plant area (WMM, Hot mix plants etc): There will be potential drainage impacts relating to the establishments of construction camps, labour camps and various plants. Drainage impacts at these locations would result in the loss of fertile topsoil including the most fertile forest loam in the Forest areas. The construction camps also require construction materials such as cement, sand, water and power for building. 7.5.2.3 Post construction phase impacts During post construction phase, the surface drainage issues will be prevalent for sometime say, an year or so but beyond that there will not be any drainage issues as the project design has included very good drainage for both side drainage as well as for the cross drainages. This is well described in the Environmental Management Plan (EMP). The provision of longitudinal drainage (side drains) and improved cross drainage will improve the quick draining of the local monsoon fed running water. There will be a positive impact to the road conditions as well as to the local communities due to the flood waters during the operational period. Neverthless there could be impacts relating to the following (a)the cross drainage structures has been placed in a wrong place so that draining of water takes place to schools, or to some houses down hill or to the farming areas. In all these areas the drained water could act destructively leading to potential damages to farming operations, school activities and also activities at houses and communities. 7.5.6 GROUNDWATER -IMPACTS Exhibit -5.33 is the location of intermontane valleys in HP that has plenty of groundwater reserve. None of these potential zones are with in the easy reach of the Contractor for meeting th construction water requirements. 7.5.6.1 Pre- construction phase impacts Approvals and or clearances would be required from the irrigation and public health department (IPH in Himachal Pradesh) for using the groundwater or to drill bore wells. No impacts are anticipated during pre construction phase. 7.5.6.2 Construction phase impacts During construction phase due to side cuttings towards hillward side considerable groundwater would be drained. This could lead to drying of some wells or springs or water sources in the vicinity or in the upper catchments. Sub surface drainage impacts are discussed in the next section 7.5.4. In case the Contractor opts to take only groundwater, there could be significant depreciation in groundwater. This could be a major impact that could dry up many wells and streams and or springs in the locality. It is most unlikely that the Contractor find such potential groundwater locations to meet the construction water. 7.5.6.3 Post-construction phase impacts Drying of some of the old springs, wells or nallas could be a possibility. New springs if formed will stabilise in its discharge. The subsurface drainage conditions would stabilise to the new situation. 7.5.7 SUBSURFACE DRAINAGE- IMPACT 7.5.7.1 Pre construction phase impacts During clearing and grubbing and during cutting of trees etc no impacts are anticipated. IFlimachal State Roads Projec t ElA for 'Fheog-Rohru Project Road 7.5.7.2 Construction phase impacts During construction phase, it is most likely that many subsurface drainage conditions will be impacted. As a result, a number of new seepage areas and a number of new springs could be evolved. It is also likely that the existing springs could vanish and or the discharge level of the springs could alter (either increase or decrease) due to large scale disturbance to the hill slopes. 7.5.7.3 Post construction phase impacts Due to the construction phase impacts described above, the roads could be damaged due to an increased discharge from seepage areas or from newly formed springs. 7.5.8 WATER QUALITY -IMPACTS 7.5.8.1 Pre construction phase impacts During clearing and grubbing phase, the water quality would be impacted due to an increase in mud,clay and other suspended particles. However there would not be any other pollution during this phase. 7.5.8.2 Construction phase impacts During construction phase, POL could lead to an increase in pollution level in the otherwise limited water resources in the region. During construction phase, anticipated potential impacts are due to spillage of construction materials such as cement, POL, bitumen etc falling in to the water bodies and drainage channels from workshops, construction camps, quarries, borrow areas, various plant sites etc, of the Contractor. There could be impacts during the construction of new bridges and new CD structures. Along the construction corridor water quality impacts include entering of bituminous waste materials, POL waste, cotton waste etc emnating from the whole construction corridor to the natural water bodies. The accident involving hazardous materials during construction phase could cause pollution to alarming levels due to the spillages etc. Except the large-scale spillage of bitumen (usually during handling), the likely occurrence of accidents of such types during construction phase could be extremely rare. The various chemicals used in the explosives (silent blasting, controlled blasting etc) could also lead to certain level of pollution to near by water bodies. 7.5.8.3 Post Construction phase impacts During the post construction phase, impacts would be minimum for the first one year period and there after it will stabilise and no further impacts are expected. Planned and constructed roads with the planned design cross section (Refer Chapter 2 project description) would be very good to avoid water quality impacts to reduce it to an absolute minimum. The upgrading of the project roads (to a standard road with drainage and all other slope stabilisation structures) will reduce erosion from the roadway and result in minor improvements in water quality. In fact water quality of roadside water bodies adjacent to the ROW may show slight improvements after road upgrading, due to the reduced erosion from improved roadside berms and embankment slopes stabilized or protected by riprap or other material including planting to prevent soil erosion. Pilot Bio engineering sites have been identified to implement for slope stabilization. Some work has already been started in this direction as shown in Plate 7.8. Flimachal State Roads Projec t EIA for lTheog-Rohru Project Road PLATE 7.8 BIO ENGINEERING WORKS AT SUNDALI NALA DEMONSTRATION PLOT ~~h r- , X n'o vi ...... The entry of vehicles to streams/rivers for cleaning could be an impact during operational stage. Mitigation measures are proposed to control the access of vehicles to the water bodies. Other than this, there will not be any potential negative water quality impacts during operational stage. The positive impacts could be the provision of landscaping, retaining wall, tree planting etc contributing to enhanced sighting of the corrdor and water bodies. 7.5.9 DRINKING WATER SOURCES-IMPACTS 7.5.9.1 Pre construction phase impacts During pre construction and construction phase, the direct and indirect impacts to the drinking water sources of the order of 70 nos that have been found located along the project road could be possible.. Out of this 70 nos, impact to 35 nos have been confirmed as it lies within the construction corridor as per the design. These impacted drinking water sources are provided in the exhibit 7.12. Since it is necessary to find altemate water sources for all of them, the altemate sources need to be located or constructed during the pre-construction phase. EXHIBIT 7.12 LIKELY IMPACTED WATER SOURCES 1. 1-2 Theog 1 hand pumpni 2. 3-4 Jairghati 1 Hand Pumpni 3. 5-6 Gajjeri 1 water tank (WT)ni 4. 17-18 Bagain nil 1 Hand Pump 5. 18-19 Bhawanigd 1 public water supply 1Hand Pump 6. 19-20 Bhawanigd nil 1Hand Pump 7. 21-22 Gumma nil 1 public water supply 8. 25-26 Anu water tank nil 1 public water supply (not inuse), 1 hand 9. 28-29 Kokunala nil pump 10 30-31 Kokunala 1 Hand Pump Nil 11 32-33 Kotkhai nil 1 Hand Pump 12 35-36 Budhui nil 1 public water supply(not in use) 13 41-42 nil Ipublic water supply, 1water tank I-limachal State Roads Projec t ETA for I heog-Rohru Project Road 14 4344 nil 1Hand Pump 15 45-46 nil 1public water supply 16 47-48 Parttidhank nil 1 public water supply 17 51-52 Kharapather 1public water supply 1 Hand Pumps* 18 52-53 nil 1 public water supply 19 59-60 Sirthi nil 1public water supply 20 61-62 Shuntli nil 1public water supply 21 62-63 Labrot nil 1 public water supply, 1water tank 22 66-67 nil 2 public water supply 23 68-69 Dochi nil 1 public water supply, 1 hand pump 24 186-187 Bathah 1 Hand Pump Nil 25 189-190 Viratnagar 1 Hand Pump Nil 26 197-198 Rohru nil 1 Hand Pump 5 Hand pumps (5HP) 2 water tank 8 Hand pumps,1 2 Public Water Supply,2 27 (WT), 2 PWS water tank Grand total for both left and right hand side 13 HP,4 WT,14 PWS 7.5.9.2 Construction phase impacts During construction phase the removal of all drinking water resources along the ROW is essential for the Contractor to work. This will lead to major community problems if not resolved with alternate sources of drinking water during the pre construction phase. Wells will be replaced if located within the corridor width and there will be no net loss of water access points as a result of the proposed work. The impact to Common Property Resources (CPR) will be up to 80 - 90 percent. This is mainly due to the existing narrow corridors, where as far as possible the entire land will be utilised effectively for the improvement. The saved CPR are those that are located along the existing roads where realignments/bypasses or at places where a major shift in the centre line are proposed (See Chapter 8 Analysis of Alternatives) . Impact to all private and public water sources will be dealt with in the RAP for compensation, resettlement and or rehabilitation. The handpumps are said to be costing INR 150,000 (INR 0.15 million). PWS will also be costing something like INR 15,000/- (INR 0.015 million) During construction period, groundwater will be required for drinking water purposes. 7.5.9.3 Post construction phase impacts During post construction phase, all drinking water sources of the local people would have already reinstated. Only issue that may crop up during this phase is replacement of one water source with just one may not be sufficient if a considerable increase in traffic is anticipated. At locations you need to provide two HPs or water sources per loss of water sources so that no road crossing would be required for fetching water. No other issues are anticipated during this phase. 7.5.10 FLOODS RELATED IMPACTS 7.5.10.1 Pre construction phase impacts Pre construction activities such as tree removal and clearing and grubbing will not lead to any flood related impacts. 7.5.10.2 Construction phase impacts Flimachal State Roads Projec t ElA for Theog-Rohru Project Road During construction phase, the project activities are most unlikely to create any flood related issues due to the project location along the hill sides except the last section near Pabbar river. Neverthless various construction activities could temporarily worsen the flooding problem due to improper drainage conditions on account of the contractor's poor engineering practices and negligence. If the rainfall continues for many days many sections along the Hatkoti-Rohru section could develop floods of high magnitude. If debris are deposited along the rivers or drainage ways, that could lead to small scale flood problems near the streams or river course. 7.5.10.3 Post construction phase impacts During post construction phase, flood related impacts would be much less than the pre project implementation impacts. Various construction activities during implementation phase could temporarily worsen the flooding problem due to improper drainage conditions on account of the contractors poor engineering practices and negligence. This will be more prominent in the case of Hatkoti-Rohru road where in the Pabbar river is just adjacent to the project corridor. Mitigation measures are described in the corresponding mitigation section and necessary contractual clauses and measures are described in the EMP. The proposed road improvements will alleviate the flood/submergence problems on certain flood prone areas of the road sections provided. 7.6 SOCIO- CULTURAL ENVIRONMENT-IMPACTS The social impacts and land acquisition part is separately dealt with in the Resettlement Action Plan and Social impact assessment reports. The Socio Cultural impacts that will help to determine the project impacts are described in this section. 7.6.1 LAND USE IMPACTS Most of the widening and improvement of the project roads would be along the existing alignments. The change in land use is very limited along the realignments and bridge approaches. Even the bypass considered at Theog alignment exists already in a crude condition that is being developed under the CRF scheme.. This partially complete section was recently constructed under the CRF scheme. Therefore there would not be any significant change in land use along the bypass alignment. Plate 7.9 shows the Theog bypass alignment. This shows that there will not be any significant difference in the impact for bypass alignment also. PLATE 7.9 BYPASS ALIGNMENT SHOWING MASSIVE DISTURBANCE TO THE HILL SLOPES. There are lot of forest areas along the project road. For the required forest land of 10.62 ha, forest claerances from the forest department will be required. Since the total area is more than 5 ha clearances are required at State and I limachal State Roads Projec t EIA for Theog-Rohru Project Road central level Land use changes include conversion of some agricultural areas along the bridge approach section and at some 129 minor and major realignment sections. Otherwise most of the widening has been planned within the corridor. Deforestation is one of the key impacts on the land use as more than 10 ha of land will be taken out from the forest reserves and converted to transportation land.. A Resettlement Action Plan (RAP) has been prepared based on definitive surveys of the impact area and to document the potential impacts due to land acquisition and resettlement. The total land take for the project roads is being estimated in the RAP. This will accurately determines the land use changes in a more precise manner. Although localised land use changes could occur, no significant changes to the existing regional land use patterns are expected as a result of upgrading of the existing highways. The project proposes bus lay - bys off the main carriageway wherever possible so that traffic flow will not be impeded. The project also proposes to help the local bodies in setting out parking areas for cars, jeeps and tempos along the available land along the roads sides. it is most unlikely that any of the land reserves would be actually reverted to forest reserves. 7.6.2 AGRICULTURE IMPACTS Considerable apple orchards (agriculture areas) will be positively impacted due to the widening of the project road. The apple orchards along this aligment will be positively benefited by better transportation facilities. Actually this is one of the prime objectives of selection of this road alignment by the HP Govemment for widening and improvement. 7.6.3 IMPACTS RELATING TO INDUSTRY This corridor being an apple corridor all agro based industries relating to apple cultivation, harvesting, processing has been identified along the corridor. Parking and transporting of agrobased products could improve and develop to better standards along this alignment. Better transportation facilities could enhance prospective investment seekers to find a place in this region. Most important desired impact of all activities relating to widening and improvemnet of the road would be safe and faster transportation of perishable horticultural products to the near by markets. This will fetch high value for theor products and the State is to harvest the benifits many fold by increasing and improving the economic situtation of the entire industry. 7.6.4 IMPACTS RELATING TO HUMAN HEALTH & SAFETY Construction Workers Camp: In all over india, road construction works are in peak stage. With several local/ regional/National and International contractors in place, the road construction work shows lack of serousness towards this issue. Contractors usually does not provide legally and contractually oblige facilities for the unskilled labour, hired from the local villages or are brought to the place of work from outside the State. The Contractor camps and other facilities are set up in worst conditions even when the contract douments are clearly specifying the required standarads. Associated issues are as follows. * Forest resources could be encroached up on in all possible ways by the labour force. Unauthorized tree felling to get fuel - wood even when alternative fuel is made available, Poaching of edible animals and birds of the locality in spite of prohibition, * Poor sanitation arrangement and improper methods used for disposal of solid wastes and effluent, * Indigenous people getting invaded by imported construction labour-force, due to lack of discipline, * Transmission of communicable diseases such as STD, HIV-AIDs etc to the local people by the construction workers due to inappropriate health monitonng facilities, and * Creating hazardous traffic flow at construction site due to lack of concern about the local needs and provision for pedestrian. No significant negative human health impacts are anticipated due to: * Increased Potential for Transmission of diseases. * Contamination of local water supplies. Ifimachal State Roads Pro'jec t EIA for Theog-Rohru Project Road * Air Pollution. * Noise Levels. * Road Safety Impacts * Safety impacts may include the increased risk of road accidents and their severity due to higher speeds and related factors. * The anticipated improvements should result in improved efficiency and a reduction in road traffic accidents with some degree of travel enjoyment for all road users. Impacts to rainsheltors/Bus waitina sheds: All six rain sheltors located along the project road will be impacted. Impacts to parking areas: Most of the existing parking areas will be used for construction of the project roads. There would be still some more space left behind for the parking areas. Alternate locations should be identified within the immediate vicinity of the existing parking locations. At Rohru, municipal waste disposal need ear marked areas away from the road. PLATE 7.10 PARKING AREA AT HATKOTI JUNCTION - ' 7.6.4.1. Dumping and Storing of Road Construction Materials Road corridors are often used to store road construction materials for long period during construction. This being hilly area this shall be always on the hillward side. As far as possible this should be away from the road corrdor. PWD must be more vigorous inprotecting the rights of the road users. Pedestrian Safety: Highway safety must be considered to be of paramount concern. Very few educational institutions are located adjacent to the corridor. All through out the State, pedestrian safety is ignored resulting in high accident rates (Plate 7.1 0 parking) Students are common victims and in a vehicle -pedestrian impact it is always the pedestrian who suffers most. Driver education schemes must be launched with a view to increasing the general awareness among all drivers on various aspects of safe driving. Driving licences should only be issued after passing a more demanding test and taken from drivers with a poor record by the Courts. Plate 7.11 is an accident site along the project road. 7.6.5 ARCHAEOLOGICAL AND CULTURAL RESOURCES- IMPACTS There are numerous temples of very ancient age in the State. Due to the Archeological significance of these structures, it is necessary to protect and preserve these structures. The three temples near Rohru ( All coming under the State controlled Archaeological structures need to be carefully protected from any vibrations reaching the structure during the construction and operational phases. One of this is located with in six m of edge of the exitsing road as shown inthe Plate 7.12. The white arrow points towards the Archaeological strcuture. e. Ilimachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 7.11 ACCIDENT RECORDED ALONG THE PROJECT ROAD DURING THE SURVEYSON FEBRUARY 08, 2006 - 08/02/2006 PLATE 7.12 ARCHAEOLOGICAL STRUCTURE THAT WILL BE IMPACTED IN RELATION TO THE PROJECT ROAD - i /08/2006 Negative impacts to cultural properties Road widening and improvement along the two sections could negatively impact the cultural properties in several ways. Access to cultural resources will be degraded and structures will have to be demolished either wholly or partially/aesthetic value would be reduced/and the fear of the local community that the overall importance of the cultural property could be lost. Cultural and religious properties could be damaged by road construction and related works such as hillward side quarrying of rocks along the project road. Potential positive impacts to cultural resources sites include: Positive impacts could occur on the amenity value arising from improved access to sites recognised for their cultural value. Himachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 7.13 ARCHAEOLOGICAL SITE LOCATED ADJUCENT TO THE PROJECT ROAD IN A DILAPIDATED CONDITION 26/08,.(2006 The impacted cultural property of Mahabaratha period are shown in exhibit 7.13. Over all six religious cultural properties are directly or indirectly affected due to the proximity to the road corridor. Temple at Chela is in the middle of the project road need cultural property enhancement. Neverthless due to acute shortage of the spece at this location, impacts are expected to be high for the daily use of the religious property. EXHIBIT 7.13: CULTURAL PROPERTIES THAT COULD BE IMPACTED Cultural Properties I SI No. Chainage Location Left I Right 1 12-13 Chela Te mple Middle 2 26-27 Gumma - 1 shrine 3 31-32 Tamhor - 1 shrine 4 44-45 Padshal - 1 temple 5 45-46 Gazia - 1 shrine 6 57-58 Praunthi - 1 temple TOTAL 0 6 Cultural properties 7.6.6 TOURISMS AND PILGRIMAGE -IMPACTS The expected over all impacts for the tourism and pilgrimage sites is positive. The project will boost the tourism and pilgrimage prospects of the region by providing better transport facilities, parking facilities, resting facilities besides the over all by and large positive safety feeling of the road users while travelling along the project road. Major toursm elements along this road viz, Giriganga matha temple, Hatkoti matha temple, Jubbal Palace, Pabbar and bhishkuti river, Snow fall area of Kahrapathar etc are important elements that could be attarcation for touroists to venture to this apple corridor for one day time trip staying at Shimla hotels. 7.6.7 TRANSPORT RELATED IMPACTS No significant adverse impacts to the area's various transport systems are anticipated. On the other hand the project is also expected to benefit the economic growth (positive impacts) of the area substantially. This is provided in the exhibit 7.14. Aso refer the relevent section in chapter 5.0. f-imachal State Roads Projec t EIA for Theog-Rohru Project Road EXHIBIT 7.14 EIRR AND NPV COMPUTED FOR THE PROJECT ROAD I I EW(%) 1 NPV(RS. MIJON) I THEOG - ROHRU I 33% | 4449 Expected primary impact of the project road will be an improvement of the performance of the transport sector. The project road improvements will relieve the traffic congestion with the widening and improvement measures and will allow an improved flow of traffic, goods, and people. The Net Present Value (NPV) being the total benefits discounted to the base year. Economic Internal Rate of Retum (EIRR) is a criterion used for economic evaluation of projects such as the HPSRP and is defined as the annual rate of return generated by the investment. It is calculated in terms of a base case and is a means of evaluating the economic benefits. The calculations depend on estimated costs and are net of taxes, duties and royalties. The economic benefits that are normally considered in evaluating EIRR are: * Savings in vehicle operating costs; * Time savings for passengers and goods; and * Savings in road maintenance cost. The EIRR depends on various factors including, * Traffic volumes; * Roughness values that indicate the state of the road surface. * Presence or lack of shoulders that can carry traffic; and * Side friction and percentage of slow traffic. Anticipated improvements in these factors after upgrading of the highway are used in the calculation of the economic benefits. In the whole computations no physical and biological environmental criteria's have been used. The direct social impacts such, as land acquisition has been included in the computations. Himachal State Roads Projec t EIA for 'fheog-Rohru Project Road 8 ANALYSIS OF ALTERNATIVES 8.1 ENVIRONMENTAL ASPECTS OF ANALYSIS OF ALTERNATIVES The analysis of alternative is a documented illustration/evidence to show and ensure that final decisions taken are; * Inaccordance with the project objectives * Incompliance with the country laws, policies and legal requirements * To confirm that the project isactually needed and not forced on the State * not lead to any indiscriminate loss or destruction to natural resources either directly or indirectly * To confirm that the implementation of the project will not lead to any major crisis or conflict inthe community during execution * To confirm that the Public/Government financial resources are not wasted for wrong projects/infrastructural works without the consideration of views of the stake holders * To confirm that no individual and biased approach (for example implementation of a personal ambition using public money ina secretive manner) from the responsible implementing official/s has taken place * Inaccordance with the requirements of the country and people. * Inaccordance with the World Bank policies and procedures More over the various considerations in the project alternatives has taken in to account the fragile geological/seismological/ecological -environmental considerations. These were also an integral part of the analysis of alternatives throughout the project preparation. For example, slope stability issues (plate 8.1) are very well considered in the project and suitable provisions have been included. Debris disposal is one of the most important construction stage issues inthe project. PLATE 8.1 A VISIBLE EVIDENCE OF SLOPE FAILURES UP TO 20-50 M UP HILL INDUCED BY THE HILLWARD SIDE WIDENING UNDER THE CRF PROJECT NEAR HATKHOTI JUNCTION 2 02. 24-/06/20Q6% <.^ U I-limachal State Roads Projec t EIA for Theog-Rohru Project Road 8.2 "WITH" AND "WITHOUT" SCENARIOS 8.2.1 NO ACTION ALTERNATIVE The massive revolutionary (refers to Indian Prime ministers Statement on Road revolution after Green revolution etc) infrastructure development taking place in the rest of India with regards to infrastructure and especially the road sector developments are hardly reflected so far in this Himalayan State. Out of all development, the road sector development is one among the three most important infrastructure (Roads, Power and Water) that will boost the growth of the economy of the State. Even now it is actually late to implement a project of this magnitude in comparson to the pace of development in other States. Therefore 'no action alternative' will impede the economic progress of the State there by directly affecting the living standards of the people in the region. The 'no action alternative' will not help transport sector, tourism sector and horticulture sector to grow and expand to the expected levels many fold. This is more important as the project considered in this report is one of the most important apple corridors of the State. The unemployment will prevail, touirsm sector will not develop and improve, growth of the horticulture transport will be impeded and consequent loses will previal and worsen. The traffic will increase gradually in the coming years even at much faster pace before it could lead to lots of conflicts (refers to human as well as the wildlife conficit), accidents, delays and incurring huge indirect loses. Present nature of the road is not sufficient to meet the development of the region. Traffic flow is impaired by conflicts with pedestrian movements and by increasing ribbon development and inadequate and/or inappropriate roadside facilities along the narrow corridors. Theog-Rohru is an important apple corridor and also it connects the remote tribal areas of the State. Since this is one of the most important road for such a consideration the 'no action alternative' will spoil this desire of the State. The' no action alternative' will allow the present unsafe driving conditions of this project roads to continue and worsen. 'No action alternative' will not improve the much needed tribal connectivity to Rohru and beyond and also to the adjoining remote areas. The 'no action alternative' therefore will be against the economic development of the State in general and the local economy of the PIA districts in particular. The project road will continue to be under routine minimum maintenance without any improvement to the shoulders and the drainage conditions of the project road. The unsafe driving conditions along the project road will add to especially when the traffic levels increases with each passing day. Moreover the routine maintenance does not address the pressing need of the corridor such as the meeting of safe and effective transport of apples and the slope stability issues. Since 'no action alternative' will only allow some patchwork, filling of potholes and some routine maintenace the actuall much needed improvemnet of the road wil not take place. The 'no action alternative' therefore will not consider widening of the road such as parking areas, bus bays, rest areas, rain shelter etc. Actually this alternative would leave the highway in its current unsafe conditions. In the long term, this could be a serious impediment to the development of the economy and thus to the improvement of conditions for all sections of the population. The recent improvements under the CRF fund were one of the major investments gone in to the improvements of the project corridor. It is imperative that no sufficient planning has been gone in to it, nor the work has been executed in a planned and systematic way. Debris has been disposed of indescriminately to the valleys that could lead to large scale erosion and inconvenience to the people affected. Waterways would be affected with more clayey suspended materials. The designs and planning has not been done through modern contracting and design procedures. There were no documented evidence of public consultation, environmental impact assessment and Environmental management plans and no social and economic studies for backing the required level of investment. It is also important to note that the present level of institutional capacity cannot handle such a well planned project. IIimachal State Roads Projec t EIA for Theog-Rohru Project Road 8.3 THE "WITH" SCENARIO The with scenario is actually the development of the improved connectivity of Theog with all three neighbouring economic centres Shimla, Rohru and Rampur. The linkages are illustrated by a sketch below. Shimla is the State capital, Rohru is a major urban centre with linkages in to the interior tribal corridors, where as the Rampur is one of the most important commercial centre of the State. Although 'with scenario' considered the development and improvement of the project road, access to all other near by towns and access to Haryana and Chandigarh would be easier in addition to the airport at Chandigarh. Easy linkage to Shimia and all other parts of the State with much less travel time will be a boost for the people of the region. The project has studied various alternatives and established the need for the improvement of this road for the overall development of the State. The current isolated over used tourist corridors (Shimla, Kullu, and Manali) will be well connected by the Theog- Rohru and adjoining areas, thereby reaping part of the benefits from an area otherwise badly neglected. With the entire trasport work improvement, the GOHP would be able to start selling other wise neglected regions of the State. The road improvement and development will open up the road for the development of the relevant regions especially with regard to the overall Pilgrimage/tourist scenario of the State. The pilgrimage sites such as Giri ganga and Hatkoti matha temple (see Chap 5 baseline for details) and others in the nighbourhood will get a proper access and connectivity. The development of the roads will enhance the road safety conditions, enhance economic efficiency and growth potential of the area, and improve the overall well - being and livelihood of those within the potentially affected area. The expected operational impacts to the forests and wildlife will be addressed through a proper Biodiversity impact study in order to incorporate and constitute an impact mitigation arrangement that includes mitigation plan and a necessary joint institutional set up with Forest Department and PWD. Inthis way, any probable potential impacts due to the 'with scenario' are alleviated through good engineering practices and a well defined Resettlement Action Plan (RAP) and Environmental Management and Environmental Enhancement Plans. The present project will be planned and prepared through a group of experts for the required disciplines with adequate input through a consultative and participative approach. Designs and contracting and related procurement process are all being carried out through modern internationally accepted best practices. All procedures are documented through a transparent approach. All stake holders were consulted in a manner that would positively contribute for the smooth implementation of the project by a practical and implement able engineering design. The Environmental Management plan (EMP) and the Resettlement Action Plan (RAP) will be planned and implemented I limachal State Roads Projec t EIA for l heog-Rohru Project Road with least impact to the project affected communities. The environmental issues will be addressed through an extensive EA process that includes feasibility studies with screening and scoping, EA/EMP (EIA) preparation and the implementation by a tight institutional set up. Training and capacity building is part and parcel of the project preparation. The 'No Action Alternative' is therefore is not an option that can be followed. Government of Himachal Pradesh has already rejected this option as evidenced from the implementation of the current work. 8.4 THEOG -ROHRU -VARIOUS ENGINEERING ALTERNATIVES CONSIDERED 8.4.1 GENERAL DESIGN SPEED ALTERNATIVES The following design speeds are proposed to be used in Rural and Urban areas: * Rural Areas : 80 kph * Urban/Built up areas: 50 Kph It has been observed from the topographic survey that the existing alignment does not meet the IRC codal requirements at most of the places for the design speeds. 8.4.1.1 GENERAL ALIGNMENT ALTERNATIVE The proposed alignment shall follow the existing alignment in general but there are three alternatives that could be tried for various reasons for example to save/avoid buildings or a monument or a cultural property. These are simply impact minimisation or impact avoidance measures available to the project. For any road project in planes the three possible options for road improvement are; * Left Side Widening, (LSW) - This is widening towards the left side (not to the right side) from the centre line because of the difficulty in the opposite side due to the magnitude of impact. The decision is to avoid environmental and social impacts of higher magnitude and will not allow costly land acquisition and demolition of high-rise buildings or impact to sensitive ecological resources. Not considered as a potential alternative general but could be an option at isolated areas because of technical reasons. * Right Side Widening (RSW) - The case is exactly similar to the previous case but the widening towards the right side instead of the left side. Not considered as a potential alternative in general but could be an option at isolated areas because of technical reasons. * Central Widening (CW). This is the general option that has been followed in majority of the corridor lengths for all three sections. Since the land value in general is high, the maximised use of complete available ROW is the best option. But this option could lead to the cutting of existing 1000s of trees. Such shifts to LHS, RHS and CW have avoided adverse environmental and social impacts to a great extent. If all these three are not possible/ viable/ or not safe then an alternative alignment has been chosen as in the case of realignments and the bypass at Theog (Theog bypass) . This alternative alignment is a total relocation of the existing alignment. This can be either realignment or a bypass (refer definition of terms used in this report). The project team (design engineers, environmentalists and sociologists supported by the HPRIDC/PWD engineers) has taken all these alternatives depending on the local circumstances and design requirements with proper consideration of environmental and social dimension of the project. Engineer in Chief (E in C) has made a site visit to the corridor and discussed the issues with the project affected people. Plate 8.2 shows a photograph during a discussion on the shifting of a cultural property. Himachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 8.2 CONSULTATION OF ENGINEER IN CHIEF WITH STAKEHOLDERS 24/06/2006' Apart from the Enginieer in Chief (EIC), the overall institutional involvement of PWD engineers is very high. This is surely to help the project to carry forward for a better implementation. Further the involvement of the PWD engineers in various surveys especially the environmental and social surveys and investigations is worth mentioning to arrive at the finally selected engineering options. 8.4.1.2 LIMITATIONS -ACTUAL AVAILABLE OPTIONS OR ALTERNATIVES Available alternatives for Theog-Rohru project road were generally minimum due to the project setting is along the Himalayan belt, road widening for example can only taken place towards hillward side. Both concentric widening and valley side widening options are literally not available for consideration unless the valley portion is very shallow say 2-3m deep. The design and decision - making process was undertaken so that environmental and resettlement and rehabilitation issues prompted appropriate actions. Such actions included a shift in alignments or a curve improvement based on road safety considerations. Such adjustments were weighed against benefits derived from reductions in village congestion, and improvements in road safety, and were incorporated inthe design process. It was also necessary to ensure the maximum practical avoidance of sensitive areas (e.g. shrines, hospitals, forests and sanctuaries) and adverse impacts upon the project affected persons, etc. The investment versus economic return coupled with available funds was very crucial to determine the final alignment decisions. As a result, land acquisition was limited to an absolute minimum and all costly structures like via ducts and bridges options were reviewed and eliminated from the project. The most difficult field conditions where in the project road passes through the hill slopes along the contour with steep hills and deep valleys, the available alternatives are restricted to always one side widening. This could be RHS widening or LHS widening depending up on the location of the project on which side on hill slope. To be precise this option is always towards the hillward side not towards valley side. Land stability issues upon widening towards one side isvery high along the first 15 kms of the project road along the barren hills . Flimachal State Roads Projec t EIA. for Theog-Rohru Project Road 8.5 ALIGNMENT IMPROVEMENT ALTERNATIVES Various engineering alternatives considered require adequate documentation for the benefit of the understanding of all stakeholders in the project. This will avoid conflicts and court cases that will lead to a prolonged implementation period for the project. Environmental and social issues including land acquisition, resettlement and rehabilitation issues were considered from the very early stages of the work. This has lead to the early identification of all issues and actions necessary to mitigate or resolves these issues and actions. 8.5.1 UPGRADING TO URBAN SECTION IN ROHRU TOWN Due to the prevailing congestion and the increasing traffic in mind, PWD is now thinking to bypass the Rohru town. However this proposal has not been considered in this current assignment to the consultants and hence not included in the WB project. 8.6 WIDENING AND REALIGNMENT ALTERNATIVES The upgrading of existing road section was carried out by means of widening of existing carriageway of variable configuration to two lane carriageway with over all formation width conforming to two lane standard adopted for the project. The approach adopted for the alignment design was kept to be simple to the extent possible; the following key aspects were kept in mind while finalizing the final alignment of the detailed design: a) Availability of the Land b) Number of permanent Structures that would be affected c) Number of commercial establishment d) Physical obstruction such as parallel roads, railways, deep valley locations. e) Geological formations f) Apple Orchards g) Archaeological and heritage monuments Most of the cases, the alignment widening was kept towards the hillward side in the hilly terrain and in the rolling and plain terrain to the extent possible existing centre line of the existing carriageway was followed. 8.6.1 REALIGNMENT ALTERNATIVES Generally the realignments were carried out where ever it is imperative that the geometric improvement would not result in any loss of property or the approaches to the new bridges. Initially the consultants were proposed about eight locations out of which only seven locations were retained keeping in view of constraints mentioned above. The final realignments amount for a length of 1.31km. Exhibit 8.1 provides the main locations (re alignment by definition) where the alignment was deviated from the existing road. Himachal State Roads Projec t EIA for Theog-Rohru Project Road EXHIBIT 8.1 REALIGNMENT ALTERNATIVES .Unsafe curve improved, lO Dangerous curve trees will be cut and 1 19.48 19.60 0.12 removedBahi l Otrees to be cut and Unsafe Very Poor Curve. Unsafe nalla removed, Unsafe curve accidents ooccured during cloud burst in removed with anew bridge 2003 2 32,20 32.30 0.10 at this location Kotkhai .Basically an improvement to the existing alignment based on the safety considerations. About 50 trees will be cut About dangerous traffic conditions will 3 42.05 42.30 0.25 exist.but 50 trees will not be impacted B Gatza Curve straightened, Forest 4 66.78 66.93 0.15 are impacted with few trees Dangerous curve, 1big tree will be cut Dochi Moved 7m away from the Archaeological structure Archaeological structure will be 5 70.30 70.50 0.20 Curve straitening impacted, dangerous curve for traffic Viratnagar Less no of structures impacted, curve improvements, 4 trees will be cut. The practical difficulty to operate within Practical difficulty for undertaking the 4m wide carriage way construction without closing the traffic resolved by action Unsafe curve and more structures will be 6 76.76 77.05 0.29 alternative impacted, Narrow bridge Mendli Curve improvement, No Difficult curve from safety point of view, 7 77.80 78.00 0.20 trees No trees Mendli Total 1.31 The alignment alternatives that were submitted as a part of the alignment options that were discussed with community by the consultant's social and environmental team from the perspective, where ever the engineering inputs are to be provided the same were provided by the engineenng team. In addition to this, the senior officials of HPPWD and HPRIDC has carried out the site visit in order to assess the necessary modifications and the approval of the proposals. Adequate thought process that includes environmental and social inputs that has also gone in to all alignment options that were approved after a thorough consultative process. 8.6.2 USE OF CROSS SECTION ALTERNATIVES 8.6.2.1 Proposed Cross Section Schedule Subsequent to the completion of the alignment design, the cross sections alternatives were firmed up. In total about 13 cross sections were formulated (see Chapter 2 Project Description), while formulating these cross sections the various variants that would represent the perspectives of existing pavement width, land use, geography and geology of along the project road etc were kept in mind. Details of use of various cross section alternatives along the project road are furnished in the exhibit 8.2 depicts the distrbution of various cross sections that were firmed up as part of the detailed design; this cross sections will have to be reviewed during the execution and necessary adjustments will be carried out as necessary. f-Ilimachal State Roads Projec t EIA for TIheog-Rohru Project Road EXHIBIT 8.2: CROSS SECTION SCHEDULE Type of X Secon | mp In Km Ued ltoA Proect Road 1 5.1 2 3.3 3 2.5 4 6.4 5 0.05 6 2.8 7 1.14 8 Nil 9 9.50 10 Nil 11 39.78 12 9.89 13 Nil 8.6.3 RETAINING WALL ALTERNATIVES 8.6.3.1 Retaining Wall Locations Based on the designed alignment and on the basis of the topographic surveys results, with the location where the normal hill slopes can not be used due to the topographic conditions, consultants have adopted the retaining wall alternative. Normally the Stone Masonry with Plum concrete was used for the retaining wall as it is being practiced in the State. Consultants have initially suggested the stone masonry, and upon the request of the client, the consultants have used the Stone masonry with plum concrete. Detailed schedule of the retaining wall which has been established from the superimposition of existing cross sections with design cross sections has been furnished in the drawing volume. Exhibit 8.3 illustrates brief summary on the basis of incidence of length requiring the protection structures. EXHIBIT 8.3: BRIEF SUMMARY ON REQUIREMENT OF RETAINING WALL SL NO CHAINAGE LENGTH SL NO CHAINAGE LENGTH From To (km) From To (km) 1 0.090 0.110 0.020 83 34.120 34.180 0.060 2 0.260 0.280 0.020 84 34.420 34.500 0.080 3 1.280 1.310 0.030 85 34.610 34.720 0.110 4 1.730 1.780 0.050 86 35.650 35.700 0.050 5 2.060 2.110 0.050 87 36.360 36.420 0.060 6 2.170 2.190 0.020 88 36.440 36.460 0.020 7 2.620 2.630 0.010 89 36.580 36.690 0.110 8 2,650 2.680 0.030 90 37.040 37.080 0.040 9 3.190 3.220 0.030 91 37.390 37.430 0.040 10 3.330 3.340 0.010 92 37.720 37.800 0.080 11 3.470 3.530 0.060 93 39.660 39.680 0.020 12 3.720 3.780 0.060 94 40.720 40.730 0.010 13 4.070 4.100 0.030 95 40.780 40.820 0.040 14 4.220 4.230 0.010 96 42.940 42.950 0.010 15 4.430 4.520 0,090 97 42.970 42.980 0.010 Flimachal State Roads Projec t EIA for Theog-Rohru Project Road SL NO CHAINAGE LENGTH SL NO CHAINAGE LENGTH 16 5.000 5.030 0.030 98 43.120 43.140 0.020 17 5.180 5.22 0.040 99 43.280 43.300 0.020 18 5.460 5.520 0.060 100 43.400 43.420 0.020 19 5.720 5.760 0.040 101 43.840 43.860 0.020 20 6.040 6.060 0.020 102 44.840 44.920 0.080 21 6.720 6.740 0.020 103 44.960 44.970 0.010 22 6.780 6.880 0.100 104 45.020 45.080 0.060 23 6.800 6.840 0.040 105 45.340 45.380 0.040 24 6.985 7.050 0.065 106 45.460 45.480 0.020 25 7.080 7.100 0.020 107 45.820 45.840 0.020 26 7.120 7.200 0.080 108 45.900 45.910 0.010 27 7.260 7.280 0.020 109 46.170 46.210 0.040 28 7.360 7.420 0.060 110 47.520 47.550 0.030 29 7.560 7.570 0.010 111 48.520 48.540 0.020 30 7.680 7.700 0.020 112 49.930 49.940 0.010 31 8.110 8.180 0.070 113 50.340 50.380 0.040 32 8.880 8.890 0,010 114 50.510 50.540 0.030 33 9.380 9.430 0.050 115 52.060 52.100 0.040 34 9.880 9.920 0.040 116 54.580 54.600 0.020 35 9.960 9.970 0.010 117 54.890 54.920 0.030 36 10.320 10.400 0.080 118 55.080 55.120 0.040 37 10.510 10.530 0,020 119 55.330 55.370 0.040 38 10.840 10.860 0.020 120 55.460 55.470 0.010 39 11.080 11.120 0.040 121 56.460 56.490 0.030 40 11.260 11.280 0.020 122 56.510 56.530 0.020 41 11.510 11.560 0.050 123 56.830 56.860 0.030 42 11.880 11.960 0.080 124 57.160 57.170 0.010 43 12.120 12.140 0.020 125 57.920 57.970 0.050 44 12.780 12.800 0.020 126 59.340 59.440 0.100 45 13.140 13.170 0.030 127 59.760 59.790 0.030 46 13.200 13.280 0.080 128 59.800 59.810 0.010 47 13.380 13.400 0.020 129 60.780 60.820 0.040 48 14.700 14.730 0.030 130 61.140 61.165 0.025 49 15.960 16.040 0.080 131 61.185 61.210 0.025 50 18.320 18.360 0.040 132 62.365 62.380 0.015 51 18.820 18.830 0.010 133 62.620 62.680 0.060 52 18.980 19.040 0.060 134 62.740 62.760 0.020 53 19.220 19.280 0.060 135 63.800 63.840 0.040 54 19.340 19.350 0.010 136 65.440 65.460 0.020 55 21.140 21.160 0.020 137 65.480 65.500 0.020 56 21.360 21.380 0.020 138 65.600 65.640 0.040 57 21.400 21.480 0.080 139 65.720 65.730 0.010 58 21.520 21.640 0.120 140 66.580 66.600 0.020 59 24.860 24.880 0.020 141 70.560 70.570 0.010 60 25.380 25.400 0.020 142 70.620 70.700 0.080 61 25.480 25.520 0.040 143 71.760 71.780 0,020 62 25.600 25.610 0.010 144 72.620 72.680 0.060 63 25.700 25.720 0.020 145 73.680 73.710 0.030 64 26.150 26.175 0.025 146 74.180 74.200 0.020 65 26.190 26.215 0.025 147 74.900 74.960 0.060 66 27.040 27.100 0.060 148 75.540 75.560 0.020 l limachal State Roads Projec t EIA for Theog-Rohru Project Road SL NO CHAINAGE LENGTH SL NO CHAINAGE LENGTH 67 28.060 28.070 0.010 149 76.980 77.070 0.090 68 28.180 28.260 0.080 150 76.980 77.010 0.030 69 29.320 29,340 0.020 151 77.140 77.200 0.060 70 29.420 29.430 0.010 152 77.340 77.400 0.060 71 30.680 30.700 0.140 153 77.990 78.020 0.030 72 30.720 30.820 0.280 154 78.320 78.340 0.020 73 30.960 31.000 0.040 155 78.440 78.520 0.080 74 31.140 31.220 0.080 156 78.570 78.600 0.030 75 31.540 31.570 0.030 157 78.800 78.810 0.010 76 31.840 31.860 0.020 158 79.020 79.040 0.020 77 31.900 31.970 0.070 159 79.020 79.050 0.030 78 31.990 32.020 0.030 160 79.160 79.190 0.030 79 32,380 32.480 0.100 161 80.020 80.060 0.040 80 33.120 33.180 0.060 162 80.060 80.110 0.050 81 33.860 33.900 0.040 163 80.300 80.320 0.020 82 34.000 34,060 0.060 164 80.520 80.540 0.020 3.625 8.6.4 ROAD SIDE DRAINAGE AND DRAIN ALTERNATIVES The road side drainage is ensured by three alternatives/forms, these are decided keeping in view of the land use along the corridors, economical aspects for the over all project cost, the three types of drain that was used was as follows: 8.6.4.1 TRAPEZOIDAL DRAIN This drain section is used in plane and or flat areas where the embankment heights are shallow; this drain is normally unlined and would require regular maintenance by means of cleaning regularly. 8.6.4.2 V-SHAPED DRAIN This drain is provided normally in the cut slopes located in hilly and rolling terrain, this drain is of lined in nature. Predominant lengths in hilly areas are provided with this type of drain. 8.6.4.3 COVERED DRAIN The locations which are highly built up and it has been anticipated with pedestrian movements; covered drains with side walk has been proposed. In the locations where the drains out lets are not available the covered footpath with side walk has been proposed. In total 15 locations along the 80 km long road was provided with cover drain of 13.59 km, depending on the location and the requirement it has been provided on one side or both side of the cross section. Exhibit 9.7 in Chapter 9 provides the details of the proposed covered drain locations with side walk. 8.6.5 WAY SIDE AMENITIES -ALTERNATIVES The consultants have studied requirement of various way side amenities which includes the following: * Bus bays * Rain Shelter * Parking Areas Flimachal State Roads Projec t EIA for Theog-Rohru Project Road 8.6.5.1 Rain shelter & bus bay-altematives Based on the details of the existing bus shelter and the consultations carried out by both social and environmental team's consultants have prepared detailed schedule for the rain shelter and bus bays. An attempt has been made to provide the bus shelter on either side, of the centre line so that weaving of the vehicles using the bus shelter would not impinge on the free and safe movement of the traffic. However due to restriction in site condition either due to heavily built-up or topography, there are instances where this facility has been provided only on one side. It may happen at locations there may not be enough space to build the rain shelter due to available width and the permanent structures in such cases only bus bay has been provided. A detailed schedule has been furnished in the drawing volume. Brief summary of the facility is provided Chapter 9.0. 8.6.6 ROAD INTERSECTION ALTERNATIVES 8.6.6.1 MAJOR INTERSECTIONS Consultants have identified the major intersections along the project road section, in order to asses the requirements for type of improvement, turning movement surveys were carried at important junction locations. From the analysis of the tuming movement survey none of the junctions would require grade separation nor traffic signals for controlling of the traffic. However consultants have developed the layout for all the major intersections in accordance with the IRC guidelines. There are eight major intersections out of which the first one is with National Highway No 22 leading to Rampur, remaining are with the State and District Roads. Details of major intersections along the project road are provided in exhibit 8.4. EXHIBIT 8.4 MAJOR INTERSECTIONS ALONG THOEG -ROHRU ROAD SECTION Chainage Chainage S. No. (km) Type of Junction S. No. (km) Type of Junction 1 0.00 T 5 21.70 Y 2 4.90 Y 6 48.20 Y 3 11.20 Y 7 59.90 Y 4 17.30 T 8 69.00 Y 8.6.6.2 Minor Intersections /Access Roads In addition to the above, the consultants have acquired the cross roads that abut on to the project road as part of the topographic survey, these roads will have to be improved to establish proper access with the upgrading and the improvements that were recommended as part of the alignment design. Various treatments to these minor intersection or access were formulated and furnished, depending on the configuration and category of road the access treatments were suggested and are furnished in the drawing volume. The brief summary of the access treatment along the road are; * Total Number: 55 * LHS of Centre Line: 19 (0 - T Configuration, 19 Y Configuration) * RHS of Centre Line 36 (1 - T Configuration, 36 Y Configuration) * Type of Treatment: 54 with D Type and one with C type I limachal State Roads Projec t EIA for 'l'heog-Rohru Project Road 9 IMPACT MITIGATION & AVOIDANCE Most of the road improvement have been planned to carry out along the existing alignment with minimum land take and less social impacts to structures and properties; avoidance is the prncipal mitigation strategy in built in the project to minimise project impacts, to reduce cost and to avoid delays. Therefore most of the construction works in this project will be confined to the existing Right of Way. Secon Ttle Of TTe Dcscription Number Sction, ______9.1 ILand environmcnt Presents mitigation measures relating to Geographical settings, Physiography and drainage patterns; geology and seismology; soil conditions; existing and potential erosion patterns; and mitigation measures relating to quarries, crushers; and borrow pits. 9.2 Air Environment Presents mitigation measures relating to meteorological conditions of the area, existing ambient air quality conditions, including a description of the locations of monitoring stations and the sampling and testing methods employed. 9.3 Noise Environment Presents mitigation measures relating to noise levels, 9.4 Water En-ironment Presents mitigation measures relating to surface water bodies and groundwater conditions; water resources and cross drainage structures within the Project corridor/ Project Influenced Area (PIA). 9.5 Bio Environment Presents mitigation measures relating to Flora, Fauna and Ecosystems, forestry, wildlife and trees along the project ROW and in the Project influenced Area (PIA) 9.6 Socio Cultural Presents mitigation measures relating to Socio Cultural aspects of the enxironment community, indigenous people, land use etc. Presents mitigation measures relating to health issues related to road projects, including available data with regard to the incidences of diseases and the relevance of truckers and the spread of disease such as STDs and HIV AlDs as stipulated in the World Bank Guidelines. Mitigation measures relating to road safey, traffic management and accidents. Mitigation measures relating to shrines, monuments, temples and cultural artefacts. During various surveys, consultations and site specific investigations; a number of evironmental issues were identified. Thought process for effective measures for avoidance and impact mitigation were considered. Avoidance was found to be a very big problem due to several constrains. This is mainly because of the most difficutlt terrain along the Himlayan high ranges. In other areas, Forest land is the constrain. During the EA process major and minor issues were classified as provided in the beginning of Chapter 7 Potentail Impacts. The generalised mitigation plans have been planned for the environmental aspects shown below. * Compensatory afforestation against impact to forest reserves * Compensatory tree plantation * Slope stabilization issues by geotechnical and bio engineering techniques * Debris and waste disposal * Bio-diversity conservation by instituting a Biodiversity Impact Assessment and implementaion of the action plans * Measures to improve road safety * Noise barriers for schools and hospitals * Rehabilitation of hand pumps, public water supply schemes, wells and other sources of drinking water I-limachal State Roads Projec t El-\ for Theog-Rohru Project Road * Mitigation and avoidance measures for water courses * Flood alleviation along flood prone areas * Environmental monitoring during construction and operational Phases * Parking areas for cars and trucks * Bus lay - bys and rain shelters * Access roads for agricultural and industrial areas * Tree removal and tree planting * Community requirements * Impact mitigation for religious places * Mitigation for most congested areas * Cultural property rehabilitation * Provision for longitudinal and cross drainage * Wildlife -traffic conflicts Mitigation works relating to each of the above category is described in the respective sections. Environmental mitigation costs for different mitigation measures are provided inthe volume 2 EMP. Elaborate institutional arrangements for the implementation of the mitigation and enhancement measures of the project are described in the contract package wise Environmental Management Plan (EMP) that is being prepared. The entire project road is being arranged as one single contract package to be implemented by an ICB process. Bill No 11 of BOQ titled 'environmental mitigation works' provides Bill of Quantities (BOQ) relating to Environmental Management Plans'. The bill no 2 and 3 also provides the other detailed environmental mitigation works such as topsoil conservation and site clearance. Bill includes all environmental mitigation costs of the project road for environmental impact mitigation and enhancements for actual implementation. The budgetary provisions for the implementation of the environmental management plan of the Project can be categorised into four types * EMP works to be implemented by the Contractor as per the Civil Works BOQ * EMP works to be implemented by the Contractor as per the EMP BOQ (not included incivil works BOQ) * EMP works to be implemented by specialist /or other agencies * Mandatory EMP works that are to be implemented by other Government departments/agencies as per regulatory requirements These are described inthe volume 2 Environmental Management Plan for this project. 9.1 LAND ENVIRONMENT All construction works relating to the project directly confined to the land environment. Therefore Contractor need to come out with several mitigation plans for the various construction activities. These are provided in the box 9.1 Contractors plan. These plans are described inthe respective sections as well as in the Environmental Management plan (EMP). I-limnachal State Roads Projec t EIA for Theog-Rohru Project Road Box 9.1 Focussed Plans to be Developed by the Contractor Before Starting Construction Activities . Debris/muck transportation and . Landscape and visual integration management disposal plan plan . Traffic management plan during . Road safety emergency response plans construction . Top soil/Fertile soil collection and disposal plans . Borrow/quarry/crusher area . Road side widening and excavation plan development and rehabilitation plan describing the explosives that are to be used, (material resources management plan) various preventive measures against damages to . Construction camps and work force buildings and properties (covering the management plan direct and indirect impacts) . Waste management plan 9.1.1 MITIGATION MEASURES RELATING TO LOCATION Mitigation measures relating to the prevailing hill slope stabilisation section described in the later part of the section. Excess materail disposal , siesmic mitigation measures etc are the two other major issues so far identified. Mitigation measures relating to this has been described in the relevant sections. Other than this, no other specific mitigation efforts are required for the locational advantage or disadvantage. 9.1.2 GEO-MORPHOLOGICAL DETAILS Impact mitigation along this section will be relating to the following. * Opening and closing of borrow areas if required- IRC:10 1961 * Opening and closing of quarry areas if required as per MORTH Clause No 302 * Disposal of debris/excess materials - ( MORTH Specification Clause No; 301.3.11) * Construction of embankments * Construction of additional width for transportation The cross section alternatives presented in the Chapter 2 project description provides the general changes along the alignment all along the corridor. There will be alterations in height all through out the section due to the new construction and activities relating to the construction of the project road. There are seven major realignment locations and 122 minor alignment change situations for this project road for the purpose of straightening of the curves. All the areas along the realignment (refer exhibit 7.2) and also some of the oxbow land (the left over portions while taking the realignment- this is along the existing PWD road) would require huge quantity of materail for filling as well as levelling. This length of 7200 m (for 129 locations) is measured along the existing oxbow land (Old road portion). Therefore the relalignment length (new road) could be 10 to 20 % more in length. Considering all these, it has been estimated that 10,000 m length of the project road would require filling. An average filling of three metre if considered the toatl quanitity of materails that can be safely used in these areas are 540,000 m3 ( 10,OOOm X 18m X 3m) say 600,000 m3 Contractor need to prepare and implement separate plans for the Borrow/ quarry/ crusher area development, collection and transportation and disposal of debris or excess materials obtained while excavating for the road widening. Most of the road along this, traverses hill sections requiring widening towards the hillward side. Project has plans to utilise bio engineering techniques for slope stabilisation. These are further discussed in the respective sections. The Flimachal State Roads Pro'jec t EIA for Theog-Rohru Project Road activity of widening towards hillward side has the following geo-morphological impacts. Altering the geo- morphological characeristsics of the: * hill slope adjacent to the project road through out the length of 80 kms * the location where this could be finally disposed off. * The location up hill the hill cutting For the purpose of the debris disposal, maximum weightage has been given to consult local institutions from the very early stages of the project ( Refer Chapter 6 for more details). Accordingly, almost all Panchayt pradhans were consulted. Most of them agreed to help the project. Some of them even identfied the land. A complete list of the available location with a location map has been prepared (Exhibit ---) and this is also provided in the EMP. All of the above requirements are very clearly specified in the construction contracts. Contract has specification for the requirement for the stabilization of the embankment slopes by turfing, retaining walls and stone pitching. Monitoring and supervising agency for the construction works will be the Construction Supervision Consultant (CSC) appointed specially for the purpose. 9.1.3 GEOLOGY -MITIGATION MEASURES Geologically the area is fragile along most of the road alignment. These geologic formations are generally stable when not disturbed. The two stage (Refers to the just concluded CRF fund project road improvements) infrastructure projects like this will destabilise the stabilised hill slopes once again. The first 15 km barren hillocks shows the outcrops of highly folded and crushed schistose formations. The surveys could identifiy a number of locations where in new areas of destabiliation could develop . Several preventive measures in the form of slope stabilisation and good engineering practices is warrented for any construction along the hill roads. Clearances and approvals from many agencies such as Police, Fire, industrial department (Mining and Geology) and PCB would be required for blasting of rock out crops as it involves use of explosives. Most of the outcrops of the Jutog formations exposed along the project road will have to be cut and used for the road construction. Th sections finally selected to implement the pilot bio engineering measures for slope stabilisations is provided in the exhibit 9.1. Inaddition to this tral plot seven other locations were also selected for implementation within the project. EXHIBIT 9.1: IDENTIFIED PILOT LOCATIONS FOR BIO*ENGINEERING Chainage Slope angle Reasons for Existing Proposed bio engineering selection of the topographic actions location conditions 60.800 30° Landslide/Erosion Silty alluvium & mud Slope stabilisation erosion & Prone Area rocks drainage management with trees shrubs and grasses 9.1.4 MITIGATION RELATING TO SEISMIC DISTURBANCE All necessary precautions have been incorporated in the project construction activities. Earthquake resistant structures using seismic restrainers /girders have been introduced in te project. Designs of all structures like bridges and CD structures have taken the area's seismic characterstics into account. Fifteen (15) bridges will be abandoned and pucca new structures will be constructed. Except for the design precautions against the landslides and landslips, no other mitigation actions are warranted due to high seismicity in the area. I imachal State Roads Projec t EIA for Theog-Rohru Project Road Other than the above discussed plans no other additional mitigation actions related to seismic conditions are considered warranted. 9.1.5 CONSTRUCTION MATERIALS Most of the construction material for this road would be obtained from the hillward side cutting for widening. Valley ward side widening will be provided with a retaining wall and safety parapet in the form of guard rail. Neverthless additional locations are also identified in case the Contractor need other sources (refer section 5.1.5) DEBRIS DISPOSAL In fact there would be considerable excess materials of poor quality available. Specific details are provided in Chapter 7 exhibit 7.3. A small quantity would be required for approach roads and for parking areas and for levelling out side the ROW, but most of the material will have to disposed off in the nearby areas. All such areas have been pre-identified and will have to be pre-approved by the Contractor prior to the start of any disposal activities. Such areas have been tentatively located in the local panchayaths after several consultations with them. These will have to be finalised by the concerned Executive Engineers in the locality prior to implementation by the Contractor under the supervision of CSC. Exhibit 9.2 provides such identified locations. All of them require retaining walls or some other structures prior to disposal. Few typical drawings that may be used for the disposal of the debris are provided in exhibit 9.3. Inorder to have an excellent management plan for this important issue a debris disposal guidelne has been appended in the EMP for the contractor to prepare an excellent implementable debris disposal plan. Inorder to encourage the Contractror to prepare the document with adequate input from all sources have been included as a BOQ item in Bill No 11 of the Contract documents. EXHIBIT 9.2 DISPOSAL LOCATIONS IDENTIFIED WITH THE HELP OF LOCAL BODIES Distance from Excavated Quantity Total Quantity(m3) Location Chainage Left or right centre of road (y in m3 that can be actually available at metrers) dumped ineach thsie metrers) ~identifiedthsie Theog 0.000 2250 4500 Gajjed 4.900 LHS 200 Left) 45000 151875 Chaiila 18.400 LHS 0 200000 934000 Gumma 27.080 LHS 2500 4000 8000 Chalner 35.000 LHS 0 20000 67400 Gazta 45.280 LHS 1800 10000 51800 Jubbal 60.000 LHS 1500 12000 24000 Patsari 70.700 RHS 0 9000 18000 mendli 75.000 RHS 0 300000 600000 1,859,575 75.700 0 0.602250 m3 1.8 million m3 * Total expected quantity of materail available from excavation- 1.860 million m3 * Total quantity that can be used in situ- 0.5 million m3 * Total materail that can be safely deposited in the identified locations-0.6 million m3 * Total quantity that the contractor is legally bound to dispose off- 0.4 million m3 * Balance quanity that require disosal site -0.360 million m3 In order to dispose of the banalnce quantity construction supervision consultant will identify locations from private parties during construction phase. Necessary budget for the retaining walls for complete quantity has been estimated and provided in bill no 11 Environmental mitigation works and also this is incorporated inthe EMP. Flimachal State Roads Projec t EIA for Theog-Rohru Project Road EXHIBIT 9.3 A: PROPOSED EARTH WORK DUMPING SITE AT NEAR TOWN AREA (TYPE-A) 50rm(AoPmx) ,p ' lm STATE HIGfWAY 7r EXHBIT 9.3 B: PROPOSED EARTH WORK DUMPING SITE AT VALLEY SIDE AREA (TYPE-B) EHiT 911:POOE AT OKDMIG IEA ALYSD RA(YEB ISOMrETRIC VIEW OF DUMPING ARERA SECTIONC-C 1* :F IFlimaclial State Roads Projec t EIA for Theog-Rohru Project Road EXHIBIT 9.3C: PROPOSED EARTH WORK DUMPING SITE AT RIVER SIDE (TYPE-C) I SOMETR IC VIEW OF DUMPING ARERA SECTION A- Establishment of crushers According to State Geologist of Industries department, Contractor will have to establish, their own crushers to generate adequate quanitity of crusher materail for the construction. There are several restrictions inthe State for the establishment of the crushers. Following are the norms to be followed while establishing the crushers. Prescribed minimum distance of the crusher from * NH/SHis150m * sanctuaries is 1000m ( 1 km) * bridge sites is 200 ms up stream * notified lakes and wet lands is 300 m * notified National parks is 2000 (2 kms) * natural water spring is 500m * Hospital and educational institution 1000(1 km) * village settlement 500m * town or notified area committee 1000 (1 km) * district head quarters 1500m (1.5 km) and * link roads or district roads 75m Flirnachal State Roads Projec t EIA for Theog-Rohru Project Road BOX 9.2 POLICY GUIDE LINES FOR OPERATION OF CRUSHERS INAN ENVIRONMENTAL FRIENDLY MANNER Taking into consideration, the overriding principle of protection of ecology and environment, to ensure that not a single stone crushing unit in the Statecauses any Pollution of any type and in consonance with the " River/Stream bed mining policy guidelines for the State of Himachal Pradesh-2004" as notified on 28-2-2004, the StateGovernment has made detailed Policy Guidelines for control of location, installation, workings of stone crushers and their registration thereof. Out of this the most important environmental considerations are the following: No mining shall be allowed v Within 100 metres of thickly forested area. v In areas, which may cause aesthetic/visual degradation near any known tourist spot v Where it islikely to disrupt water regime, IPH schemes roads, bridges etc. v Where danger to site of culture, religions, historical, archaeological or scenic importance islikely. v near habitation, where it islikely to cause V Where proper disposal of mine waste cannot be arranged. And > Conditions shall be imposed that the lease holder will take adequate steps > No noise and vibration problems, due to blasting or operation of machinery. > To control and check soil erosion, debris flow etc. by raising various engineering structure. > Contractor needs to obtain all aoorovals / license/clearance from Police. Deoartment of exDlosives. Minino &Geoloov. Forest DeDartment and Fire Contractor will have to prepare separate management plans for all construction material sources in accordance with the provisions of the EMP, explaining how the Contractor resolves the various issues during construction. The Contractors could be responsible for setting up of dedicated crusher plants all along the poject roads depending up on the actual requirements and the distance. 9.1.6 MITIGATION FOR SOIL EROSION AND OTHER ISSUES 9.1.6.1 Pre-construction Phase Except during tree culting and related disturbances while removing the root systems of trees along the side of the project road no other erosional impacts are expected prior to the construction stage. It is also possible that the removal of root system of trees could be during the construction phase (ie, during clearing & grubbing). The loose soil during this stage could be washed away during rainay season. Therefore no trees shall be cut until the construction at that,particular stretch is confirmed to be start within a couple of days. No trees out side the construction limits shall be cut and removed. Once the constrcution starts Contractor is to use various methods including sprinkling of water to avoid wind erosion of soil besides the control of dust. 9.1.6.2 Construction phase There could be considerable erosion during the various activities along the construction corridor. The contract specification 306b (refer MORTH specification"6) relates to the soil erosion and sedimentation control. Implementaion of erosion control measures are crucial in the project. The construction work will induce large scale erosion along the construction corridor unless management plan for the corridor is strictly implemented by the Contractor. This has already been demonstrated and proved at the construction site by the recent widening and improvement work carried out for the CRF fund project along the same alignment (Refer Plates 5.3 B and C). In addition to this there are several such locations along the project corridor. Most important strategy could be that the Contractor should not leave any opportunity for rapid soil erosion. This can be executed by an implementable Project management plan, Construction management plan and EMP. Potential loss of topsoil will be avoided by the removal and storage of topsoil according to the contract specifications in all areas of possible fertile soil loss such as excavated borrow areas, working areas and storing places. If construction works are to be caried out in agricultural areas then the Contactor shall remove and store the topsoil so as to use it on the top portion of shoulders or other productive areas. The potential risk of pollution of topsoil due to construction camps, construction materials / storage, vehicle repair and maintenance depot, crushers, hot mix plants 16 \tORII I (-ontract specification for bridges and highl-way s ( Fourth edition) published bv IRC Ilimachal State Roads Projec t ElA for Theog-Rohru Project Road etc are taken care of in the relevant sections and also in the Environmental Management Actioon Plan Table with suitable specifications for actual implementation. Prior to the begnining of the construction; Contractor need to prepare a top soil management plan as per the Clause no 301.3.2. During opening of borrow areas and for plants and machineries top soil will be removed and kept safe for productive use in the vicinity in the agricultural areas or it should be used while closing the contractors establishment. This can also be used on the side slopes of the embankments prior to the use of grass sods. To ensure stabilization of embankment and retaining walls, the selection of less erodable material, placing of gabbions and riprap and sound compaction, particularly around bridges and culverts will be taken. Where ever necessary, grass sods need to be placed in the form of tiles. In the case of bridges, the design (refer Chapter 2 project description) has been made in such a way as to protect the embankments from wind and water erosion. Berms, embankment slopes and road cuts are required to be stabilised by re - vegetation, placement of fibre mats, rip - rap, rock gabions, etc. In this project bio engineering provisons has been used on a pilot scale. The unpaved (or Unsealed) road shoulder does not require any vegetation other than vertical compaction. Discharge zones from drainage structures will be furnished with riprap to reduce erosion when required. Required turfing will be brought wherever necessary on the sides as a part of the work. For cross drainage structures down drains/chutes will be lined with rip - rap/masonry or concrete to prevent erosion. Side slopes will be adjusted to 1:1.5 or flatter to reduce erosion potential or, if steeper, stabilised, covered with riprap or other material to prevent soil erosion. Construction in erosion prone areas will avoid the heavy rainy season. Disposal of excess excavated material from the hillward side of the project road is an important issue to be addressed. All such disposal by the Contractor should be as per the MORTH specification (301.3.11 relates to disposal of excavated material). Inorder to address this issue, local institutions were consulted from the very early stage of the project. These institutionas has agreed to accept the materials for safe disposal and tentatively identified the locations. Specific details of these locations are provided in the exhibit 9.2. Details are to be finalised and negotiatd by the Executive engineer. There cannot be any scarified material waste as the pavement design has considered the existing crust of the black top in the proposed pavement without any scarification or removal. 9.1.7 PREVAILING SLOPE STABILISATION ISSUES (LAND SLIDE, LAND SLIPS ETC) Four different soil bio-engineering techniques for road slope stabilization will be applied in the three identified demonstration plots along this project road. These soil stabilisation techniques are, 1. Brush layer 2. Fascine and 3. Palisade 4. Bamboo crib wall Three identified pilot study locations are at Sundli at Chainage 60.800 on the right hand side road (Theog-Rohru) at an approximate slope length of 60 m and a slope width of 40 m.This is provided in plate 9.1. I-limachal State Roads Projec t EIA for lheog-Rohru Project Road PLATE 9.1 BIO ENGINEERING PILOT STUDY LOCATION AT CHAINAGE 60.800 -~ 7 ki_ ~- The plate 7.9 provided earlier for various illustrations has provided adequate clue to the level of instability the project can bring in to the road alignment. A number of pilot bio-engineering options has been considered as viable option to address the soil stability and soil erosion along the upper hillward side of the project road in particular. This is being planned to take up shortly. The PWD and Forest department staff are being trained to duplicate the techniques in other parts of the State. There are a number of locations such as the Theog bypass where in some treatment for slope stabilisation would be required. This is also being planned to be taken up within the project. Specific details of the chainages where the varioud slope stabilisation/protection works and related measures that have been included to implement during the construction phase are provided in Appendix - 9.1. Location of retaining walls along the project road is provided in Appendix-9.2. The other coventional techniques that have been incorporated for stabilisation are the following * Breast walls - when there is seepage in particular - Inthis circumstance the soil need support for stabilisation. * Retaining walls. Are to be constructed in all areas especially towards the valley side where in the retaining of the road structure is required from instability problem exists down stream. * Although part of the PWD road infrastructure, the project need to compensate for all existing retaining walls as the removal or demolition of these structures would destabilise and could lead to the collapse of the housing or other structures of the local communities (Refer Plate 7.2). Loss of large number of trees could result in minor impact in the micro-climatic situation along the project road especilly during summer. Winter season with snow fall could be shortened as the snow will melt faster due to the high solar energy received at the exposed areas. Other than those mentiond in the table, road widening, construction of few 15 bridges & 281 culverts number of bridges and culverts and other improvement will not generate any direct impacts to the meteorological and climatic conditions of the area. I limachal State Roads Projec t EIA for Theog-Rohru Project Road 9.1.8 METEOROLOGICAL AND CLIMATIC CONDITIONS No significant impact to area climatic conditions or micro -climatic conditions are anticipated as a result of the proposed works along the project road. Therefore no mitigation actions specifically related to meteorological conditions are warranted. Removal of roadside trees will expose the road to more sunlight. Mitigation actions in the form of compensatory tree planting are required for this. A compensatory tree plantation plan has been prepared and appended to the Volume 2 Environmental Management Plan (EMP) report.. 9.1.9 PRECIPITATION Other than planting of 10557 no of trees for those lost (3519 nos) for the widening along the project road, no other specific mitigation actions are warrented. 9.1.10 TEMPERATURE Other than the lost shade of trees, and consequent expossure to higher solar energy, none of the project activities will lead to any change in the back ground temperature. Other than planting of some 10557nos of trees for those lost for the widening, no other mitigation actions are considered warranted. 9.1.11 HUMIDITY No mitigation actions are required. 9.1.12 WIND Other than planting of some three times for trees for those lost for the widening, no other mitigation actions are warranted. 9.2 AMBIENT AIR QUALITY 9.2.1 Pre-construction Phase No potential impacts are expected during the stage . During this stage, Contractor need to prepare several management plans for all his proposed activities in the site. This include: Management plan for (1)Borrow area/quarry area .Crusher plants, (2) WMM plants, (3) Hot mix plants, (4) construction camps for office and also for labourers. All these relates to the air quality related impact mitigation during pre construction and construction phase. 9.2.2 Construction Phase During construction period all activities are to adhere to the contractual obligations and all clearances and approvals such as 'consent to establsih' and 'consent to operate' shall be obtained from PCB under Air act. All vehicles operating for the Contractor and the consultants shall obtain Pollution Under Control (PUC) certificates. Good maintenance of all vehicles and machineries must be confirmed. Location of all construction establishnmets such as hot mix plants, WMM Plants ,crusher plants, construction camps and offices etc is to ensure all legal requirements to keep higher quality and standards. Himachal State Roads Projec t ETA for lheog-Rohru Project Road All required clearances are to be obtained form the State PCB and the mining/industral department for establishing crushers and all other plant and camp sites. All these clearances, if observed properly will add to the quality of product, process and services. Exhibit 9.3 provides all required clearances by the Contractor. EXHIBIT 9.3 VARIOUS CLEARANCES REQUIRED FOR THE CONTRACTORS ESTABLISHMNTS IN THE SITE PCB Yes |YsYes Yes Yes Mining and No No YesNo No Geology Forestry Yes Yes Yes __Yes Yes Groundwater Yes Yes Yes yes yes department I Asphalt and hot - mix plants are required to be located at least 500 metres away from the nearest sensitive receptor (e.g. school, hospital). Dust control measures A routine concerted effort to control the roadside fugitive dust during construction is required. Road surfaces, excavation and construction sites will be sprayed to keep them moist for dust control. All trucks in the work sites carrying earth, sand or stone will be covered with tarpaulin sheets to avoid spilling. The provision for controlling the dust by sprinkling of water two times a day during construction has been included as an item in the Bill of Quantities (BOQ). The road surfaces should be cleaned using the 'vehicle/truck mounted vacuum cleaners' against the manual labour, which could result in large quantity of dust. The PUC certificates will be sought for the vehicles and machineries that are being used for varous purposes along the roadsides and ancillary sites. In addition to this, where ever there is an acute shortage of water for sprinkiling of water, contract cost provisions for reusable warning boards on dust related issues may be required to be posted at appropriate places as suggested by the supervision consultants.. The construction machinery and equipments are required to be filted with pollution control devices. These are to be checked at regular intervals to ensure that they are in working order. As already indicated in the previous section, crusher sites need to obtain approvals/clearances from PCB, Fire force, Police, Industrcy (for mining and geology), forest etc. Each of these licence or approval is obtained for keeping a certain level of standard with respect to safety, environmental pollution and environmental protection. The haul roads of these resources should be properly maintained to keep the moisture under control. 9.2.3 During operational phase Paving and provision of adequate side drainage in villages will significantly reduce human exposure to air pollution, including both vehicular emissions and roadside dust. Other than the regular maintenance of the roads with sound EMP measures, during operational phase no specific mitigation actions are required. The net air quality impacts during the operational phase would be reduced after widening and improvement of the Theog-Rohru road. Improvements in road surface condition and traffic capacity will remove the local congestion in the built up areas and improve to a smooth traffic flow; as a result there would not be any engine idling. There will be a much reduced air pollution with improved vehicle performance on a better road surface. Regular maintenance of the road during the operational phase will reduce any negative impacts to an absolute minimum. Inaddition refer section 9.3 Green barrier for sensitive noise receptors. 9.3 NOISE ENVIRONMENT 9.3.1 Pre-construction phase: During pre construction phase, no specific mitigation measures are required I limachal State Roads Projec t EIA for Theog-Rohru Project Road 9.3.2 Construction Phase During construction phase, Contractor should adhere to good machineries and must take all precautions to control noise pollution. (a) As a first step, to reduce noise, the project has specified the quality of equipments and vehicles that will be used during construction phase. This alone will alleviate noise levels to a great extent. (b) The DG sets should be erected with the approval of State Pollution control Board with good enclosures for controlling noise. (c) Controlled blasting is required along the forest section so as to avoid high noise levels during the use of explosives. Contractor need to contact local forest and wildlife authorities to seek their opinion or written permision if required to carry out blasting near the forest reserves espcialiy where there are larger presence of wildlife. Further storing, transportation and its use require considerable safety requirements and arrangements. Therefore the Contractor must resort to all safety guidelines and best practices. Near forest reserves Contractor shall use controlled/ silent blasting. Further a written permission will be required from the Forest department especially from the wildlife wing. (d) During construction phase, there wIl be an increase in noise levels due to large number of machineries and the conflict with the regular traffic requiring more honking of vehicle horns and more stop and go. Inorder to mitigate such impacts all equipments and machineries should be of international standard. These standard machineries are designed to produce acceptable noise levels only. Further, the licenses and permits required to operate these machineries will reduce the social impacts. (e) Permit or consent from PCB is based on many environmental factors. In case the Contractor wanted to operate dedicated crushers a number of licenses and approvals are required. The license from Fire force, Police, Forest, Mining & Geology also bring in adequate controls with an ultimate reduced noise level impact to sensitive noise receptors. (f) Discussion indicates the extent to which confining construction activities to social working hours (sleeping hours 10 PM to morning 8 AM) could mitigate noise impacts employing noise controlled construction equipment. There could be considerable noise impacts at crusher and quarrying (refers to rock blastng along the road sides) sites if no mitigation measures are considered. (g) Principal mitigation measures to mitigate noise impacts during construction phase of the HP project may include the provisions as shown in exhibit 9.4. Noise from crusher and quarry sites are also provided in this exhibit. EXHIBIT 9.4: MEASURES TO MITIGATE NOISE IMPACTS DURING THE CONSTRUCTION SOURCE Requirements that all exhaust systems will be maintained ingood working order; properly designed CONTROL engine enclosures and silencers will be employed; regular equipment maintenance will be undertaken. The requirement for Pollution Under Control certificates (PUC) not only for travel vehicles but also for machineries and equipments used for the construction phase shall be made compulsory. SITE Requirements that stationary equipment will be placed as far from sensitive receptors (i.e., stone CONTROLS crushers, mixers, etc.); disposal sites and haul routes will be selected to minimise noise impacts; and shielding mechanisms will be employed wherever possible. TIME AND Operations will be scheduled to coincide with periods when people would least likely be affected; ACTIVITY work hours and workdays will be limited to less noise sensitive times. CONSTRAINTS COMMUNITY Public notification of construction operations will incorporate social considerations and avenues to AWARENESS handle complaints should be included. Confining construction activities to social working hours and employing noise controlled construction equipments will mitigate noise impacts during the construction phase for the local population. The other measures include: Flimachal State Roads Projec t EIA for Theog-Rohru Project Road * Public notification of construction operations will incorporate noise considerations and methods to handle complaints. The construction and operation at certain locations may be required to stop for a while in order to avoid community impacts to the public (e.g. a procession to the cremation ground for burial and silent procession as marked respect for certain reasons etc). Although these activities are rare but human, occasionally even this community requirement has been violated. * As a site control, the stationary equipments will be placed as far away from sensitive receptors as possible (i.e. aggregate crushers, etc.); Identified debris disposal sites and haul routes to these locations will be selected to minimise objectionable noise impacts. * Operations will be scheduled to coincide with periods when people are least likely to be affected; work hours and work days will be limited to less noise sensitive times as far as possible. * The plants and machineries are to be set up way from the human settlements in order to avoid large-scale impacts to the community. As a control at the source level all exhaust systems be maintained in good working order; properly designed engine enclosures and silencers will be employed; and regular equipment maintenance will be undertaken. * During construction phase, noise barriers should be constructed for the identified silence zones provided in exhibit 5.18 . Specific design details of the noise barrer is provided in the Environmental Management Plan. Typical designs for noise barrers are provided in the EMP document.. These designs have two components. First one is a civil construction such as a soilid wall of 2- 2.5 m height and the second one will be of a three layered tree planting scheme which will act as a closed green barrier for the noise attenuation. Construction of noise barrer is either carried out in the begnning of construction phase or towards the end of construction phase. Mitigation at the sensitive receptor locations may include posting of signs prohibiting the use of horns and, to the extent possible, landscape planting to serve as green noise barriers. Effect of noise can be reduced considerably by the combined effect of sound insulating walls and green barriers. Neverthless putting of green barriers require at laest 2-5m additional space between the soild barrier and the receptor. Principle of the designed barrier is also explained in the design sections. Proposed project mitigation actions are cost effective and implementable when compared to the generally recommended expensive double glazed windows. Sound Insulating Walls for Silence Zones. Due to the difficult terrain conditions most of the identified receptor may not have sufficient space for the construction of noise barriers and planting scheme. It is also possible that all identified receptors may not require noise barrier due to the elevation difference. Alternatively it is not possible to construct noise barners due to space constraints. The designs of these arrangements were proposed with a brick wall to act as a sound barrier. The hospitals, medical centres, schools and other educational institutions are affected by the traffic noise. A number of schools and a few hospitals (total 8 structures) have been identified adjacent to the road corridor. The wall will be at least 2 m height with a width of 50cm. Green Barriers for Silence Zones These are simply a thick layer of green plantation with small leaves acting as noise attenuates. These trees may be planted just "inside" and adjacent to the wall. Contractors will be responsible for the implementation of the civil work. Tree planation will be carried out by the forest deparment under the tree planting scheme of the project. The implementation aspects are provided in the respective EMPs. In addition to the noise mitigation, the thick green barrier will also act as an air quality filter for traffic emission. A typical green barrier of 100 m length will have 300 trees in three rows. Noise mitigation techniques will be employed as may be warranted at each of the sensitive receptor sites tabulated in exhibit 5.12. Definitive noise levels will be empirically determined at each site and selection of the mitigation technique will be made on a site-specific basis in consultation with property owners. Co-ordination and implementation will be the responsibility of the Environmental Officer of the Construction Supervision consultants (CSC). Mitigation costs have been estimated as a part of the environmental costs of the project. Exhibit 9.5 provides the various sources of noise during construction phase. Ilimachal State Roads Projec t EIA for TIheog-Rohru Project Road EXHIBIT 9.5: THE SOURCES OF NOISE POLLUTION DURING CONTRACTORS ACTIVITIES AT SITE Contractors Quarries Crushers Borrow WMM Hot mix Construction camps establishments areas ant lant (Office / labour camps) Monitorng agency - Yes Yes Yes Yes Yes Yes PCB______ PWD shall monitor the noise impacts during the post construction phase. 9.3.4 Operational phase Impacts During operational phase, due to various up gradation work along the road, congestion will be removed and the noise levels will be reduced. Project has proposed noise mitigation measures for all sensitive receptor areas. Anticipated noise levels due to the increased traffic are to be controlled /minimised or mitigated for at least to the sensitive receptors. 9.4 BIO ENVIRONMENT Depending on the final drawings for road widening, the total forest land requirement could be a potential impact during construction. The operational impact includes an increase of Wildlife/ traffic conflict to a higher magnitude (entire HP road sector development in mind) stage. Due to the improvement of the road and the consequent increase in the speed per km will lead to increased wildlife/traffic collision. This could be an irreversible impact. A bio diversity impact assessment (BIA) had captured all important specific issues relating to biodiveristy that requires engineering intervention as well as other management interventions. The location specific mitigation measures will be provided separately with a variation order in the exising contract provisions so as to include all bio diversity recommendations. 9.4.1 FLORA 9.4.1.1 Pre-construction phase The tree felling shall be carefull so as to restrict to only those trees that would be coming under the construction zone. Those that are identified along the unpaved shoulder will have to be retained. Neverthless if any tree is found to be unsafe for traffic as well as pedestrians then such trees need to be identified and removed in consultation with all concerned.. Those trees that can be saved by retaining them on the embankment slopes need to be retained provided it is not a health hazard. Exhibit --- Estimated number of trees saved during the optimisation of the final alignment Location Trees originally No of trees saved durng No of trees saved by Total no of trees saved planned to fell as per the avoidance of dropping of after the optimisation of the first design widening at certain realignments the alignment specific locations Theog-Rohru 5000 2000 500 2500 9.4.1.2 Construction phase (a) During construction phase, Contractor should not allow the labourers to encroach the forest reserves. Labour force may venture in to forests reserves for various requirements including for fire wood and poaching. Consequent losses cannot be determined as it depends on the number of persons, loss of trees and their important. Some of the flora could be rare or endagered category. (b) The blasting should be controlled blasting so that trees, shrubs and other vegetation in the nearby areas would not be impacted (c) Drainage provisions are provided based on the natural drainage facilities already available so that severe erosion will not lead to the exposure of root systems and consequnet felling of treees and other vegetation. CD structures have been provided with system that will not lead to underscouring action of the outfalls. (d) During construction phase, Contractor should adher to good machineries and must take all precautions to control noise pollution especilly near the forest rserves. Himachal State Roads Projec t EIA for fheog-Rohru Project Road Other construction phase measures would depend on the BIA study that has been recently completed to address all related specific issues. 9.4.1.3 Post construction phase PWD shall monitor the impacts to flora during the post construction phase 9.4.2 FLORA RELATED CHARACTERISTICS OF THE PROJECT ROAD 9.4.2.1 Pre-construction phase All trees that have been cut and removed will be accountable as per the forest laws and efforts will be maintained to plant double the number of trees according to the tree plantation strategy appended to the Environmental Management Plan (EMP). Total number of trees that will be removed durng pre-construction phase will be 1670 nos. In addition to this 1418 trees located with in the forest reserves will also be removed. This will require planting of more than 10,000 trees along the sides of the newly constructed project road or in other nearby locations. As per the consultation with Divisional Forest Officers (DFOs), forest range officers and BIA studies other than the Deodar trees none of these trees are falling in the endagered category. 9.4.2.2 Construction phase Indigenous species of trees are most suited for the plantations. Inorder to make it tourist friendly and beautiful same types of trees should be planted in the same location so that for certain intervals say every km, trees would change to new species. Since the area has extensive dense forest sections, a very detailed study has been undertaken by a bio diversity expert. These recommendations are provided in the separately bound BIA report This part of the study also contain a management plan for bio-diversity related issues. 9.4.2.3 Post construction phase Trees planted once will be miantained at any cost for the full growth atleast for a perid of three years. A programme of compensatory afforestation has been proposed, not only to replace the trees, which will have to be cut to accommodate road widening and improvements in geometrc design, but also to upgrade the condition of adjacent areas. Trees will be re - planted at a rate of three for each one removed depending upon the location. A tree - planting strategy has been developed which will meet all compensatory tree planting that will be cut during the improvement of the roads including private trees. The cost provisions will be included in the EMP and BOQ. EXHIBIT 9.6 TREES RECOMMENDED FOR PLANTING Si No Mcin Species 1 Deodar 2 Kail 3 Cheed 4 Baan 5 Rai 6 Mohru 7 Kaamal 8 Kunish 9 eyelenthis I limachal Statc Roads Projec t EIA for 'I'heog-Rohru Project Road Tree felling in other sites such as borrow areas will be accommodated by the Contractor in the borrow area management plan. 9.4.3 FORESTS 9.4.3.1 Pre-construction phase Most of the impacts to trees and forest will takes place during the pre-construction period. During this phase all envionmental clearances from the agencise such as Forest department, PCB, MOEF etc shall be obtained in due advance and all terms and conditions under the clearance agreement shall be enforced. The process has been initiated and the clearances are expected within a period of three months. 9.4.3.2 Construction phase In order to address all issues relating to management of impact to forest sections, EMP provdes a management plan to protect the forest reserves from all type of impacts . This will remain as a guideline to the Contractor and to the Construction Supervision Consultants (CSC). (a) Impacts to forest reserves will be contained during the construction period to ensure that labour force does not encroach to forest areas. (b) Contractor shall not use the forest area or immediately adjoining forest area for any purpose relating to the contract work such as (i) establishment of camps, hotmix plants, wmm plants etc (ii) for construction water (iii) for construction material (soil or rock) (iv) for disposal of waste , debris or any other construction related materails (e.g scarified bitumenous materails, cotton waste, used oil tins etc) ( v) plucking or harvesting of forest produce (fruits, flowers etc) (c) Other than the proposed road construction activity, all activities mentioned in para (b) above shall be carried out at least 500 m away from the forest reserves. (d) Since the project will be implemented under the International competative bidding (ICB); accoording to the country Bio-divesrity act (Refer Chapter 3.0) the use of plants or part of trees or plant will be permitted only as per the Biodiversity Act. Inthat matter the labour faorce should not be acting as a channel of clandestine conduit. More over most of the medicinal plants are under threat category. 9.4.3.3 Post construction phase PWD and Forest department will make sure that all efforts made are good and any failure should be corrected with in a reasonable time. PWD should ensure that the compensatory tree planting budgete has been utilised properly within a reasonable time frame as this would be accounted and reviewed in case the State goes for future international funding. All the trees planted according to the Tree plantation plan will be monitored and any trees lost shall be replaced within in an appreciable time. 9.4.4 ENDANGERED FLORA- MITIGATION MEASURES 9.4.4.1 Pre-construction phase Nothing identified so far. Therefore no mitigtion measures are considered warranted. Recomendations of the BIA has been separately provided.with cost provisions in the BOQ attached to the EMP. 9.4.4.2 Construction phase Need to make sure that contractors construction related activities are not impacting the endangered flora and fauna of the region. Elabaorate constrcution supervision arrangements have been provided to implement the project. Himachal State Roads Projec t EIA for Theog-Rohru Project Road In addition to the compensatory tree planting trees will be planted along the 1.3 kms of realignments as provided in the site specific plans and related cost estimates. No other measures are considered warranted at this stage. 9.4.4.3 Post construction phase Trees planted immediately after the construction phase if not maintained properly will not be survived. Therefore adequate watering and protection mesaured are incorpoirated to protect the newly planted trees at least for a period of three years. The compensatory afforestation part relating to land acquistion will have a seven year maintenance and protection period. Other than this no impacts are anticipated and therefore no mitigation measures are required during post construction period. 9.4.5 FAUNA AND PROTECTED AREAS 9.4.5.1 Pre-construction phase Since no protected areas are located within the PIA, no mitigation measures relating to PAs are considered warranted. Nevertheless keeping the larger wildlife presence in the PIA in mind, protection of all faunal species needs to be ensured according to the recommendations of the separately bound separately provided BIA study report. 9.4.5.2 Construction phase It is necessary to ensure that no loss of faunal species especially those in the endangered category takes place during the construction phase. More than 10,000 trees will be planted as compensatory tree planting. The forest department will be paid for the forest land to be acquired. Similarly budgetory provisons has been integrtaed to the EMP costs. 9.4.5.3 Post construction Phase Bio-diversity conservation requires complete cooperation of the Forest/Wild life department and the Public works department. A joint working group should at least meet annually to discuss the various issues of each department and need to find joint strategy to resolve all issues relating to wildlife. However final recommendation of the BIA report needs to be taken in to account prior to the finalisation of these recomendations. 9.4.6 COMMONLY FOUND FAUNA The entire PIA of the road segments considered in this report has got wildlife presence as indicated in the baseline chapter and BIA report. Other than those mentioned in the above sections, no special mitigation measures are considered warranted. 9.4.6.1 Pre-construction phase Other than the recomendations in the above sections, no other special mitigation measures are considered warrranted. The BIA study, recommendations needs to be implemented. 9.4.6.2 Construction phase The recommendations of the BIA study relating to posting of information boards etc needs to be implemented. BIA study has pinpoint certrtain areas ( Exhibit 9.10) where wildlife movements are being noticed by varous stake holder groups. Ifimachal State Roads Projec t EIA for T heog-Rohru Project Road Other than the mitigations measures recommended in the sections above, no other special mitigation measures are considered warrented. 9.4.6.3 Post construction phase A concerted joint efforts shall be undertaken by PWD and the forest department to implement joint programmes and projects to reduce any loss of wildlife especially those that are endangered and vulnerable. Various mitigation measures implemented by the project and a vigil from the forest department side should ensure that no faunal species are lost due to the sectoral conflict. The consultation has indicated presence of several wildlife species in the region. 9.4.7 ENDANGERED FAUNA 9.4.7.1 Pre-construction phase A bio-diversity impact assessment study has been carried out to explore the impact to endagered fauna in the region. Recommendation of the study will be implemented under a spacial variation order for the contract to implement the mitigation and avoidance measures. 9.4.7.2 Construction phase Recommendations of the Bio-diversity studies will be implemented. 9.4.7.3 Post construction phase Recommendations of the Bio-diversity studies will be implemented. 9.4.8 BIO DIVERSITY 9.4.8.1 Pre-construction phase Recommendations of the Bio-diversity study will be implemented. 9.4.8.2 Construction phase Recommendations of the Bio-diversity studies will be implemented 9.4.8.3 Post construction phase Recommendations of the Bio-diversity studies will be implemented 9.4.9 Eco - SENSITIVITY- MITIGATION MEASURES 9.4.9.1 Pre-construction phase Based on the sensitivity analysis provided in the baseline and impact chapter adequate measures are be undertaken. The siting of labour camps, crushers, WMM Plant, Hot mix plants etc need to be away from the forest areas as provided in the earlier sections. All clearances shall be obtained at this stage prior to constrcution work. Himachal State Roads Projec t EIA for Theog-Rohru Project Road 9.4.9.2 Construction phase Silent blasting would be necessary if there are significant faunal species inthe region. These requirements are well specified in the Contract documents. Prior to blasting, contractor shall meet the wildlife officer or DFO of the respective divisions to get his verbal or written advise. 9.4.9.3 Post construction phase Lots of information boards are required to avoid wildlife /traffic conflict. The mitigation measures if any implemented shall be maintained to get maximum benefit. Locations of such boards have been identified by he just concluded BIA study. 9.5 WATER ENVIRONMENT Construction water requirement will be a major issue for the road widening especially between Theog and Chela as there is hardly any source of water available along or near the project road. Surface water will also be available for a shorter monsoon period between July and December. 9.5.1 SURFACE WATER-IMPACTS Adequate planning is required to find a credible source of continous supply of water for construction. 9.5.1.1 Pre-construction phase Contractor need to prepare a comprehensive plan for obtaining continous and steady supply of construction water. In order to make it implementable this is attached to the contractors work plan and preliminary approvals for notice to start. Since springs and small stream water cannot be used for meetng the construction water, the various possibilities are indicated in the guidelines provided in the Vol 2 EMP report.. None of the identified sources are good enough for meeting the construction water requirements. Contractor will have to experiment with multiple options. The plate 9.2 is typical example of such an arrangment that is feasible and the Contractor need to resort to this activity on a war footing basis immediately after signing the contract with the permission of all authorities. (a) stream water harvesting (surface water sources) _____iIII'__P_'111 11 I . , 0-15 Giri River at Chela Existing water sources especially drinking water sources should not be tapped for construction. Construction of one or more tanks similar to the one shown in the plate 9.2 10 - 30 15 km down stream to Chela No springs, bore wells, or streams should be used for construction purpose 60-90 Pabbar river at Rohru Construct small tanks on the river bed to store water Ilimachal State Roads Projec t ElV for l'heog-Rohru Project Road PLATE 9.2 TYPICAL WATER HARVESTING STRUCTURE ALONG THE RIVER BED 3J - - . . h-S - Stream water harvesting shall be carried out when there is plenty of surface water flow in the stream. In no circumstances shall the Contractor harvest the lean flow water during the summer months of JuLy to September. Similar arrangements can be made in all small streams so that water may not be a problem for construction. ( b) Rainwater harvesting Further rain water harvesting tanks need to be constructed in the valley areas to tap the rainfall-runoff .A model tank can been seen near Kufri near Shimla where in huge quantity of surface water has been stored. (c ) Harvesting of Snow water melt run off Since the entire road section is snowfall region, Contractor can construct a number of structures to harvest the Snow melt run off. Some of this could be eventualy used during the post construction phase also. No mitigation actions - considered warranted during pre-construction phase. 9.5.1.2 Construction phase All efforts shall be made to ensure that construction water is drawn from legitimate sources without affecting the normal life of the people. Himachal State Roads Projec t EIA for Theog-Rohru Project Road PLATE 9.3 WATER FLOW OF GIRI RIVE AT CHELA BRIDGE ------ .J- I- =- - X F - - ' ~08/02/1200 Still there could be problem to meet the dust suppression requirements along this alignment. This can be dealt with a much more judicious way. According to the EMP, dust suppression requires lot of water during construction phase. The sprinkling of water to suppress dust shall be restricted to two time a day. Further adequate number of warning sign boards shall be erected at all needed locations so that the road users can take all precautions. 9.5.1.3 Post construction phase It is necessary to ensure that Contractor clean up all his operation and close with good engineering practices in mind. This will be achieved by an elaborate institutional set up for monitoring the construction activities of the Contractor. On the long run, there would be an improvement in the quality of water due to good implementation of the project. 9.5.2 SURFACE DRAINAGE 9.5.2.1 Pre-construction phase No mitigtaion measures are considered warranted at this stage 9.5.2.2 Construction phase Cross drainage (CD) structures will be improved/widened / replaced in accordance with the standards of the Indian Roads Congress (IRC) code IRC SP35-1990. All CD structures will have to be connected to natural drainage channels principally to avoid major erosion from land areas. Adequate numbers of new CD works are provided in the design drawings wherever the new alignments (Refer Chapter 2) are proposed. Complete details of the CD structures are provided in the Chapter 5. The non perennial streams located very close to the roads should be protected and no construction waste shall be allowed to dump on the stream beds. Care should be taken in design to ensure that the road drainage provisions and the new embankments do not alter the current status of the natural streams and rivers. Contract provisions have been incorporated in the bid documents to ensure that construction camps and other potential sources of secondary impacts are properly cited and provided with drainage and waste water facilities. The provisions for waste disposal at service centres and construction labour camps are included as environmental mitigation costs. The same have been included in the Bill of Quantities (Bill No 11). During construction period, no IFlimachal State Roads Projec t EIA for Theog-Rohru Project Road accesses to natural water bodies are allowed for vehicle cleaning to avoid water pollution. In addition to this, a number of culverts are to be widened to accommodate the design width and a number of culverts are to be reconstructed. The improvements to all drainage structures including cross drainages and longitudinal drainages is to ease the free passage of flash flood water and reduce scouring and bed erosion. The design of CD structures has incorporated concrete step provisions in the outfall region of the CD to avoid deep scouring and erosion of the earth materials that could endanger even the base of the road. Management plan has provided necessary contract provisions in the bid documents to ensure that construction camps and other potential sources of secondary impacts are properly cited and provided with drainage and wastewater facilities. More over Contractor need to provide a series of focused mitigation plans prior to the start of actual construction work. Appropriate cost estimates for implementation and monitoring have been included in the EMP. Waste disposal along the side of the bridges is an area of great concern. In order to negate or control this activity a number of new potential locations have been identfied along the oxbow lands from a list of such sites available according to the exhibit 7.2. 9.5.2.3 Operational Phase. During operational period, regular cleaning of choked/blocked or damaged drainage provisions are necessary to avoid the operational impacts especially damage to the project road that has been constructed under this project. This will require additional budgetary provisions for regular maintenance after five year mantenance period that has been already incorporated in the project. The exhisting culverts have been improved or will be reconstructed to take care of the increased runoff, or correct the existing drainage problems or to reduce/control the action of running water on the newly constructed roads. The construction of culverts (CD strutcures) will be for the full formation width. 9.5.3 GROUNDWATER 9.5.3.1 Pre-construction phase Contractor need to obtain approval from the State groundwater department (Irrigation abd public health Engineering department ) for any withdrawal of groundwater for construction works. No impacts are anticipated to the quantity or quality of the groundwater in the region during the pre-construction stage . 9.5.3.2 Construction phase There will not be any depletion of groundwater sources or any quality issues due to the construction and operation of the project. There could be impacts if the contractor resorts to groundwater for meeting all construction water resquiremnts. This shall not be allowed in any case untill all clearances and local consultation inputs are in place. One spring source will be impacted at Chinage . Mitigation actions for drinking water provisions are providedb in the RAP. Since the spring will be impacted, it is not sure the post cosntruction scenario of the spring location and its discharge. 9.5.3.3 Post construction phase No special mitigation efforts are required. The water sources of the Contractor need to be sealed or handed over to community for the continued use or else it could be a source of contamination of deep groundwater. If this is not possible it has to be closed for avoiding a contamination point for groundwater. 9.5.4 SUBSURFACE DRAINAGE 9.5.4.1 Pre-construction phase No mitigation measures are required to change in subsurface drainage conditions 9.5.4.2 Construction phase Ilimachal State Roads Projec t EIA for lheog-Rohru Project Road During construction phase, the cutting of the hill towards the hillward side could cut in to subsurface aquifers and the water could come out in the form of new springs. This will have larger consequences of drying of the water sources up hill and could affect the water resources, vegetation or forest trees depending on the location of such occurences. Since such major occurences are rare, and unlikely to occure, such types of impacts and resultant mitigation measures are not considered warranted. Neverthless small scale springs that could be developed during construction phase need to be protected and developed for the community ues. 15 locations along the 80km long road has been provided with cover drain of 13.59 km. Depending on the location and the requirement drain has been provided on one side or both side of the cross section. 9.5.4.3 Post construction phase If any new springs are evolved, this should be properly developed and protected for regular continuous supply of cool water for vehicles and travellers alike. 9.5.5 WATER QUALITY 9.5.5.1 Pre-construction phase No mitigation efforts are required at this stage. The workshops and the related activities at chain age 70.000 at Hatkoti are generating lots of POL waste (Petroleum, Oil and lubricants as shown in the plate 9.4). Naturally this will be taken to water bodies during early monsoons. This has to be relocated and all possible pollution sources should be contained. A number of locations have been identfied along the oxbow lands (the realignment locations) to shift this kind of activities. PLATE 9.4 WORKSHOP LOCATION AT HATKOTI SHOWING HIGH LEVEL OF SPILLAGE OF POL -- 7 =-m-1- - , 1J -, 08/02/2006 During construction phase, all efforts shall be maintained to clear debris and excess soil material, else this could be carried away by the rainwater polluting streams nearby and in the reservoirs adversely affecting to the quality of water. Soil will be very often mixed with POL from the construction site. An effective traffic management plan is also necessary to avoid any spillage of hazardous materials. The longitudinal drainage on the hillward side has been provided throughout the road lengths with covered drains in the Urban and semi-urban areas. Improvements in side drainage on the hillward side will result in significant improvements in human health conditions in virtually every community along the alignment by reducing human contact with pollutants and sources of disease. IFlimachal State Roads Projec t FIA for fheog-Rohru Project Road The CD structures should not be drained to the agricultural and horticultural farms or to the immediate vicinity of houses and huts of the villagers. To avoid such cases either the location of the CD need to be changed to a suitable place or a lateral drainage line should be added in the valley side until it reaches to a natural drainage channel or a stream. Although such cases have been eliminated over a period of optimisation of the alignment, any such cases will be taken care of by the Contractor and the Construction supervision consultants (CSC) as mentioned in the Environmental Management Plan. 9.5.5.3 Post construction phase Other than routine maintenance no other mitigation efforts are considered warranted. Entry of vehicles to natural water bodies needs to be closed for all vehicles to avoid potential pollution to natural water bodies. No other mitigation measures are considered warranted. 9.5.6 DRINKING WATER SOURCES 9.5.6.1 Pre-construction phase All wells that wIl have to be relocated; temporary alternative water sources (e.g. new wells, trucked potable water) will be provided to ensure that local residents have ready daily access to clean water. There will be no net loss of water access points. New wells and hand pumps will be provided as specified by the Resettlement Action Plan (RAP) that is being prepared. In the project corridor, most of the wells (35 out of 77) and hand pumps will have to be removed because of improvement in the available corridor width. The loss of existing private hand pumps is included in the RAP for compensation and these will be replaced as a rehabilitation measure. It is also advised to provide drnking water sources to the respective sides if the community in case they have to cross the road to left or right in such a way that no crossing takes place to fetch water. This measure is for the safety requirement. 9.5.6.2 Construction phase However placing of the wells must be in consultation with the State groundwater authorities or to avoid well interference. There is scarcity of water in the area. Therefore all water issues must be dealt with carefully. Therefore no other mitigation measures are considered warranted. Placing of well for construction water must be away from the existing water sources of the local commmunities, else it will lead to drying of the community drinking water sources. Construction shall not be allowed to start until alternate drinking water sources have been arranged in consultation with the affected people. In case of drying up of any new wells; after the construction and handing over of the wells; Contractor need to arrange truck supply of water, until new arrangements are completely operational. Water sources will be properly developed/enhanced (Chapter 10 and design drawings provided in the separately bound EMP) for the proposed road considered in this report in order to meet the drinking water standards and other hygiene requirements. In case any newly provided water source failed to provide the required minimum quantity of potable water or if the new source goes dry, new water sources should be placed. Until new source become operational new truck water supply should be supplied. 9.5.6.3 Post construction phase Maintenance of all newly constructed water sources by handing over them to the water supply department or to the local panchayths to take care of the maintenance issues. 9.5.7 FLOODS Both longitudinal and cross drainage improvements are an important part of the road up gradation. This will reduce inundation along the project roads otherwise affecting the free flow of traffic and damaging the road surface and the embankments. All necessary contract provisions have been provided in the contract documents and also in the EMAP. Himachal State Roads Projec t ETA for Theog-Rohru Project Road The isolated cloud bursts are the main source of flash floods in the region. Although there are no special mitigation measures to contain this, the proper maintenance of the road net work and drainage structures would reduce the negative impacts to a bare minimum. lmmmediately after the construction, the Superviison consultants and the PWD must ensure that the Contractor has closed all his operations in a manner that uphold the National, regional and local environmental management requirements. Maintenance of the drainage structures built during the construction period for the required performance is the key mitigation measure required. The PWD should make sure that the work carried out is satisfactory and any damage should be cleared during the defect liability period of the Contractor. PLATE 9.5 PABBAR RIVER NEAR TO ROHRU 08/0 2/2006 As stated earlier in Chapter 5 the land use along this corridor is of mixed nature including agriculture, horticulture, commercial, residential, and commercial cum residential. The accurate surveys and accurate markings and systematic planning and negotiations will lead to land use changes to a minimum level. Any additional land available must be put to use for productive purposes. Mitigation related to land acquisition and resettlement will be undertaken as specified by the Resettlement Action Plan (RAP). 9.6.1.2 Construction phase During construction phase all contractors activities should be within the construction limits. Even in the secondaray construction sites like borrow areas, quarry areas and water source points the contarctors activities should not be outside the limits set by the Contractors management Plan. There shall not be any unnecessary disturbance to the near by agncultural areas, built up areas etc. Incase of any such issues it will be cleared within the shortest period in consultation with all concerned. Potential community impacts related to economic growth are closely related to land acquisition, aesthetic and landscape considerations; noise, air quality, etc. Other than the mitigation noted in these areas, no additional mitigation actions are considered warranted. 9.6.1.3 Post construction phase Immediately after the construction phase, it is necessary to ensure that no further detedoration or major land use changes such as ribbon developments takes place ina manner that will jeopardise the interests of the State. I-limachal State Roads Projec t EIA for Theog-Rohru Project Road 9.6.2 AGRICULTURE AND HORTICULTURE- MITIGATION AND AVOIDANCE 9.6.2.1 Pre-construction phase Other than those envisaged in the RAP, no special mitigation measures are required for the loss of productive agricultural land due to road widening and improvement. 9.6.2.2 Construction phase Top soil from the construction area shall be collected and used in the agricultural area. No dumping of wastes or debris is to be allowed in the agricultural area. No activities including the trees trunks and timber be allowed to store in the agricultural area. Plate 7.6 is an area (example) where the Contractor need to provide parking facilities. Otherwise this will ultimatley become a bottleneck during the season and also could lead to major accidents. Even if there is no budgetory provisions, some of the areas could be left as it is as a parking area with earthen or gravel base. This can also be used as loading and unloading area for apple crop during harvest season.. Other than those mentioned above and the improved access to the agricultural areas, no additional mitigation or enhancement measures are required. 9.6.2.3 Post construction phase During post construction stage, agriculture and horticultural activities will be positively benefited from the better roads, connectivity's, parking facilities , loading facilities and over all the social amenities such as comfort stations, rainsheltor, bus bays etc. 9.6.3 INDUSTRY 9.6.3.1 Pre-construction phase No mitigation measures are considered warranted. 9.6.3.2 Construction phase All access areas to the industries will be temporaraily impacted.. Access need to be provided to all such industrial sites and locations. 9.6.3.3 Post construction phase During the post project scenario, industries will be benefited by better transportation and connectivity. 9.6.4 HUMAN HEALTH & SAFETY -MITIGATION MESURES 9.6.4.1 Pre-construction phase Preparation of road safety, traffic management and accident management plan by the Contractor is to take place at this stage as a part of th contractors work plan. Because of the apple season, the construction scheduling is very important along the project road. 9.6.4.2 Construction phase During the construction phase proper Implemenation of the road safety plan will be ensured by the supervision consultants. Contract requirements have been included, which require construction operators to attend to the health and safety of their workers, maintain and cleanup campsite, and respect the rights of local landowners. As a part of desease Himachal State Roads Projec t EIA for Theog-Rohru Project Road prevention, display of the health posters on HIV ad other STDs and regular check up and quarterly awareness camps will be conducted. The list of personnel protective equipments (PPE) measures are provided in EMP. If located outside the ROW, written agreements with local landowners for temporary use of the property will be required and sites must be restored to a level acceptable to the owner within a pre-determined time period. Contractor, pror to the establishment of the camps, will have to develop the workers camp restoration plan to the satisfaction of the Construction Supervision Consultants (CSC) or the Engineer. Road safety, accidents and traffic management plan preparead by the Contractor need to be implemented with very strict supervision. During the planning phase, penalty clauses are being considered for effecting the most stringent implementation measures. Consultants must ensure that all workers are insured according to the law of the land. 9.6.4.3 Post construction phase During post construction phase, enforcement of all laws and regulations are important with regards to the following, (a) Bus Stops and (Bus Lay- Bys) Bus bays have been included in the design to avoid the stopping of buses in the middle of the road. The location of bus stops should provide sufficient space to the commuters, especially the school children, to safely wait. The arrangements should be for the safety of road users especially the pedestrians should be safe from both approaches. There are numerous locations, which require bus stops. These are provided in the design drawings at the location provided in the exhibit 9.7. An attempt was made to provide the bus shelter on either side, of the centre line so that weaving of the vehicles using the bus shelter would not impinge on the free and safe movement of the traffic. However due to restriction in site condition either due to heavily builtup or topography there are instances where this facility is provided only on one side. It may happen at locations, there may not be enough space to build the rain shelter due to available width and the permanent structures in such cases only bus bay is provided. A detailed schedule is provided in the drawing volume. The introduction of driver education should enable buses to rejoin the traffic stream without any belligerence or danger. EXHIBIT 9.7 BUS LAY BYS PROVIDED AS PER THE DESIGN 3.12 RHS 3.5 LS - 59.00 LHS | 16.95 RHS 3 LHS 61.00 LHS 18.70 LHS 4.0 LHS 63.20 LHS 21.09 LHS 41.90 LHS 64.60 LHS 21.70 LHS 43.25 LHS 66.40 LHS 23.53 LHS 48.50 LHS - 68.90 LHS 23.75 LHS 50.10 LHS 69.90 LHS 26.35 LHS 51.70 LHS Rohru Town LHS RHS 29.22 RHS 54.25 LHS 34.50 LHS 56.18 LHS 37.60 LHS 56.60 LHS Fltimachal State Roads Projec t EIA for 'fheog-Rohru Project Road PLATE 9.6 PARKING AREA REQUIRED AT THIS LOCATION Ap I, , -0J8/012/2006' (b) Parking areas -mitigation measures The existing parking areas have been identified and provided inthe corresposing baseline section 5.6.4 inexhibit 5.39. Besides, the project has identified a number of locations where parking areas can be developed. These are provided inthe Chapter 10 Environmental enhancement. (c ) Disposal of Solid Wastes/Municipal Garbage Wastes in Market Areas-mitigation measures During operational stage, PWD should encourage the local Municipal/Panchayath Authorities to provide existing panchayt land or to acquire additional land away from the project road corridor for solid municipal waste disposal and adopt hygienic systems of solid waste collection and disposal. Neverthless the project has idenified a number of oxbow land locations that could be suitable for muncipal solid garbage disposal areas. In order to avoid encraochments the boundaries must be clearely maked. All these details are provided in the Chapter 10 Environmental enhanceement. Refer the existing municipal solid waste disposal areas inthe corresponding baseline section. (d)Pedestrian Safety-mitigation measures Storing of construction material shall not be allowed on the valley side The road safety component of the project has noted the need for the increased pedestrian requirements. Therefore increased safety features have been included in the road design especially for the urban areas, schools and hospitals etc. Locations which are highly built up and it is anticipated with pedestnan movement the covered drain with side walk has been proposed. Inthe locations where the drains out lets are not available , covered footpath with side walk has been proposed. Intotal 15 locations along the 80km long road has been provided with cover drain of 13.59 km. Depending on the location and the requirement drain has been provided on one side or both side of the cross section. Road Himachal State Roads Projec t ElA for Theog-Rohru Project PLATE 9.7 PARKING AREA REQUIRED AT THIS LOCATION .... ~ p I /U 2/2UfJ Un EXHIBIT 9.8 PROPOSED COVERED DRAIN LOCATIONS WITH SIDE WALK 1 17.50 17.92 0.84 2 21.67 21.82 0.30 3 23.80 24.02 0.45 4 24.10 24.56 0.92 5 28.48 28.70 0.44 6 30.60 30.80 0.40 7 48.20 48.35 0.30 8 78.90 79.10 0.40 9 79.90 80.60 1.40 The capital investment needed to carry out this project is aimed not only at improving the infrastructure to service State development but also to bring major improvements in the efficiency of the existing roads and to improve the quality of life for road users. The anticipated improvements should result in improved efficiency and a reduction in road traffic accidents with greater travel enjoyment to all road users. This will dependent upon implemention of the recommended safety measures. 9.6.5 ARCHAEOLOGICAL AND CULTURAL RESOURCES-MITIGATION MEASURES 9.6.5.1 Pre-construction phase The contractor's plant sites and construction sites need to be planned and implemented. The project will impliment the Cultural Property Rehabilitation Plan (CPRP) to mitigate or minimise the impact to the cultural properties. Since there are no direct impacts to the Arcaeological structures identified near Hatkoti, no mitigation or prevention measures are considered warranted. site to As an avoidance measure, the centre line of road has been shifted eight metre away from the archaeological avoide all impacts to this important structure. will be Neverthlees enhancement measures have been planned for the sites as described in the Chapter 10. This implemented in consultation with the State Archaeological department. Flimachal State Roads Projec t EIA for 'heog-Rohru Project Road 9.6.5.2 Construction phase Wherever required improvement must be carded out for access roads to temple, Gurudwaras, Ashrams etc. A cultural property rehabilitation specialist is to work on the various mitigation and enhancement measures. At Theog there are three archaeological sites fo which the access road will be provided. Provisions to avoid such impacts are incorporated in the project contract documents. 9.6.5.3 Post construction phase Other than the placing of good signboard and maintenance of the enhancement work carded out by the project as suggested by the EMP, no other specific mitigation measures are considered warranted at this stage. 9.6.6 ToURISMS AND PILGRIMAGE 9.6.6.1 Pre-construction phase It is necessary to ensure that construction period should not adversely affect the regular flow of toursts and pilgrimages. A road safetyy, accidents and traffic mangemnet plan should be prepared at the pre-construction stages. The guidelines for the preparation of the plan is provided in the EMP. 9.6.6.2 Construction phase Other than the implementation of cultural property rehabilitation plan, road safety , accidents and traffic mangment plan no other specific mitigation measures are considered warranted. The Environmental enhnacement measures are provided in the Chapter 10 and also in EMP with design and cost provisions. 9.6.6.3 Post construction phase During the post construction phase more people from the region that includes Punjab, Harayan Delhi and Uthranchal) is expected to visit the Hatkoti matha temple, Giri Ganga and Khara pathar and Jubbal palaces. Besides this the tourist get an additional one day memorable tdp to all these places by placing themslves in Shimla Hotels. A number of measures that are planned in the project will allow enhancement of toudsm opportunities. This includes * Overall road safety programme * Aesthetically appealing road corridors during operational stage of the project * Improved parking space, * bus lay bys, truck lay bys etc * Rain shelters * Development of oxbow lands * Development of comfort stations where ever required * Development of community spaces and parking areas. Many road safety measures such as bus lay - bys, parking areas and development of oxbow lands also contribute to tourism prospects. A detailed account of these measures together with their costs is mentioned in Chapter 10 Environmental enhancement measures and in EMP. Tourism department should be directed to promote the one day visits to the various tourist attaractions along the project road. This include snow fall (in winter months) Apple orchards in apple season, all pilgrimage sites, archaological sites and the beautiful deodar forests. Department should also promote cold bathing facilities in the river near the Hatkotti matha temple as a part of the pilgrimage especially in summer months. Project Road Hitnachal State Roads Projec t EIA for Theog-Rohru 9.6.7 TRANSPORT 9.6.7.1 Pre-construction phase No specific impact mitigation measures are considered warranted at this stage. A road saffety, accidents and traffic management plan is to be prepared by the Contractor. 9.6.7.2 Construction phase A good efficient roadsafety accidents and traffic management plan implementation is a pre-requisite for the 7 construction plan. This should be in line with the IRC road safety plan" requirements. 9.6.7.3 Post construction phase No specific mitigation efforts are considered warranted for the positive impacts. 9.7 DESIGN ALTERNATIVE EFFORTS AND PROJECT SPECIFIC MITIGATIONS The mitigation efforts that have been incorporated into designs focused on (1) minimising the need for resettlement and (2) implementing safety measures. bus Safety issues have been addressed in a vareity of methods such as provison for Bus lay bys, realignments, the sheltor, realignment of culverts and bridges and additional parking areas. Above all lining and signing of alignment after completion of the construction works will also be part of the design. Bus lay bys are built into designs. Details are provided in the Environmental enhancement Chapter 10. to All accident - prone areas like urban areas and the vicinity of schools and hospitals were identified and included the extent possible for provision for pedestran facilities like raised footpath as well as being recommended for the imposition of speed limits. IRC Road safetv and construction management plan 2000 I limachal State Roads Projec t ElIA for Theog-Rohru Project Road 9 TOURISM, PILGRIMAGE AND ENVIRONMENTAL ENHANCEMENTMEASURES The State of Himachal pradesh is often refered to as 'DEVBHOOMI' meaning land of gods. This surely provides an indication with regards to its unique geographical and scenic identity not comparable with any other State in India. A State with immense potential for tourism development need delicate touches as its rich biodiversity conservation need utmost importance in planning stage of any infrastructure project. Any infrastructural development such as this road project, Industrial development, toursm development etc need most carefull planning with all possible conservation measures in built in the project itself. The sectoral development taking place in one sector (e.g. Roads & Highways sector) should not harm and destroy other sectors (Forest & Wildlife sector) which are also vital importance to the State. Most important requirement is to have proper planning with adequate input from all sectors avoiding hurry to implement the project which appears to be good for the future of the project over looking the cross sectoral conflicts and issues. The institutional arrangements for the implementation of environmental and social mitigation and enhancement measures are described in a separately bound package wise Environmental Management Plan (EMP). As discussed inthe previous chapters, this project road passess through ecologically sensitive natural Forest areas. These aspects have been already described in the previous Chapters. Therefore as stated in eadier chapters, no sanctuaries or National parks lies within the PIA of the project road. Wherever appropriate, according to the degree of impacts, a number of general mitigation and minimisation measures have been considered. Avoidance was a strategy followed for all design decisions. Nevertheless these measures are not adequate to reverse the environmental degradation and other long -term impacts. Further efforts are also made to include other measures, which will be a value addition to the project and increases the social accessibility of various measures taken in the project. The various environmental enhancement measures considered include * Provision for additional parking areas /Oxbow land development * Rest area development (Development and Improvement of Oxbow land) * Bus bays or bus lay bys • Bus waiting sheds locally known as 'Rain shelters' * Cultural property enhancement * Development of scenic spots along the project roads (tourism plus safety) * Improvement to drinking water sources as addressed by RAP In addition to this, the cultural property enhancements are to take care of the enhancements to temples, shrines, archaeological structures etc. This will be part of EMP. All important locations of the project road have been described in the Chapter 5.0. The specific activities are discussed in the EMP and an overview is presented in this Chapter. 9.2 ENVIRONMENTAL ENHANCEMENT MEASURES The project will improve all access roads including the access roads to buildings, buisiness establishments, schools, hostpitals, cultural properties, Archaelogical structures etc that will be demolished or disturbed or will be impacted during the construction and operational period of the project as a part fo the civil contract. Further a number of environmental enhancement measures in addition to the impact mitigation and avoidance measures would also be carried out as a part of the project. This include, * Enhancement tree planting along the oxbow lands (1.71 kms) and the other left over portions of the original PWD land. * Religious and cultural property enhancement as a part of the cultural property rehabilitation plan * Public amenities such as bus lay bys ( all new), rain shelters ( inaddition to the compensatory rain shelters for lost ones), and parking areas, Flimachal State Roads Projec t El.\ for Theog-Rohru Project Road * Information boards for the tourist, pilgrimage and other important structures of importance 9.3 TOURISM DEVELOPMENT AND PUBLIC AMENITIES This include all parking areas and all new bus lay bys, rain shelters, cultural property enhancement. 9.3.1 BuS LAY BYS Inthe recent times, free flow of traffic has been continously affected by the frequent stoppage of the big buses in the middle of the road. In order to obtain a continous and free flow of traffic, this cannot be accepted in any modern desinged projects. More over vehicle running cost will be very high, travel time will also increase. With many design compromises, accidents, traffic management and safety consideration it is imperative to provide bus lay bys. Bus lay bays have been provided in almost all areas of existing rain sheltor locations (exhibit 5.41) for the project road. A typical bus lay bys is provided The design adopted for bus bays is provided in the exhibit 10.1 . These measures will improve public convenience and safety and intended to allow free flow of traffic along the corridor. EXHIBIT 10.1 TYPICAL LAYOUT OF PARTIAL Bus BAY IN URBAN AREA ,SORP1¶4TlMS SAYI CIACAYW | roolpAm SEC:TION R-BR SCALE1:75 BUS BAYXEDGE LLNE - ~2b TNO NitLOAll DAIMENSIONSARE INLUN-ESS OTHEIT.- SCIFIEU EXIHIBIT 10.1 TYPICAL LAYOUT OF PARTIAL BUS BAY IN URBAN AREA Enforcement of all traffic safety measures is important at the bus bay locations. Right and left sections of bus bay shall not be facing to each other at the same location. There should be pedestrian crossing facilities and proper signing of bus stops. Entry of other vehicles to the bus lay - bys must be prohibited. Although part of the Engineering designs, this is seldom seriously taken in to account for all locations. Taking all these aspects into consideration, bus lay - bys have been built into the designs as shown in exhibit 10.1. 9.3.2 RAIN SHELTERABUS SHELTERS/BUS WAITING SHEDS Inthis part of the country, bus waiting sheds are popularaily known as rain sheltors rather than by bus sheltor or bus waiting sheds. Due to the larger presence of pedestrians and rainfall conditions, rain sheitors are required where ever it is presently located. During construction, the project authobyties need to consult the local municipal and Panchayat authorities for finalising the exact locations to avoid the conflict with the local interest (Any new area development plan) groups. There are provision in the Project for the necessary budget and included within the engineering cost for implementation. It is also required to include the toilet facilities also in the design drawings to increase the usefulness of the rainsheltor. This aspect could not be considered inthe project due to the absence of well defined maintenance plan.. I limachal State Roads Projec t EIA for ''heog-Rohru Project Road 9.3.3 TRUCK, TAXI CARS AND BUS PARKING FACILITIES Since this road is one of the few apple corridors of the State, numerous trucks operate during the Apple harvesting season. These trucks require parking areas, loading and unloading areas and breakdown yards to avoid hinderance to the free flow of traffic. EXHIBIT 10.2: EXISTING PARKING AREAS ~m 1 14.00 Chela PrigTrucks ,Taxi car and bus station 2 20.00 Gumma PrigTrucks & Taxi cars 3 46-47 Patti Dhank Parking Taxi cars 4 52.00 Kharapatthar Parking Parking Truck &Taxi cars 5 67-68 Dochi Parking Parking Taxi cars 6 71-72 Hatkoti Parking Major parking area with I_ workshops Taxi and trucks 7 79-80 Rohru Parking Parking Beyond the road Various studies carried out during the early preparation stage indicated the requirement of proper parking space.Therefore proper parking areas and use is required as a part of good traffic management. Exhibit 10.2 shows existing parking areas. Typical designs required for parking areas are provided in the separately bound Environmental Management Plan. In all busy junctions, it is necessary to construct parking areas separately. Proposed parking area design is provided in the exhibit 10.3. There will be provision for separate parking space for these vehicles. Plate 10.1 shows a proposed parking area. This is a typical example. If oxbow land and pther unused part of the earlier road kept unutilised, this will be encroched up on by individual and could lead to huge loss for the local communities. EXHIBIT 10.3 PROPOSED PARKING AREA DESIGN FOR TAXI (W)DrO ONZWAY AfVWVT OF PARE ) iCL AJ CALERS2D I Mi.A 0 090w -IT Road Himachal State Roads Projec t EIA for 1heog-Rohru Project IS PLATE 10.1 PROPOSED PARKING AREA/BREAK DOWN YARD KM 28.680 WHERE EXCESS LAND AVAILABLE-A TYPICAL EXAMPLE The space required will be of the order of 200 sq.m. This space should be secure and away from the existing available corridor. Raised footpaths will be required at these locations. The project will develop all existing parking areas are shown in exhibit 10.2 provided land is already available. Separate design for typical parking areas for cars, trucks etc are provided. Exhibit 10.4 is the proposed parking areas where in no addional land acquisition would be required. All these area in the oxbow lands and other left over portions of the project road ROW. EXHIBIT 10.4: DETAILS OF PROPOSED PARKING AREAs (ENHANCEMENT) Parking area 28.680-700 ______20 10 200 Parkincg area 41 .500-41 .580 ______80 10 800 Parking area ______54.940-55.000 ______60 10 600 55.400-55.450 50 10 500 Parking area Old bridge site 61___000__-61..A040...40 ..J0.. 400~i.. Parkina area -Temople nejarby Parking area Gully filling required 61 .800-61850 ______50 10 500 68.900-68.950 50 10 500 Prigara ______3.000-3.150 PWD request 1000 1 1000 Parking area ( No land available but plus consultant sq m the shoulder important for quail flower studies should be marketing paved if no land 9.3.4 INTEGRATION OF THE ARCHAEOLOGICAL STRUCTURE AT ROHRU RIVER CROSSING The two archaeological structures require enhancement in addition to the impact mitigation design. This will be carried out along with the cultural property rehabilitation plan in consultation with the State archaeological department (exhibit 10.5). The work involves an access to the structure, cleaning and levelling of the platform around the structure for tourists to freely enter and observe. Further there will be standard tourist sign boards placed in an appropriate location for the people coming from Shimla/Theog side (exhibitl 0.6). I limachal State Roads Projec t ElIA for Theog-Rohru Project Road 9.3.5 INTEGRATION OF GIRI GANGA PILGRIMAGE The Gir Ganga temple dedicated to the Ganga mata near Kharapathar is six kilometre away towards right hand side in the forest region. This location is the origin of the River Giri Ganga where the temple is located. The temple dedicated to Ganga Mata is surrounded by water (plate 10.2). PLATE 10.2 GANGA MATA TEMPLE Approach road to this location via dense deodar forests is quite difficult. With small cars the journey would be easier. Location need an all weather acces road preferably a gravel road. An excellent rest area cum hotel cum restaurent has been recently constructed at Kharapathar by the Himachal tourism department. 9.3.6 INTEGRATION OF JUBBAL PALACE Although constructed in the pre-independent period (completed in 1946) in the last centuary, Jubbal palace is one of the important palaces in the Himachal pradesh. This palace need to be properly integrated in to the road infrastructure. No additional BOQ items are required as all the unit costs required are included in the bill of quantities for engineering items. The payment will be based on the additional quantity of civil work accomplished. A sign board and proper access road to the Jubbal palace is all that can be done for this palace within the budgetory provisions of the project. 9.3.7 PLANTING ALONG THE OXBOW LAND (LEFT OVER PORTION OF THE EXISTING ROAD) The tree plantng explained in this section is different form the compensatory afforestation as per the tree planting strategy developed accordng to the Environmental Management Plan (EMP). Trees and shrubs need to be planted in all oxbow land areas available along the project roads. To avoid any future encroachments no land shall be kept unutiliised. Exhibit 7.2 provides a list of oxbow land available. Some of these locations could be useful for the development of the municipal solid waste disposal areas, while some other could be usful for the development of comfort stations and rest areas. This part is provided in the remianing scetion of the document. 9.3.8 DISPLAY OF TOURIST LEVEL INFORMATION This relates to the information boards with regrads to the tourism and pilgrimage areas so that all these strucures properly integrated are to the project roads. This will be a positive step towards tourisms prospects of the State. EIA for Theog-Rohru Project Road Himachal State Roads Projec t the lengths and HP is a tourist area and clear display of the name of tourist locations including names of rivers tourism as well as catchment areas would be a very positive step for encouraging tourism with investment from PWD. (BOQ). Provision of tourist information/sign boards at the access roads is also included inthe bill of quantities EXHIBIT 10.5: DESIGN FOR RELIGIOUS/CULTURAL PROPERTIES m-.n r- e asb ...... - - LoN EXHIBIT 10.6 SIGN/INFORMATION BOARDS FOR TOURISM ENHANCMENT board 1 1400Chela River Gini Ganga Information board 2 51.000 Kharapathar Ganga Mata temple Information board at Start 3 51.000 Kharapathar Snow fall area Information ____Chainage ______board at end 4 51.000 Kharapatthar Snow fall area Information Chainage board 5 62.000 Jubbal Jubbal palace Information board 6 70.000 Hatkoti Hatkoti Mata temple Information board 7 70.000 Archaeological structure -1 Information ______H atkoti_ board 8 70.00 Hatkoti Archaeologcal structure -2 Information 9 70.000 Hatkoti Bishkuti river Information board board 10 80.000 Rohru Pabbar river Information IFlimachal State Roads Projec t ElIJ for Theog-Rohru Project Road 9.3.9 DEVELOPMENT OF COMFORT STATIONS AND KIOSKS TO PETROL STATIONS More than the money itself, management of available time is the key to tourism and therefore tourists wanted to perfom all tasks at one go at one location. The best way to achieve this is to integrate the existing petrol/diesel stations where in with some extra facilities tourists will be able; * to eat and drink ( tourst grade restaurant) * to use the toilets (with high level of tourst grade maintenance) * fill petrol for the vehicle and, * air, water check for the vehicles * petty repair shop For that matter, to well integrate the diesel/petrol stations, in to the tourism concept, the existing petrol stations owners should be requested to develop comfort rooms for both men and women. A small kiosk or a restaurent depdending on the space available shall be made mandatory for tourists. This must be made mandatory not only along these project roads but also along the State highways and National highways in the State. In order to encourage the owners, it is better to introduce tax relaxations for a certain period and also to provide tourist grade status on an yearly renewal basis. Further in this project, many of the existing oxbow land (Exhibit 7.2) areas could be developed for various enhancements (e.g. Enhancement tree planting) depending up on the location. This is provided in the section 10.3.10. 9.3.10 DEVELOPMENT OF REALIGNMENTS AND BRIDGE RELOCATION AREAS As a part of environmental management, it is necessary to develop the left over portion (oxbow land) of the (1) realignments and (2) new bridge alignments sections. These areas will be heavily planted and parking areas developed. Depending up on the space available, a full scale rest area can also be developed in such locations. In almost all bridge sites, the environmental survey has identified Municipal solid/Garbage waste disposal areas. This should not be alllowed to continiue instead a certain area in the vicinity should be used to pile up the muncipla waste. Local bodies should be entrusted to dispose this safely on a weekly or monthly basis. 9.3.11 INTEGRATION OF THE GIRI GANGA RIVER AT HATKOTI The river near Hatkoti Mata temple need to be well integrated to the Pilgrimage at Hatkoti Mata temple. Development of access road to the river and construction of bathing steps at one or more locations could yield good results. The pilgrims will get much better satisfaction in terms of the time and effort they have put to visit the location in summer months. 9.3.12 INTEGRATION OF VALLEY VIEW LOCATIONS A number of tourist grade valley view locations can be developed along the project road. At Theog near the start Chainage (km 1.00) there are a number of barren locations from where there could be excellent views of the valley (plate 5.1 in chapter 5). Following are the exact locations where in it is recommended to put valley view locations. These are at Chainage 41.600 & 52.500 Note: Project will require removing more than 1764 trees from the side of the project road. 1418 no of trees will be removed from the forest areas also. All this require compensatory afforestation according t the Forest conservation Act. The forest department will complete this task up on payment. Himachal State Roads Projec t EIA for Theog-Rohru Project Road LIST OF REFERENCES 1. Brief history of patriarch of sikh raj Sri Hazur babasahib singh ji bedi 2. Floods and cloud bursts In HP present scenario and remedial measures AR Sankhyan and A.M. Gautam 3. IRC Road safety and construction management plan 2000 4. Land, Water and Environmental management 5. 1Manual on groundwater development and tube wells in Himachal Pradesh, 1992 6. Environmental management, Dr Swapan C Deb, 2003 7. Himachal Pradesh Development Report 2005, Planning commission of India, Government of India, New Delhi 8. Hindu Indian epic Ramayana written by Valmeeki Maharshi 9. Indian Wildlife Protection Act, 1972 10. Involuntary Resettlement, The World Bank Operational Policy 4.30, June 1990 11. IRC Hill road manual IRC:SP:48-1988 12. MORTH Contract specification for bridges and highways (Fourth edition) published by IRC 2001 13. State of the Environment Report, March 2000-State Council for Science, Technology and Environment 14. The World Bank, Environment Department, Environment Assessment Sourcebook, Vol. I - III (World Bank Technical Papers No. 139, 140 and 154), Washington DC, 1991; and its updates. 15. The World Bank, Roads and Environment, A Handbook (World Bank Technical Paper No. 376), Washington DC, 1997. The World Bank, Resettlement Sourcebook, 16. U.S. Environmental Protection Agency, Noise From Construction Equipment and Operations, Building Equipment and Home Appliances, NJID, 300.1, December 31, 1971 17. Road side Bio Engineering, site Hand book, John Howel, Published by his Majestys Government of Nepal, Department of roads, Babar Mahal,Kathmandu, Nepal 18. Environmental screening Report 2006, Himachal State Roads project, Himachal state roads and other Infrastructure Development Corporation, Government of Himachal Pradesh 19. Environmental Impact Assessment report for Mehatpur-Una-Amb road and Una- Jahu-Nerchowk road, December 2006. 20. Environmental Impact Assessment report for Theog-Rohru Decemeber 2006. 21. Environmental Management Plan for Theog- Rohru road project, January 2007 22. Low cost Engineering and Vegetative measures for stabilising road side slopes in Nepal 23. State Water policy ,Government of Himachal Pradesh 24. September 14, 2006 Gazette Notification Ministry of Environment and Forests (MOEF), Government of India. 25. Roads Sensitive habitats and wildlife, Environmental Guidelines for India and south Asia. Wildlife institute of India 26. Low cost Engineering and vegetative measures for stabilising road side slopes in Nepal, CJ Lawrance, Overseas centre, Transport Research Laboratary, Crowthorne Berkshire, United Kingdom. 27. Bio-doversity Imnpact Assessment Report Vol 1 & II January 2007, Mr D.P. Gupta Louis Berger Group Inc. 28. Road side Bio engineering, Department of roads, Mr John Howel His Majesties,, Government of Nepal 29. Bio-Diversity Impact assessment (BIA) February 2007, Dr Anupam Joshi, Louis Berger Groyup Inc.New Shimla. Himachal State Roads Projec t EIA for Theog-Rohru project road Appendix 3.1 ENVIRONMENTALCLEARANCES road ElA for Theog-Rohru project Hfimachal State Roads Pro ject Most immedisac Personal attention No. PBW(B&R)3(6)9/2005-1 Government of Hinachal Pradesh Public Works Departmen From: The Pr.Secretary (PW) to the Govt. of Himachal Pradesh, Shimia-2. To 1. Shri SP.Vasudeva, Secretary, Member Control Board, State Environrnental Protection & Pollution Phase-1ll, New Shimla. 2. Shri Vinet Kumar, Conservator of Forest, Distt, Shimla, Shirnla. 3. Shri M.Narayanappa, Conservator of Forest, District Sirmour, Nahan. Dated, Shiinla-2, the 5UlDecember, 2006. (EC) for roads under proposed World Subject:- Prior Environmnent Clearance Bank project. of Sir, is proposing a project for upgradarion The State Govaement thuough proposed and Major District Roads (M.D.Rs.) certain State Highways (S.Hs.) EIA and EMP are As per the requirement of World Bank, World Bank assistance. and hence preparation of to be prepared as a part of project implemnentation required stage through the consultant. However. EIA and EMP are already in an advanced of work. to be obtained before commencement statutory clearances are also required wherever such clearances are required. the directions/clarifications from Our consultant has advised us to seek Control Board and the State Forest Environment Protection and Pollution 2 roads:- State prior E.C. with respect to following Department regarding requirement of 1. Theog-Kotkhai-Hatkoti-Rohru road. 2. Kumarhatti-Sarhan-Nahan road. regarding of India notifiction dated 14.9.2006 As per the Government of the notification SrNo.7(l) -Highways of the Schedule prior E.C., Project Activity at Since the above Category A and Category B activities. provides for prior E.C. for to examine whether these are not National Highways, it is relevant in proposed roads E.C.. The scope of work involved fall in Category B necessitating prior lane roads the existing road by widening to double the above two roads is expansion of f limachal State Roads Projec t EIJA for I'heog-Rohru project road standard in case of Theog-Hatkoti-Rohru road and widening of existing road to intermediate lane standard in case of Kumarhatti-Sarahan-Nahan road. The B Category activit) requiring prior environmental clearance as stipulated in the Schedule is as under:- "Expansion of State Highways greater than 30 KM involving additional right of way greater than 20 Mtrs. involving land acquisition." Thc above provisions clearly stipulate that environmental clearance will be required onlk it additional right of way is involved and that such additional right of way should be greater than 20 Mtrs. Presently, Theog-Hatkoti-Rohru road has acquired uidth ranging up to 20 Mtrs. to 24 Mirs. Substantial portion of this road has double lane width. Although double lane standard width is 10 Mtrs. on straight portion and 12 Mtrs. on curves, yec corridor of impact will be about 15 Mtrs. All the widening work is proposed to be taken up onl) along thi existing road. Wherever fresh approaches to bridges or improvement of curves are required, the additional right of way i.e. additional land proposed to be acquired shall not exceed 20 Mtrs. because the road corridor will be about 15 Mtrs., including drainages, parapets, breast walls/retaining walls etc. Similarl, Kumarhatti-Nahan road will be 7.5 Mtrs. wide at straight portion and 9.5 Mtrs. at curves with corridor of impact of about 12 Mtrs. Acquired width is already available and wherever additional land is required, it will not be more than 15 Mtrs. width. Hence. the view of the Department is that the expansion/widening of Theog- Kotkhai-Rohru road and Kurnarhatti-Sarahan-Nahan road do not invite the provisions stipulated under Sr.No.7(f) of the Schedule of notification dated 14.09.2006. lhe other issue is whether General Condition(GC) laid down in the Schedule will apply to these 2 road projects. The General Condition says that any project or activity specified in Category B will be treated as Category A. if located in whole or in part within 10 KM from the boundary of:- (i) Protected Areas notified under the Wild Life (Protection) Act. 1972. (ii) Critically Polluted Areas as notified by the Central Pollution Control Board from time to time. (iii) Notified Eco-Sensitive areas. (iv) Inter-State boundaries. The above General Condition provides for clearance by Central Government, if activities fall in Category B to be cleared at the State level, only if anl of the above 4 areas are involved. As discussed above, the scope of the widening of these 2 roads do not fall in Category B and hence Gcneral Condition shall not apply even if the activit is located within 10 Kms. of any of the 4 areas. As per our informnation. these 2 roads do not fall within 10 Kms. from the boundary of any of the 4 areas because no such area in any one of the 4 categories has been notified as such. Since, environmental clearance is not required for the activity of road widening and therefore General Condition is not applicable. We are Himnachal State Roads Projec t EIA for 'I'heog-Rohnru project road already preparing EIA and EMP as an essential part of the project preparation and execution, you may kindly let us know if these roads falls in any of the three areas i.e. Notified Protected Area, Notified Criticily Polluted Areas and Notified Eco-Sensitive Area(the proposed roads do not fall in Inter-State boundaries), so that appropriate measures/safeguards can be included under EIAIEMP. However, required approvals under other relevant Acts will be obtained. May 1,therefore, request the:- I . State Environment Protection and Pollution Control Board to clarify/concur that prior E.C. is not required for these two roads in view of scope of work and legal provisions. 2. Conservtor of Forest Shimia and Nahan to please clarify whether there are notified Protected Areas/Critically Polluted Areas//Eco-Sensitive Areas located within 10 KMS of these two roads. Y urs faithfully, Pr.SecrJy (P Wte Govemeof H.P Endst.No. PBW(B&R)3(6)9/2005-1 Dated: Shimia-2, the 5th December, 2006. Copy to:- I Chief Engineer-cum-Project Director, HPRIDC, US Club, Shimla-I. Dr. C.V.Sunder Rajan, Environmental Expert, Luis Burger Group, Plot No.41, Sector-18, Maruti Institutional Area, Gurgaon- 2005 Pr. S rel to the overnment of H.P. EIA for 'fheog-Rohru project road I State Roads ProjecIimachal t BOARD, NEVIRONMENT PROTECTION & POLLUTION CONTROL H.P. STATE 009. 'Paryavaran Bliawan', PhasewIll, New Shimla-171 4 Dated: 17, 2 .* No. EP&PCBIPWD(MirY2007- a I4% t 7 From: - Member Secretary, To: The Engineer-in Chief, Himachal Pradesh Publiz Works Department, UtS. Club, Shimia-171031. Design ol 44.; Services for Feasibility Study of 1675 kmas and Le-tailed Sub:- Consultancy Reports thereof. km of up-grading roads - Environmental Screening and EtIA Sir, / 2006 -2198 dated 18-01- This has reference to your letter No. PBW-SRP I RIDC 2007 on the subject cited above. that the State Board has already clarified vide letter No. In this context, it is in'r&ned (SRP), 1056-8 dated 18.01.2007 addressed to the Project Director PCB/PWD) Misci 2007- to you that the US Club), Shimla - 171 001 with copy endorsed HPRIDC, HP PWD, screening & Assssmwnt and mitigation plans as well as environmental Environmental Impact fall under the be formulated for those individual road projects which scoping are required to according to No. SO. 1533 dated 14.09.2006 issued by Govt. of India j ambit of EIA Notification this notification in thi; notification. According to the provisions of the guidelines contained Committues (EACs) at the screening & scoring is to be done by Expert Appraisal 86 environmental 2t Setwe fr pject or and Sttte t4eo-rt Apprai-sl Cocrittc 'SCACs) t!'e r-n-2L Governmient Impact Assessment and in Category 'A' and Category 'B' respectively. Environmental activities for this purpose by the Expert plans are to be basec on the terms of reference defined iniigatiOiI and State Expert Appraisal tAppraisal Committees (EACs) at the Central Government which the project falls. ($AI 9(SEACs) depending upon the category in defined from the EAC You are therefore, requested to get the terms of reference Clearance and prepare the Environmental . /SEAC for each project which requires Environmental C YR reference so fixed. Please note that it is impact Assessment (EIA) according to the terms of construc';on of projects which are covered mandatory to obtain Environmental Clearance before / issued by Govt. of India and anything under EIA Notification No. S 0. 1533 dated 14.09.2006 the provisions cf Environmental (Protection) Act, g i1necontrary to this would be violation of Yours faithfully. 16 Member Secretary to the followvtng for information and necess.ry action: t5 Copy forwarded 171 002. I. Principal SecretruN (ST&E). Govt. of l.P. Shimia- 171 002. 2. Principal Secretar (PWD). Govt. of HlP., Shinda - Shimia - 171 001 4,.-roject Dircctor SiRF), HPRIDC, HP PWD, US Club, Ilimachal State Roads Projec t EI.-\ for Theog-Rohru project road r r tP.ftP. &lcde hwfrowrn,e0 n7eoe Q.. /A,a4c-,0 ,geLO4j. dwV A*4" 4MI(fo All 1t4Af(p 9 c4/A,°Ao, 77e-V. to*eAA4;, AaM6 -q,. 4>C 2' zrJ~ ~ 3Z #'{9ZeY.o7CCac A- rt- '-" t~r d~.e/ dow- 4s ~,5 c%u C} r&~ F~~ 4ti6LOVbb&i-Ac 6/ieat. '4RD/>Au/7 ^ - ww 7+aiedo eE 4 4 tj7 f -r* b(~d&nIeYd &H6e J/,~ dti*4vqk~!oA~d 469I'f Aw,A of- A'?e aW*V;o l$9eiOe- 6 dWOnh-ez/ - pes#%a/ '64 'eA' eSQ40, Work, ,dQ*r o140A41O -AIJj 2t 6 tf* CAblctw h, .S"keeAWrt 47t_>UjrM ::,Cf O4 ( e Jf ,i 4f fo s0 Z4 d H P STA TI. ENVIRONIMN. PRO lCION( & POUl-t U rlON CONTROL BOARD. *PARYAV\RN BI . AN PHASE-Il1. NEW SHINILA-t71witv1 No PCB; PWD Nlise 007 /0 ;6 •0S Datcd / t ' 97 Frotis Nicatnber Sceretarv, Ix' 'I'hc Project IDirector (SRP). IIPRIDC.' 111'PVD). l'S Club, Shimla-1710 01 nubject:- mnsi-roiuiaeatatl Scaeeiiing Report for 1675 Kin of Feasibilitv Studv Corridors. Si' Thc State 13eard has received Environmental Screerning Repon tibr lo07 Klm of Fcasibilii' Study Corridori In this context, it is submitted that *veightage assigned tbi - ~ I-WilOnimenial l'arameters ;.ppeurs to bj lop-sided as wndicated in lable 1.-1 Debi,n di:pal f, iiv;ignied xseightage ol o. which is too skewed, in vies oft ,idespread land degradatio.n and MlVipact intinrirms of wate, & air pollution It is sugested that broddlt P'hVsical. Biological & ;/,/t,Z!jocio-Econonmic pararnete-s should be assigned sectoral *wei.htage of 40. 40 and 2t' reNp : IteadWLfLU Iili '11 a indiALacd in the TIable E-1 1: .s sLi.1;. t; that EnNironmz-r.:^ Ix: \ scs,scm : a;r! initigation tk l acswell as environmu-ntal screeniii & scopinz are required ro be ffwmulame! tQr thom indk idual road projects MIich fall uider the anibil of EIA Notiticationi No S() 1533 dated < - '1 201)0 issued bh Govi of India according to the uuideliiies contained in this nottficatuon Yours faithtiul' optbrvarkled to the tbllhiovin I; r informat.on and nmxcssarv action - I thepric1lp,idl Seretar-. (PWLW). G(.ovt oJtH P Shlinla-17 1092 tn-in -ClieilHfIlIPWDI :S Club Shiinla-1710)01 >/ 1 - r)) --- T Himachal State Roads Projec t EIA for Theog-Rohru project road HLP. STATE NEVIRONMT PROTECTON POLLUTION CONTROL BOARD No.EP&PCB/PWD(ouasc.)12006- D4 01ted: From: - Member S8creuaty, To: l wcpal setaWry ( D) Governme of Himacha Prdesh Shimia-171002. Sub:- Prior Environmental Clawco (EC) for Roeds under proposd World Bank project.. Sir, This has referenoe to you ktter No. PBW(B&R)3(6)9/20005-1 dated 5' December, 2006 on the subject cited above regazing: 1. Theog-Kotai-HaftkotiRohru rWo and 2. Kumartatti-S hmnNa Road. According to the contets of your refmed letter the addiional rt of way in case of Theog-Kotldii-Hati-Rolxu road shall not exceed 20 mRtres Similarly for Kumarbattl ahan-N Road it h b eeatd In Ie reerred klter that additonal lad required will not be more than 13 meters width is abso menoned in yo referd letter that both the above roads are expnsion of exisdng stae highways. (4/ From the narrative of the letter unda referene and the prvisions of ElA Notficaton No. SO-IS33(E) daed 14-09-2006 by the Govermet of India, fte EnvioEnment clearance in cme of eo nion of Nadonal J State Highways is rquired if road length is greater than 30 kan involving oddi l rgt of waygr r than 20m inmvolving land acquisition. u, n 5Inview of above desciption snt by you, it is submittdtbat the two roads viz. 1. Theog-Kotki-Hatkod.Rohru road and 2. Kumauotti-Sarshan-Nahan Road do not fill in eidter A or B catepries of Schodulc of the EIA Notification. 2006 mentioned above and hence do not requie enviro al cloeac . It is futher clarified ta refeence of Cr6itcally \oI1uted Areas given in Geral Condition ((C) of the Schedule of this notificaion appligs 'only when ay of the spocified projecs fiel in Category-B of the Schodul of this notification. Yours faithfully, Himachal Pradesh Road Infrastrcutre Development Corporation CONSULTANT: LOUIS BERGER GROUP INC, 5TH FLOOR ,VATIKA TRAINAGLE,SUSHANT LOK PHASE 1,GURGAON-122002,HARAYANA,INDIA Road name Wather ite DETAILED ENVIRONMENTAL BASELINE SURVEYS trictfraluk RWRAFUNTR/LCIO/Start point LEFT HAND SIDE 30m BEYOND ROW FROM CENTRE ROW/ROAD FURNITURE ILOCATION/ RIGHT HAND SIDE 30m BEYOND ROW 'HYSICAL Env. BIO Env. SOCIAL Env Left FROM CENTRE Right SOCIAL Env. BIO Env. PHY Env. Feature/ Feature/ Feature/ Chainage/ Feature/ Distance Distance Distance Feature Distance Feature/ location Distance Feature Distance Feature/ Distance Distance LEFTI RIGHT limachal I State Roads Projec t EI.A for Thcog-Rohru project road Appendix 6.1 PROJECT SUMMARY I limachal State Roads Projec t ElIA for 'Iheog-Rohru project road of the various investments by the Government in the different sectors depend to a great extent on the adequacy of the transport infrastructure i.e. road network in the State. Due to the peculiar geographic, topographic constraints and the demographic pattern, the railways and civil aviation has a limited scope in this Himalayan State for development in comparison to the Roads and Highways. DETAILS OF THE PROJECT The project has been conceptualised to implement in several successive stages/phases after detailed engineering, environmental, social and economic impact studies of the 1675 km of project roads. These roads had been selected out of a Strategic Option study (SOS) of the 3160kms State road networks in the State of Himachal Pradesh. The entire study involves several stages starting with feasibility studies for the 1675km of road length. Since the State PWD has carried out necessary homework to find out the 413 km of State roads that has all the elements to be graded as the highest priority roads. The study is thus envisaged to take shape and evolve in a more appropriate, practical and useful manner to cater to the needs and wishes of the common people of the State. Out of the de facto 413 km of high prioritised roads, 240 km of roads will be subjected to detailed engineering to be completed by the end of September 2006. The remaining 161 km of roads will be studied by March 2007. The Feasibility studies will take shape as a normal course of action during the same period with a list of high prioritised 1675km of roads by the end of the year. As a matter of fact, although this is logically wrong, this is a practical stage wise approach that will enable the State government to make step by step physical progress and improvements of the roads in tune with the required economic needs of the State. This has the potential to provide employment generation thus meeting the requirement of the political aspirations of an elected Government as well. The proposed project roads are spread over ten of the twelve districts in the State; the two districts excluded are Kinnaur and Lahaul & Spiti. The combined area of influence of ten distrcits will be extensive, and their impact, direct and indirect, will be on majority of the State population and the natural environment. PROJECT OBJECTIVES In order to make rapid economic growth in tune with the economic growth of the country, a modest design speed for the safe and efficient movement of people and goods is seen as the objective. The consultants will be aiming to achieve this standard with required cost effectiveness, coupled with necessary environmental management standards for achieving sustainable development in the State. The very unsafe hill roads with deep valleysl and steep geologically unstable formations give most of the travellers considerable anxiety in their daily use of the highway system; this is applicable to all pedestrians, drivers and passengers. With proper traffic engineering and enforcement of the road regulations there should also be a marked reduction in road traffic accidents. Therefore the objectives of the project can be Stated as to alleviate the current unsafe and congested conditions of the project roads connecting the villages and towns with one another and to the NH network for the benefit of the road users at large. I This is a relative term indicating the location of the road on the hill slope. If it is on the top of the hill (deep vallev) or along the bottom of hill (steep hill) Flimachal State Roads Projec t EIA for Theog-Rohru project road PHASING OF THE PROJECT The project will be undertaken in two phases TABLE 1.0 PHASING OF THE PROJECT FOR IMPLEMENTATION PHASE 1: This will provide the information and assessments necessary for World Bank appraisal of the Project Preparation proposed Project. It will include * Feasibility study and screening of the roads prioritized by the SOS * Preliminary design, environmental and social assessment of a selected subset * Final design, economic analysis and development proposals for about 50% of the selected subset of roads. PHASE 2: This will include Project Implementation * the final design of the remaining roads * assistance with project implementation, coordination & strengthening of engineering skills TABLE 2.0: PROPOSED PHASE 1 PACKAGE 1 IMPROVEMENT ROADS PHASE 1: Package 1: Part A: * Design, environmental and social feasibility studies for 1675 km of prioritized roads. * Preliminary engineering for 800 km of roads Part B: Detailed engineering design of 413 km of the proposed project roads for upgrading. The designs would be the basis of detailed cost estimates to be used inthe economic analysis and assessment of project costs. Part C: Detailed investigations, preliminary engineering design, General Arrangement Drawing and cost estimate for major bridge of approximate span of 825m at Lathiani on Una - Aghar - Jahu Road. The location of the project roads is provided in the Table 3.0. TABLE 3.0 DETAILS OF THE PROPOSED PHASE I STAGE 1) PROJECT ROADS Si. Proposed roads for improvement SHIMDR No Road Length (km) Existing Carriageway (CW) 1 Mehatpur Una Mubarikpur Daulatpur HP SH-25 44.200 7.0 m boundary 2 Una Aghar Barsar Jahu Bhambla Mandi SH-32 126.270 5.5/3.5 m 3 Theog-Kothkhai-Hatkoti-Rohroo-Chirgaon- 80.730 Sandhasu Total length of the Roads *250.00 km THE FIGURE 1.0 SHOWN IN THE SEPARATE SHEET IS THE LOCATION MAP OF THE PROPOSED PROJECT ROADS. Details of the proposed package 2 roads of the Phase 1 are provided in the Table 4.0. H-imachal State Roads Projec t EIA for l'heog-Rohru project road TABLE 4.0 DETAILS OF THE PROPOSED PHASE I (S AGE 2) PRO ECT ROADS Sl. Proposed roads for improvement SHI Road Existing No PrpsdrasfripoeetMDR Carriage way Width No Length(km) ______1 Ghumarwin - Sarkaghat - NH 70 section) Jogindernagar (Except 82.980 3.5 m 3 Kumarhatti - Sarahan - Nahan (Dosarka) SH-2 78.000 5.5 / 3.5 m Total length of Roads- 160.980 km Considering the similar, recent, World Bank projects in India that is being implemented; these projects require highest standards of construction, be it with engineering, environmental or socials dimensions of the project. These projects are being generally taken up for bidding at International level with Intemational Competitive Bidding (ICB process) for construction, supervision and monitoring. TABLE 5.0 PHASE 2 PROJECT COMPONENTS PHASE 2: = i Package 2: This consists of Construction supervision of 413 km of roads and bridges in Package 1. Package 3: Part A:. Detailed engineering design of remaining 387 km of the proposed project roads for upgrading. The designs would be the basis of detailed cost estimates to be used in the economic analysis and assessment of project costs, Part B: Construction supervision of 387 km of roads in Package 3, Part A. PROPOSED ROAD UPGRADING AND IMPROVEMENTS Less than 10% of the State roads are double-laned, only 50% of the road length has drainage and valley side safety measures. Depending on the present condition of the selected roads, different levels of improvement! upgradation measures will be required for different road stretches. The improvement works will mainly consist of V Raising the formation level V Upgrading/improving road geometrics V Widening to two-lane! intermediate lane from existing intermediate-lane! single-lane widths Pavement strengthening, and V Improving cross drainage / Stabilisation of the hill slope as far as possible by breast walls,retaining walls and or bio engineering techniques Road stretches crossing urban areas may also require altemative new alignments or realignments, or provision for drains, sidewalks and parking along existing road. LEGAL REQUIREMENTS GOVERNMENT OF INDIA (GOI) REQUIREMENTS Prior to the implementation of the project, the project need to get all environmental clearances from the local (Panchayath, Muncipality etc ), regional (Groundwater Authority, Forest department etc), State (PCB and Forest) and National (MOEF) level agencies. project road Himachal State Roads Projec t EIA for I'heog-Rohru Impact The most important notification with respect to all developmental projects in India is the Environmental important Assessment (EIA) Notification, 1994, subsequently amended and updated many times till, 2005. Most are: Government departments and institutions responsible for environmental protection and management in India * Ministry of Environment & Forests * Central Pollution Control Board * Department of Environment (State Level) * Department of Forests (State Level) * State Pollution Control Board * Local Bodies - Municipalities, Panchayats * Mining & Geology department The relevant important acts, rules for environmental protection in India are provided in Table 6.0. IN INDIA TABLE 6.0: FEW IMPORTANT ACTS & RULES FOR ENVIRONMENTAL PROTECTION Environmental (protection) Act 1986 To cover all environmental factors by controlling emission and air To control air pollution standards Air (prevention and contro of pollution) Act 1981 pollutants according to prescribed emission & Water Water (Prevention and Control of Pollution) Act; 1974 To control water pollution by controlling Cess Act of 1977 pollutants as per the prescribed standards Forest (conservation) act 1980 Protection of forests The Wildlife (Protection) Act 1972 Protection of Wild Life remains found in India Ancient Monuments and Archaeological Sites & 1958 Conservation of Cultural and Historical Remains Act Government. The Land Acquisition Act 1894, 1989 Set out rule for acquisition of land by and controls Noise Pollution (Regulation and Control) rules 2001 Noise pollution regulation 2000 20 os olto euainadcnrl hazards Public liability Insurance Act 1991 Assessment of hazardous materials and accident The disclosure of species survey or collection activities to the Bio- Diversity Act 1972 National Biodiversity Authority APPLICABLE Gol REGULATIONS YEAR OBJECTIVE WORLD BANK REQUIREMENTS The World Bank (WB) requirements are as defined by the safeguard policies of the World Bank. The relevant safeguard policies are provided below. * OP / BP / GP 4.01 Environmental Assessment * OP / BP / GP 4.02 Environmental Action Plans * OP / BP / GP 4.04 Natural Habitats * OP / BP 4.12 Involuntary Settlement * OD 4.20 Indigenous Peoples * BP 17.50 Disclosure of Operational Information The most important reference materials are as follows, * The World Bank, Environment Department, Environment Assessment Sourcebook, Vol. I - IlIl (World Bank Technical Papers No. 139, 140 and 154), Washington DC, 1991; and its updates. * The World Bank, Roads and Environment, A Handbook (World Bank Technical Paper No. 376), Washington DC, 1997. The Wodd Bank, Resettlement Sourcebook, For further details refer to the World Bank web pages: htpp// www. worldbank. org. Flimachal State Roads Projec t 1Ak for 'Iheog-Rohru projcct road IDENTIFICATION OF INSTITUTIONAL OR GOVERNMENT STAKEHOLDERS The various other stake holder departments also need to be brought along with the progress and developments taking place within the project The various stake holder Govemment departments identified at this stage are: * Forest Department * Tourism department * Water resources/Irrigation department * Local bodies (Panchayat municipal and corporate bodies) * Environmental department * Pollution Control Board (PCB) * Motor vehicle department * Agriculture department * Archaeology department (both State & central) This list will be further reviewed to prepare an exhaustive list of stake holder departments very specific to the State of Himachal Pradesh. The project activities need to be made aware to these departments as the project unfolds to various project cycles. These stake holder departments need to be brought in to confidence by involving them in the official consultations. Their opinions and suggestions are to be weighed and analyzed to the extent possible and will be integrated in to the various components of the project. IDENTIFICATION OF NON-GOVERNMENTAL STAKEHOLDERS The people in the Project affected area may organize themselves into representative groups based on common interests and problems. They are often helped by voluntary Non Governmental Organisations to voice their opinions. These NGOs may also act as the bridge between the local stakeholders and project proponents to increase the transparency and information sharing in the design and implementation process. Some of the non governmental stake holders may be * Private Sector Small-scale industries * Truck & Other Vehicle Owner Associations * Trade Unions of the larger industrial units * Voluntary NGOs working in the field of health, education and people's rights * Local Traders' Organisations ENVIRONMENTAL & SOCIAL ASSESSMENT The proposed project road length of 1675km, laying in ten of the twelve districts of the State will have significant influence on the natural and social environment of the region. The mountainous terrain, number of water channels, extensive forest areas with valuable Himalayan flora and fauna enhance the environmental vulnerability of the project influenced area. Consequently, an extensive and objective environmental assessment of the proposed project is imperative. The environmental issues will be at two levels - link specific issues and cumulative impact of the total project. ENVIRONMENTAL CONSIDERATIONS Extensive road network increases the connectivity of places as well as the mobility of the people. This may result in environmental degradation through haphazard growth; therefore, adequate environmental mitigation and management measures are essential for the proposed project. The specific objectives of the EA process during the project preparation phase will be to achieve the following. EIL for Theog-Rohru project road Flimachal State Roads Projec t and to identify any significant 1. 1. To establish the environmental baseline in the study area, environmental issues; the adverse impacts by the 1.2. To assess these impacts and provide for measures to address provision of the requisite avoidance, mitigation and compensation measures; and design; 1.3. To integrate the environmental issues in the project planning monitoring and reporting of the 1.4. To develop appropriate management plans for implementing, environmental mitigation and enhancement measures suggested. SOCIAL CONSIDERATIONS the losses by selecting the alignment A Social Assessment of the project affected people will help in minimising and project proponents aware of the that will affect minimum number of people. It will also make the consultants area, so that adequate measures can be socially and economically vulnerable groups in the project influenced impact the project influenced people and designed to protect and compensate them. All other issues that will the Social Assessment and Rehabilitation adequate compensatory measures will be studied and specified in Plans to be prepared for the proposed project. at various places, realignments and bypass The proposed project will include widening of the existing alignment of land. Agriculture being the main alignments (generallly a new alignment), all of which will mean acquisition is very valuable. On one hand, people will occupation of the people (67%), fertile, agricultural land in the hill State some people will lose their land, structures benefit through better connectivity and faster travel times, on the other include indigenous/vulnerable groups to be and sources of income. Social considerations of the project also to road construction and operations. affected, issues of road safety, health and spread of diseases due the following sequential tasks: The social screening process adopted for the project will be based on * Assessment of Socio-Economic Profile of the various project corridors * Examination of alternative alignment options * Estimation of Potential Project Affected Property * Public Consultation * Identification of Key Social Issues ECONOMIC CONSIDERATIONS becoming the main transport system for The hilly terrain and lack of adequate rail network has lead to the roads the State is 26,304Km. Rural roads constitute most economic needs. As indicated above total length of roads in Roads. Improving the connectivity and 80% of this, only 15% constituents is State Highways and District by cutting down the time and cost of goods efficiency of the road network would benefit the economy of the State transport in terms of Vehicle Operating Costs (VOC). are moved by roads. The perishable nature All produce - agriculture, fruit and industrial as well as raw materials Today the Industrial sector of the State of the fruit and vegetable produce makes efficient roads essential. people. Development of this sector and contributes to almost 10% of the State GDP and employs about 1,70,000 a major industry in the State, requires maximizing its gains require adequate and efficient road network. Tourism, network will give this industry a boost. Good good roads - connectivity and surface conditions. Improving the road centres which will enhance the quality of roads are also essential for connecting people to educational and health life factors in the State. f limachal State Roads Projec t ELA for T'heog-Rohru project road COMMUNITY CONSULTATIONS AND PARTICIPATION Consultation with the public is a process legally stipulated in the EIA Notification of the Government of India, which will be an integral part of the study. This is * to increase the awareness of the general public, stakeholders, the decision-makers and the media; * to ensure that the views of the public are fully taken into account in evaluating alternative proposals and in assessing their impact on the environment; * to facilitate an interactive and continuous discussion with the widest variety of interested parties, so that the project gains local acceptance and a sense of belonging * for informed political decision-making. Informing those directly affected by a proposed project helps in allaying rumours and unfounded fears. Any justifiable threat to the local environment or culture can be identified through the public participation process, so that alternative proposals and mitigative measures can be designed. Continuous consultation will be carried out and active, organized public participation will be encouraged by the consultants through all stages of the project. The various stages will be * Screening stage * Feasibility stage * Preliminary design stage • Detailed design and report stage * Various safety audits • During construction * During commissioning * Operational or maintenance. TABLE 6.0 METHODS OF PUBLIC CONSULTATION SN Type of consultation Focus Area Views of official involved in planning, administration, revenue, Indigenous 1 Individual consultation Population, Forest land acquisition, environmental impact assessment & the required environmental & forestry clearances 2 F s Targeting mainly the road side establishments which are dependent on the 2 Focus group discussion road for livelihood 3 . . Held in towns and villages to be affected by the new n alignments, widening etc. with the panchayats, municipal council or village groups. CONCLUSION Specific local environmental and socio-economic concerns will be addressed through the surveys of the proposed project affected people, their sources and patterns of livelihood, historic and religious structures of local importance, local environmental issues such as water, community natural assets etc. will be carried out. Extensive surveys will be followed by analysis of the probable impacts, alternatives to minimise those impacts and design of appropriate mitigation measures where the impacts will be unavoidable. Measures to enhance the positive impacts, visual landscape etc. will also be designed. The Environmental and Social Assessments, Mitigation and Enhancement Measures, Rehabilitation Plans, and Environmental Management Plans will be prepared as part of the Screening, Feasibility and Design Reports. Training Programmes for awareness of environmental issues and management plans will be conducted for the Project Implementation Units, Operations & Maintenance staff as well as the local people and responsible organisations. EIA for Theog-Rohru project road Flimachal State Roads Projec t CONTACT ADRESSES 1) Project Coordinating Consultants to contact one or all of the following consultant's Further queries for information or for registering concerns you are requested personnel depending up on the gravity of the issues. Team leader, Louis Berger Group Inc. Himachal Pradesh State Roads Project At the office of the Louis Berger Group Inc (consultants) at New Shimla. B1, lane 1, Sector 1, New Shimia -171 009 Phone 0177-2670941, Fax -0177-2670941. 2) HP Public Works Department, Government of Himachal Pradesh the project with You can also register your suggestions, complaints and issues regarding The Project Director (World Bank Projects) Himachal Pradesh Roads Infrastructure Development Corporation (HPRIDC) US Club, Shimia-171001, Himachal Pardesh. Phone-0177-2808118 Fax-0177--2626096-Mobile--09418026096 Email-: hp-shi-wb(aomqsy.nic.in I limachal State Roads Projec t El for fheog-Rohru project road JAMMU AND KASHMIR CHAMBA LAHUL AND SPITI $' ~*-l sOHARUSHALA i hollCHANALir4 ~ H N *$' GKANGRA KULLU NA HAMIRPUR KINNAUR \ . MANDI BiLASPUR PUNJAB CHANDj v 6<} UTTAFRANCHAL <|ss )< IRMAUR HARYANA UTTAR FIGURE 1: LOCATION OF THE PROPOSED PROJECT ROADS EIA for Theog-Rohru project road I rimachal State Roads Projec t Appenidix6.2 MlnutesofMeefings withForest Offida s Flimachal State Roads Projec t EIA for l'heog-Rohru project road PROJECT SUMMARY INTRODUCTION The Government of Himachal Pradesh (GOHP) has geared-up with an ambitious plan for improving/upgrading the road network of the State in tune with the growth of the economy and infrastructure developments taking place in the other part of the country. In order to materialise this plan, the GOHP through the Government of India (GOI) has approached the World Bank (WB) for loan assistance for the up gradation and improvement of the State Highways (SHs) and Major District Roads (MDRs) in the State. The World Bank has therefore agreed to support the project with a loan agreement that in principle includes the implementation of the project conforming to environmental and social safegurad policies of the World Bank and the legal frame work of the country. The GOHP through the HPRIDC is the executing agency for the project and establishment and infrastructure of the HP-PWD is to be utilised by the HPRIDC for implementation. The GOHP has appointed the Louis Berger Group Inc. as Project Coordinating Consultants (PCC) to assist the HPRIDC in all aspects of project preparation and implementation in accordance with the objectives as detailed in the Terms of Reference (TOR). These tasks are linked to the engineering and social aspects of the project that will be implemented through out the period of Consultancy agreement. STATUS OF THE PROJECT As a first step in May 2005, the State PWD, without any external consulting assistance has successfully completed a Strategic Option Study (SOS) and identified about 1675km of State highways (SH) and Major District Roads (MDR) for the prioritized upgradation and improvement. The Louis Berger Group has started work on the Phase 1 (details given below) of the project from January 6, 2006. The consultants are in the process of feasibility analysis and environmental and social screening of the priority roads. NEED OF THE PROJECT Himachal at present (March 2005) has 24,922 km of motorable roads, only 60% of this length is metalled and 90% is single-laned. Less than 50% of all the census villages are connected by all weather roads. Most of the existing road lengths lack longitudinal and cross drainage, retaining walls, roadside parapets and good road geometrics, therefore, upgradation of the existing infrastructure is essential. The mountainous topography of the State makes roads the most viable among the conventional modes of transport. Unfortunately the extent and condition of the current road network is inadequate and poor. Himachal Pradesh is well known for its fruit, vegetable and agricultural produce - perishable commodities which require fast and efficient transport. Fish and livestock products are another major share of the primary sector economy in the State. Recent efforts at industrialization have led to the development of industrial sites at seven places along the foothills adjoining the States of Punjab and Haryana. Transport of raw materials and finished goods to and from these industrial zones require efficient transport so that major industries are attracted to the State. Tourism has been a mainstay industry in this picturesque State, employing thousands of people directly and indirectly. A transportation network that provides extensive connectivity and smooth travel is a necessity for the development of this sector, to make the State into a national and international tourist destination. Upgradation of the road network in the State will increase the connectivity of places, safe mobility of goods and people, resulting in greater utilisation of resources and socio-economic development of the people. The success project road Himachal State Roads Projec t EIA for Theog-Rohru (80km) road considered for the widening and improvement under the State Road Improvements Project (SRIP). The status of the forest along the road was discussed during the meeting. The meeting started with an introduction by the Consultant. The scope of the project in relation to the Theog-Rohroo project road was also explained. The environmental aspect of the work and the details required from the DFO in regards to the projects roads were explained by the Environmental Management specialist of the team. During an earlier attempt to meet him we have handed over a copy of the project summary. 1 Mr Katta stated that under his jurisdiction the forest area is from theog to kotkhai in theog rohru road and sainj to chambi in Sainj Chopal road. 2 There are cases of Leopard human conflict and monkey traffic conflict. Personally he himself had an experience at Dharamsala. During the night leopard jumped into his campus but as soon as lights were switched on it left the place. 3 According to him Una and Kangra are wildlife rich areas. Neelgay, kakkar, sambhar, monkeys, leopard and wild cock are in majority those places. 4 There are certain impacts of the road construction through jungles. As 1) strata changes to retain the moisture. 2) Flora and fauna are affected. 3) If there is no stability jungles are to be cleared 4) Blasting is harmful for trees where there is loose soil. 5 Mr. Khatta stated that natural forest once lost is lost for ever. This will be a great loss as it takes 100 years to grow new forest. 6 According to the DFO Deodar is of very high value here. 10 sleepers of deodar of 10 by 10 by 5 size cost about Rs 35000. 7 Common floral species found in the area are Deodar, koyal and baagh.. 8 Fauna in the region DFO Stated includes Leopard, monkeys, langur, ghoral, wild boar and wild cock are found in high troops. 9 According to DFO, Wildlife crosses the road in between kotkhai and khara patthar to drink water and to feed. A study will establish the facts and figures. 10 New trees should be planted along the roadsides where there is a water scarcity According to DFO survival rate is very less here because waste material of road construction is thrown along the roadsides. 11 Mr Khatta Thinks that Cheel, deodar and ornamental plants like robinia should be planted along the roadside. 12 DFO opined that for construction purpose there is scarcity of the water. The meeting closed at 12.00 pm Draft Minutes of meeting with the Divisional Forest Officer (DFO) at Rohroo Date: May 01, 2006 Venue: Office of the Divisional Forest Officer (DFO) at Rohroo, 11.30 am Project team: 1 Mr. Sundara Rajan C.V.-Environmental Management Specialist 2 Mr. Sanjeev Kumar- Environmental surveyor PWD REPRESENTATIVE 1. Mr. A.K. Dutta -Executive Engineer PWD (attached to LBG group) I limachal State Roads ]rojec t EIA for '1heog-Rohru project road The project team has visited the Divisional Forest Officer (DFO) Mr. Rajesh at his office in the Rohroo town. This meeting has been arranged to understand the status of the Forest along both sides of the Theog-Kharapatthar- Rohroo (80km) road considered for the widening and improvement under the State Road Improvements Project (SRIP). The status of the forest along the road was discussed during the meeting. The meeting started with an introduction by the Consultant and the PWD Executive Engineer Mr. Dutta regarding the scope of the project in relation to the Theog-Rohroo project road. The environmental aspect of the work and the details required from the DFO in regards to the projects roads were explained by the Environmental Management specialist of the team. 1 The DFO has started with a question with regards to the status of the current improvement work vis-a-vis the proposed World Bank project. 2 The consultants and the PWD EE stated that the current work is to meet the urgent requirements along the road as decided by the priorities of the government. The funds for which are mostly from the Central road fund. On the other hand, the World Bank project is planned to addrees the long term transport requirement of the State and includes not only the Theog- Rohroo road but several hundred kilometers of the road whole across the state. Since the WB project is planned to construct with international standards and best practices, the current widening may not be sufficient as it some times require realignments and bypasses. 3 Mr. Rajesh has stated that the forest department has agreed to support the government's current initiatives for the widening as most of the lands required for the work were barren or without any trees. 4 The DFO informed that the section between Jubbal to Kharapatthar require forest clearance as it involves legal issues leading to the requirement of Government of India permission and clearances. This has been infirmed to the State PWD and the concerned EE is now working on this requirementproposal. Depending on the forest land requirement they need to get it either from Chandigarh Regional office of MOEF or from the GOI Delhi. 5 According to DFO his division comes between Kharapatthar and Hatkoti, which covers approximately 20km of area. 6 Already 60-70% of widening of the road has been carried out by PWD for the ongoing widening programme. 7 In General forest in this division is Demarcated protected Forest (DPF) and undemarcated protected Forests (UPF). DFO has stated that there is no reserved forest in his jurisdiction. 8 According to DFO any land along the roadside which is waste is also regarded as forest land if the records show the legal status as forest. This is due to the latest Supreme Court order on definition of the term 'Forest'. 9 On the question of forest clearance, DFO stated that if forests are to be cleared in an area below 5-hectare then permission has to taken from the office of regional MOEF at Chandigarh and if the forest area is more than 5-hectare then MOEF clearance from Delhi is required. 10 DFO has categorically stated that in his division there is no National park and Sanctuary. 11 As this is an ambitious project DFO has no objection with regards to the clearance of forest land. 12 The major wildlife species in the division include but not limited to Beers, Herbivores, Leopards and all type of Himalayan fauna. In case of Flora it is Temperate Zonal Conifer. There is a well diversified Fauna and Flora. 13 DFO informed that since the road connecting Rohroo and Dodrakwar is completely passes through dense forest the forest department itself has taken over the construction work. PWD is not at all involved in this project work. The work is being taken up with all permissions and clearances from various agencies. 14 To a question on the reference books on the study of wildlife in the region, DFO suggested the book named Flora Simelences (by Edward buak) and Flowers of Himalayas (by Polunant Stewart) Conclusion: Environmental Specialist has concluded that the project road passes through forest areas that are rich in faunal and floral diversity. Forest clearance would be required if forest land is required road I limachal State Roads Projec t EIA for Theog-Rohru project for widening of the project road. If the land requirement is more than 10 hectares MOEF clearance would be required. The meeting closed at 12.45 pm. I limachal State Roads Projec t El-k for Theog-Rohru project road Appendix 711 Theog Rohru Uphill Slope protection/treatments along the proposed cariageway Himachal State Roads Projec t EIA for Theog-Rohru project road Appendix 7.1 Theog-Rohru- Uphill Slope protection/treatments along the proposed carriageway Length m Considered General Slope Protection Method S.N. From To Ht 1 0.000 0.050 50 4.00 Stone Masonry Revetment Wall 2 0.050 0.060 10 0.00 None, (Low cuts, Flat or Fill) 3 0.060 0.080 20 2.50 Stone Masonry Revetment Wall 4 0.080 0.100 20 1.50 Gabion Wall 5 0.100 0.140 40 2.00 Stone Masonry Revetment Wall 6 0.140 0.160 20 2.50 Stone Masonry Revetment Wall 7 0.160 0.270 110 2.00 Stone Masonry Revetment Wall 8 0.270 0.330 60 0.00 None, (Low cuts, Flat or Fill) 9 0.330 0.345 15 2.50 Stone Masonry Revetment Wall 10 0.345 0.365 20 0.00 None, (Low cuts, Flat or Fill) 11 0.365 0.390 25 2.00 Stone Masonry Revetment Wall 12 0.390 0.665 275 0.00 None, (Low cuts, Flat or Fill) 13 0.665 0.710 45 1.50 Stone Masonry Revetment Wall 14 0.710 0.735 25 0.00 None, (Low cuts, Flat or Fill) 15 0.735 0.745 10 1.50 Gabion Wall at Top 16 0.745 0.770 25 0.00 None, (Low cuts, Flat or Fill) 17 0.770 0.830 60 2.00 Stone Masonry Revetment Wall 18 0.830 0.845 15 1.50 Gabion Wall 19 0.845 0.870 25 0.00 None, (Low cuts, Flat or Fill) 20 0.870 0.890 20 1.50 Gabion Wall 21 0.890 0.910 20 0.00 None, (Low cuts, Flat or Fill) 22 0.910 1.030 120 1.50 Gabion Wall 23 1.030 1.110 80 1.50 Stone Masonry Revetment Wall 24 1.110 1.130 20 0.00 None, (Low cuts, Flat or Fill) 25 1.130 1.145 15 1.50 Gabion Wall 26 1.145 1.190 45 1.50 Stone Masonry Revetment Wall 27 1.190 1.250 60 0.00 None, (Low cuts, Flat or Fill) 28 1.250 1.290 40 1.50 Stone Masonry Revetment Wall 29 1.290 1.350 60 0.00 None, (Low cuts, Flat or Fill) Stone Masonry Revetment Wall + Gabion Wall 30 1.350 1.390 40 3.00 (1 Om at top) 31 1.390 1.410 20 0.00 None, (Low cuts, Flat or Fill) 32 1.410 1.425 15 1.50 Gabion Wall at Top 33 1.425 1.550 125 1.50 Stone Masonry Revetment Wall 34 1.550 1.590 40 0.00 None, (Low cuts, Flat or Fill) 35 1.590 1.670 80 2.12 Stone Masonry Revetment Wall 36 1.670 1.790 120 0.00 None, (Low cuts, Flat or Fill) 37 1.790 1.810 20 2.00 Gabion Wall 38 1.810 1.850 40 2.00 Stone Masonry Revetment Wall 39 1.850 1.890 40 0.00 None, (Low cuts, Flat or Fill) 40 1.890 1.970 80 1.50 Stone Masonry Revetment Wall 41 1.970 2.410 440 0.00 None, Low cuts, Flat or Fill) 42 2.410 2.450 40 2.00 Stone Masonry Revetment Wall 43 2.450 3.490 1040 0.00 None, (Low cuts, Flat or Fill) 44 3.490 3.510 20 1.50 Stone Masonry Revetment Wall 45 3.510 3.570 60 0.00 None, (Low cuts, Flat or Fill) I limachal State Roads Projec t EIA for Theog-Rohru project road 46 3.570 3.590 20 1.50 Stone Masonry Revetment Wall 47 3.590 5.050 1460 0.00 None, (Low cuts, Flat or Fill) 48 5.050 5.110 60 1.50 Stone Masonry Revetment Wall 49 5.110 5.130 20 0.00 None, (Low cuts, Flat or Fill) 50 5.130 5.150 20 1.50 Stone Masonry Revetment Wall 51 5.150 5.250 100 0.00 None, (Low cuts, Flat or Fill) 52 5.250 5.270 20 1.50 Gabion Wall 53 5.270 5.290 20 0.00 None, (Low cuts, Flat or Fill) 54 5.290 5.310 20 2.00 Stone Masonry Revetment Wall 55 5.310 5.630 320 0.00 None, (Low cuts, Flat or Fill) 56 5.630 5.670 40 1.50 Stone Masonry Revetment Wall 57 5.670 5.690 20 0.00 None, (Low cuts, Flat or Fill) 58 5.690 5.710 20 1.50 Stone Masonry Revetment Wall 59 5.710 5.990 280 0.00 None, (Low cuts, Flat or Fill) 60 5.990 6.070 80 1.50 Stone Masonry Revetment Wall 61 6.070 6.090 20 0.00 None, (Low cuts, Flat or Fill) 62 6.090 6.110 20 1.50 Stone Masonry Revetment Wall 63 6.110 6.170 60 0.00 None, (Low cuts, Flat or Fill) 64 6.170 6.250 80 1.50 Stone Masonry Revetment Wall 65 6.250 6.270 20 0.00 None, (Low cuts, Flat or Fill) 66 6.270 6.290 20 1.50 Stone Masonry Revetment Wall 67 6.290 6.490 200 0.00 None, (Low cuts, Flat or Fill) 68 6.490 6.530 40 1.50 Stone Masonry Revetment Wall 69 6.530 6.610 80 0.00 None, (Low cuts, Flat or Fill) 70 6.610 6.650 40 1.50 Stone Masonry Revetment Wall 71 6.650 6.690 40 0.00 None, (Low cuts, Flat or Fill) 72 6.690 6.770 80 1.50 Stone Masonry Revetment Wall 73 6.770 7.010 240 0.00 None, (Low cuts, Flat or Fill) 74 7.010 7.070 60 1.50 Stone Masonry Revetment Wall 75 7.070 7.210 140 0.00 None, (Low cuts, Flat or Fill) 76 7.210 7.270 60 1.50 Stone Masonry Revetment Wall 77 7.270 7.490 220 0.00 None, (Low cuts, Flat or Fill) 78 7.490 7.510 20 2.00 Gabion Wall 79 7.510 7.570 60 0.00 None, (Low cuts, Flat or Fill) 80 7.570 7.650 80 2.00 Stone Masonry Revetment Wall 81 7.650 7.770 120 0.00 None, (Low cuts, Flat or Fill) 82 7.770 7.790 20 2.00 Gabion Wall 83 7.790 7.830 40 0.00 None, (Low cuts, Flat or Fill) 84 7.830 7.930 100 1.50 Stone Masonry Revetment Wall 85 7.930 7.950 20 0.00 None, (Low cuts, Flat or Fill) 86 7.950 8.010 60 2.00 Stone Masonry Revetment Wall 87 8.010 8.030 20 0.00 None, (Low cuts, Flat or Fill) 88 8.030 8.050 20 1.50 Stone Masonry Revetment Wall 89 8.050 8.070 20 0.00 None, (Low cuts, Flat or Fill) Stone Masonry Revetment Wall + Gabion Wall 90 8.070 8.110 40 3.00 (1.Om at top) 91 8.110 8.230 120 0.00 None, (Low cuts, Flat or Fill) 92 8.230 8.250 20 1.50 Stone Masonry Revetment Wall 93 8.250 8.310 60 0.00 None, (Low cuts, Flat or Fill) 94 8.310 8.410 100 2.00 Stone Masonry Revetment Wall 95 8.410 8.550 140 2.00 Stone Masonry Revetment Wall + Gabion Wall Ilimachal State Roads Projec t EIA for Theog-Rohru project road l (1.Om at top) 96 8.550 8.590 40 1.50 Stone Masonry Revetment Wall 97 8.590 8.750 160 0.00 None, (Low cuts, Flat or Fill) 98 8.750 8.770 20 2.00 Stone Masonry Revetment Wall 99 8.770 8.810 40 0.00 None, (Low cuts, Flat or Fill) 100 8.810 8.850 40 2.00 Stone Masonry Revetment Wall 101 8.850 8.910 60 0.00 None, (Low cuts, Flat or Fill) Stone Masonry Revetment Wall + Gabion Wall 102 8.910 9.030 120 1.50 (1.Om at top) 103 9.030 9.090 60 0.00 None, (Low cuts, Flat or Fill) 104 9.090 9.130 40 1.50 Stone Masonry Revetment Wall 105 9.130 9.150 20 0.00 None, (Low cuts, Flat or Fill) 106 9.150 9.330 180 1.50 Stone Masonry Revetment Wall 107 9.330 9.510 180 0.00 None, (Low cuts, Flat or Fill) 108 9.510 9.570 60 1.50 Stone Masonry Revetment Wall 109 9.570 9.810 240 0.00 None, (Low cuts, Flat or Fill) 110 9.810 9.870 60 1.50 Stone Masonry Revetment Wall 111 9.870 9.990 120 0.00 None, (Low cuts, Flat or Fill) 112 9.990 10.030 40 1.50 Stone Masonry Revetment Wall 113 10.030 10.310 280 0.00 None, (Low cuts, Flat or Fill) 114 10.310 10.330 20 1.50 Stone Masonry Revetment Wall 115 10.330 10.430 100 0.00 None, (Low cuts, Flat or Fill) 116 10.430 10.490 60 1.50 Stone Masonry Revetment Wall 117 10.490 10.570 80 0.00 None, (Low cuts, Flat or Fill) 118 10.570 10.590 20 1.50 Stone Masonry Revetment Wall 119 10.590 10.730 140 0.00 None, (Low cuts, Flat or Fill) 120 10.730 10.750 20 1.50 Stone Masonry Revetment Wall 121 10.750 11.070 320 0.00 None, (Low cuts, Flat or Fill) 122 11.070 11.090 20 1.50 Stone Masonry Revetment Wall 123 11.090 11.110 20 0.00 None, (Low cuts, Flat or Fill) 124 11.110 11.130 20 1.50 Stone Masonry Revetment Wall 125 11.130 11.330 200 0.00 None, (Low cuts, Flat or Fill) 126 11.330 11.400 70 1.50 Stone Masonry Revetment Wall 127 11.400 11.420 20 0.00 None, (Low cuts, Flat or Fill) 128 11.420 11.470 50 1.50 Stone Masonry Revetment Wall 129 11.470 11.980 510 0.00 None, (Low cuts, Flat or Fill) 130 11.980 12.000 20 1.50 Stone Masonry Revetment Wall 131 12.000 12.030 30 0.00 None, (Low cuts, Flat or Fill) 132 12.030 12.070 40 1.50 Stone Masonry Revetment Wall 133 12.070 12.160 90 0.00 None, (Low cuts, Flat or Fill) 134 12.160 12.340 180 2.00 Gabion Wall 135 12.340 12.960 620 0.00 None, (Low cuts, Flat or Fill) 136 12.960 12.970 10 1.50 Stone Masonry Revetment Wall 137 12.970 13.280 310 0.00 None, (Low cuts, Flat or Fill) 138 13.280 13.320 40 2.50 Stone Masonry Revetment Wall 139 13.320 13.410 90 0.00 None, (Low cuts, Flat or Fill) 140 13.410 13.440 30 2.50 Stone Masonry Revetment Wall 141 13.440 13.500 60 0.00 None, (Low cuts, Flat or Fill) 142 13.500 13.540 40 2.50 Stone Masonry Revetment Wall 143 13.540 13.855 315 0.00 None, (Low cuts, Flat or Fill) 144 13.855 13.900 45 2.00 Stone Masonry Revetment Wall I hmachal State Roads Projec t EI.\ for Theog-Rohru project road 145 13.900 14.450 550 0.00 None, (Low cuts, Flat or Fill) 146 14.450 14.480 30 1.50 Stone Masonry Revetment Wall 147 14.480 14.510 30 0.00 None, (Low cuts, Flat or Fill) 148 14.510 14.550 40 1.50 Stone Masonry Revetment Wall 149 14.550 14.844 294 0.00 None, (Low cuts, Flat or Fill) 150 14.844 14.990 146 2.00 Stone Masonry Revetment Wall 151 14.990 15.010 20 0.00 None, (Low cuts, Flat or Fill) 152 15.010 15.110 100 2.00 Stone Masonry Revetment Wall 153 15.110 15.230 120 0.00 None, (Low cuts, Flat or Fill) 154 15.230 15.250 20 1.50 Stone Masonry Revetment Wall 155 15.250 15.270 20 0.00 None, (Low cuts, Flat or Fill) 156 15.270 15.290 20 1.50 Stone Masonry Revetment Wall 157 15.290 15.310 20 0.00 None, (Low cuts, Flat or Fill) 158 15.310 15.350 40 2.00 Stone Masonry Revetment Wall 159 15.350 15.490 140 0.00 None, (Low cuts, Flat or Fill) 160 15.490 15.650 160 2.00 Stone Masonry Revetment Wall 161 15.650 15.710 60 0.00 None, (Low cuts, Flat or Fill) 162 15.710 15.750 40 2.00 Stone Masonry Revetment Wall 163 15.750 15.790 40 0.00 None, (Low cuts, Flat or Fill) 164 15.790 15.850 60 1.50 Stone Masonry Revetment Wall 165 15.850 15.890 40 0.00 None, (Low cuts, Flat or Fill) 166 15.890 15.910 20 2.00 Stone Masonry Revetment Wall 167 15.910 15.930 20 0.00 None, (Low cuts, Flat or Fill) 168 15.930 15.950 20 1.50 Stone Masonry Revetment Wall 169 15.950 16.030 80 0.00 None, (Low cuts, Flat or Fill) 170 16.030 16.130 100 2.00 Stone Masonry Revetment Wall 171 16.130 16.270 140 0.00 None, (Low cuts, Flat or Fill) 172 16.570 16.290 -280 1.50 Stone Masonry Revetment Wall 173 16.290 16.510 220 0.00 None, (Low cuts, Flat or Fill) 174 16.510 16.550 40 1.50 Stone Masonry Revetment Wall 175 16.550 16.870 320 0.00 None, (Low cuts, Flat or Fill) 176 16.870 16.890 20 1.50 Stone Masonry Revetment Wall 177 16.890 16.910 20 0.00 None, (Low cuts, Flat or Fill) 178 16.910 17.050 140 2.00 Stone Masonry Revetment Wall 179 17.050 17.090 40 0.00 None, (Low cuts, Flat or Fill) 180 17.090 17.190 100 2.20 Stone Masonry Revetment Wall 181 17.190 17.210 20 0.00 None, (Low cuts, Flat or Fill) 182 17.210 17.230 20 2.00 Stone Masonry Revetment Wall 183 17.230 17.250 20 0.00 None, (Low cuts, Flat or Fill) 184 17.250 17.270 20 4.00 Stone Masonry Revetment Wall 185 17.270 17.430 160 0.00 None, (Low cuts, Flat or Fill) 186 17.430 17.470 40 2.00 Stone Masonry Revetment Wall 187 17.470 17.690 220 0.00 None, (Low cuts, Flat or Fill) 188 17.690 17.710 20 1.50 Stone Masonry Revetment Wall 189 17.710 17.730 20 0.00 None, (Low cuts, Flat or Fill) 190 17.730 17.810 80 2.00 Stone Masonry Revetment Wall 191 17.810 17.830 20 0.00 None, (Low cuts, Flat or Fill) 192 17.830 17.930 100 2.00 Stone Masonry Revetment Wall 193 17.930 18.090 160 0.00 None, (Low cuts, Flat or Fill) 194 18.090 18.150 60 1.50 Stone Masonry Revetment Wall Ilimachal State Roads Projec t EIA for Theog-Rohru project road 195 18.150 18.170 20 0.00 None, (Lowcuts, Flat or Fill) 196 18.170 18.190 20 2.00 Stone Masonry Revetment Wall 197 18.190 18.250 60 0.00 None, (Low cuts, Flat or Fill) 198 18.250 18.270 20 1.50 Stone Masonry Revetment Wall 199 18.270 18.390 120 0.00 None, (Low cuts, Flat or Fill) 200 18.390 18.430 40 2.00 Stone Masonry Revetment Wall 201 18.430 18.470 40 0.00 None, (Low cuts, Flat or Fill) 202 18.470 18.530 60 1.50 Stone Masonry Revetment Wall 203 18.530 18.550 20 0.00 None, (Low cuts, Flat or Fill) 204 18.550 18.570 20 2.00 Gabion Wall 205 18.570 18.650 80 0.00 None, (Low cuts, Flat or Fill) 206 18.650 18.710 60 1.50 Stone Masonry Revetment Wall 207 18.710 18.730 20 2.00 Gabion Wall 208 18.730 18.790 60 0.00 None, (Low cuts, Flat or Fill) 209 18.790 18.830 40 2.00 Gabion Wall 210 18.830 18.870 40 1.50 Stone Masonry Revetment Wall 211 18.870 18.890 20 2.00 Gabion Wall 212 18.890 18.910 20 0.00 None, (Low cuts, Flat or Fill) 213 18.910 18.950 40 1.50 Stone Masonry Revetment Wall 214 18.950 19.070 120 0.00 None, (Low cuts, Flat or Fill) 215 19.070 19.110 40 1.50 Stone Masonry Revetment Wall 216 19.110 19.190 80 0.00 None, (Low cuts, Flat or Fill) 217 19.190 19.210 20 1.50 Stone Masonry Revetment Wall 218 19.210 19.630 420 0.00 None, (Low cuts, Flat or Fill) 219 19.630 19.650 20 1.50 Gabion Wall at Top 220 19.650 19.670 20 1.50 Stone Masonry Revetment Wall 221 19.670 19.710 40 0.00 None, (Low cuts, Flat or Fill) 222 19.710 19.770 60 1.50 Stone Masonry Revetment Wall 223 19.770 19.890 120 0.00 None, (Low cuts, Flat or Fill) 224 19.890 19.930 40 1.50 Stone Masonry Revetment Wall 225 19.930 20.030 100 0.00 None, (Low cuts, Flat or Fill) 226 20.030 20.070 40 2.00 Stone Masonry Revetment Wall 227 20.070 20.090 20 0.00 None, (Low cuts, Flat or Fill) 228 20.090 20.110 20 1.50 Stone Masonry Revetment Wall 229 20.110 20.250 140 0.00 None, (Low cuts, Flat or Fill) 230 20.250 20.290 40 1.50 Stone Masonry Revetment Wall 231 20.290 20.430 140 0.00 None, (Low cuts, Flat or Fill) 232 20.430 20.470 40 2.00 Stone Masonry Revetment Wall 233 20.470 20.510 40 0.00 None, (Low cuts, Flat or Fill) 234 20.510 20.570 60 1.50 Stone Masonry Revetment Wall 235 20.570 20.670 100 0.00 None, (Low cuts, Flat or Fill) 236 20.670 20.710 40 2.00 Stone Masonry Revetment Wall 237 20.710 20.730 20 1.50 Gabion Wall at Top 238 20.730 20.790 60 0.00 None, (Low cuts, Flat or Fill) 239 20.790 20.830 40 1.50 Stone Masonry Revetment Wall 240 20.830 20.910 80 0.00 None, (Low cuts, Flat or Fill) 241 20.910 20.930 20 2.50 Stone Masonry Revetment Wall 242 20.930 20.970 40 0.00 None, (Low cuts, Flat or Fill) 243 20.970 21.030 60 2.00 Stone Masonry Revetment Wall 244 21.030 21.050 20 0.00 None, (Low cuts, Flat or Fill) I limachal State Roads Projec t EIsA for Theog-Rohru project road 245 21.050 21.070 20 1.50 Stone Masonry Revetment Wall 246 21.070 21.130 60 0.00 None, (Low cuts, Flat or Fill) 247 21.130 21.160 30 2.00 Stone Masonry Revetment Wall 248 21.160 21.270 110 0.00 None, (Low cuts, Flat or Fill) 249 21.270 21.330 60 2.00 Stone Masonry Revetment Wall 250 21.330 21.370 40 0.00 None, (Low cuts, Flat or Fill) 251 21.370 21.530 160 1.50 Stone Masonry Revetment Wall 252 21.530 21.570 40 0.00 None, (Low cuts, Flat or Fill) 253 21.570 21.590 20 3.00 Stone Masonry Revetment Wall 254 21.590 21.650 60 0.00 None, (Low cuts, Flat or Fill) 255 21.650 21.670 20 2.00 Gabion Wall 256 21.670 21.790 120 0.00 None, (Low cuts, Flat or Fill) 257 21.790 21.810 20 1.50 Stone Masonry Revetment Wall 258 21.810 21.830 20 0.00 None, (Low cuts, Flat or Fill) 259 21.830 21.890 60 1.50 Stone Masonry Revetment Wall 260 21.890 21.950 60 0.00 None, (Low cuts, Flat or Fill) 261 21.950 21.990 40 2.00 Stone Masonry Revetment Wall 262 21.990 22.010 20 0.00 None, (Low cuts, Flat or Fill) 263 22.010 22.030 20 1.50 Stone Masonry Revetment Wall 264 22.030 22.190 160 0.00 None, (Low cuts, Flat or Fill) 265 22.190 22.230 40 2.00 Stone Masonry Revetment Wall 266 22.230 22.290 60 0.00 None, (Low cuts, Flat or Fill) 267 22.290 22.310 20 2.00 Stone Masonry Revetment Wall 268 22.310 22.350 40 0.00 None, (Low cuts, Flat or Fill) 269 22.350 22.410 60 2.00 Stone Masonry Revetment Wall 270 22.410 22.430 20 0.00 None, (Low cuts, Flat or Fill) 271 22.430 22.530 100 2.40 Stone Masonry Revetment Wall 272 22.530 22.590 60 0.00 None, (Low cuts, Flat or Fill) 273 22.590 22.610 20 1.50 Stone Masonry Revetment Wall 274 22.610 22.630 20 0.00 None, (Low cuts, Flat or Fill) 275 22.630 22.790 160 2.00 Stone Masonry Revetment Wall 276 22.790 22.810 20 2.50 Gabion Wall 277 22.810 22.830 20 2.00 Stone Masonry Revetment Wall 278 22.830 22.870 40 0.00 None, (Low cuts, Flat or Fill) 279 22.870 22.930 60 1.50 Stone Masonry Revetment Wall 280 22.930 23.190 260 0.00 None, (Low cuts, Flat or Fill) 281 23.190 23.230 40 1.50 Stone Masonry Revetment Wall 282 23.230 23.270 40 0.00 None, (Low cuts, Flat or Fill) 283 23.270 23.290 20 2.00 Stone Masonry Revetment Wall 284 23.290 23.310 20 0.00 None, (Low cuts, Flat or Fill) 285 23.310 23.390 80 2.00 Stone Masonry Revetment Wall 286 23.390 23.430 40 2.25 Gabion Wall 287 23.430 23.450 20 2.00 Stone Masonry Revetment Wall 288 23.450 23.510 60 1.50 Gabion Wall 289 23.510 23.630 120 2.40 Stone Masonry Revetment Wall 290 23.630 23.710 80 0.00 None, (Low cuts, Flat or Fill) 291 23.710 23.750 40 1.50 Stone Masonry Revetment Wall 292 23.750 23.770 20 0.00 None, (Low cuts, Flat or Fill) 293 23.770 23.790 20 2.00 Stone Masonry Revetment Wall 294 23.790 23.910 120 0.00 None, (Low cuts, Flat or Fill) Ilimachal State Roads Projec t EIA for Theog-Rohru project road 295 23.910 23.950 40 1.50 Stone Masonry Revetment Wall 296 23.950 24.110 160 0.00 None, (Low cuts, Flat or Fill) 297 24.110 24.130 20 2.50 Gabion Wall 298 24.130 24.170 40 2.00 Stone Masonry Revetment Wall 299 24.170 24.210 40 2.50 Gabion Wall 300 24.210 24.490 280 0.00 None, (Low cuts, Flat or Fill) 301 24.490 24.530 40 2.00 Gabion Wall 302 24.530 24.550 20 0.00 None, (Low cuts, Flat or Fill) Stone Masonry Revetment Wall + Gabion Wall 303 24.550 24.570 20 1.50 (1.Om at top) 304 24.570 24.650 80 2.00 Stone Masonry Revetment Wall Stone Masonry Revetment Wall + Gabion Wall 305 24.650 24.670 20 1.50 (1.0m at top) 306 24.670 24.690 20 0.00 None, (Low cuts, Flat or Fill) 307 24.690 24.810 120 2.00 Stone Masonry Revetment Wall 308 24.810 24.910 100 0.00 None, (Low cuts, Flat or Fill) 309 24.910 24.950 40 1.50 Stone Masonry Revetment Wall 310 24.950 24.990 40 0.00 None, (Low cuts, Flat or Fill) 311 24.990 25.030 40 2.25 Gabion Wall 312 25.030 25.050 20 1.50 Stone Masonry Revetment Wall 313 25.050 25.170 120 0.00 None, (Low cuts, Flat or Fill) 314 25.170 25.230 60 2.00 Stone Masonry Revetment Wall 315 25.230 25.350 120 0.00 None, (Low cuts, Flat or Fill) 316 25.350 25.410 60 2.00 Stone Masonry Revetment Wall 317 25.410 25.430 20 0.00 None, (Low cuts, Flat or Fill) 318 25.430 25.450 20 1.50 Stone Masonry Revetment Wall 319 25.450 25.770 320 0.00 None, (Low cuts, Flat or Fill) 320 25.770 25.810 40 1.50 Stone Masonry Revetment Wall 321 25.810 25.830 20 0.00 None, (Low cuts, Flat or Fill) 322 25.830 26.130 300 2.00 Stone Masonry Revetment Wall 323 26.130 26.250 120 0.00 None, (Low cuts, Flat or Fill) 324 26.250 26.270 20 1.50 Stone Masonry Revetment Wall 325 26.270 26.350 80 0.00 None, (Low cuts, Flat or Fill) 326 26.350 26.510 160 2.00 Stone Masonry Revetment Wall 327 26.510 26.630 120 0.00 None, (Low cuts, Flat or Fill) 328 26.630 26.650 20 1.50 Stone Masonry Revetment Wall 329 26.650 26.670 20 0.00 None, (Low cuts, Flat or Fill) 330 26.670 26.750 80 2.00 Stone Masonry Revetment Wall 331 26.750 26.810 60 2.00 Gabion Wall 332 26.810 26.890 80 2.00 Stone Masonry Revetment Wall 333 26.890 26.950 60 0.00 None, (Low cuts, Flat or Fill) 334 26.950 26.970 20 1.50 Stone Masonry Revetment Wall 335 26.970 26.990 20 0.00 None, (Low cuts, Flat or Fill) 336 26.990 27.010 20 1.50 Stone Masonry Revetment Wall 337 27.010 27.050 40 0.00 None, (Low cuts, Flat or Fill) 338 27.050 27.070 20 1.50 Stone Masonry Revetment Wall 339 27.070 27.130 60 0.00 None, (Low cuts, Flat or Fill) 340 27.130 27.150 20 1.50 Stone Masonry Revetment Wall 341 27.150 27.170 20 0.00 None, (Low cuts, Flat or Fill) 342 27.170 27.210 40 1.50 Stone Masonry Revetment Wall 343 27.210 27.310 100 0.00 None, (Low cuts, Flat or Fill) IFlimachal State Roads Projec t EIA for 'lTheog-Rohru project road 344 27.310 27.410 100 1.50 Stone Masonry Revetment Wall 345 27.410 27.430 20 0.00 None, (Low cuts, Flat or Fill) 346 27.430 27.510 80 2.00 Stone Masonry Revetment Wall 347 27.510 27.570 60 0.00 None, (Low cuts, Flat or Fill) 348 27.570 27.650 80 2.30 Stone Masonry Revetment Wall 349 27.650 27.670 20 0.00 None, (Low cuts, Flat or Fill) 350 27.670 27.690 20 1.50 Stone Masonry Revetment Wall 351 27.690 27.750 60 0.00 None, (Low cuts, Flat or Fill) 352 27.750 27.790 40 1.50 Stone Masonry Revetment Wall 353 27.790 27.830 40 0.00 None, (Low cuts, Flat or Fill) 354 27.830 27.910 80 2.00 Stone Masonry Revetment Wall 355 27.910 28.150 240 0.00 None, (Low cuts, Flat or Fill) 356 28.150 28.190 40 1.50 Stone Masonry Revetment Wall 357 28.190 28.210 20 0.00 None, (Low cuts, Flat or Fill) 358 28.210 28.230 20 1.50 Stone Masonry Revetment Wall 359 28.230 28.250 20 0.00 None, (Low cuts, Flat or Fill) 360 28.250 28.330 80 2.00 Stone Masonry Revetment Wall 361 28.330 28.430 100 0.00 None, (Low cuts, Flat or Fill) 362 28.430 28.490 60 2.00 Stone Masonry Revetment Wall 363 28.490 28.550 60 0.00 None, (Low cuts, Flat or Fill) 364 28.550 28.590 40 1.50 Stone Masonry Revetment Wall 365 28.590 28.910 320 0.00 None, (Low cuts, Flat or Fill) 366 28.910 28.930 20 1.50 Stone Masonry Revetment Wall 367 28.930 28.950 20 0.00 None, (Low cuts, Flat or Fill) 368 28.950 28.970 20 2.00 Gabion Wall 369 28.970 28.990 20 1.50 Stone Masonry Revetment Wall 370 28.990 29.130 140 0.00 None, (Low cuts, Flat or Fill) 371 29.130 29.150 20 1.50 Stone Masonry Revetment Wall 372 29.150 29.910 760 0.00 None, (Low cuts, Flat or Fill) 373 29.910 29.930 20 1.50 Stone Masonry Revetment Wall 374 29.930 29.990 60 0.00 None, (Low cuts, Flat or Fill) 375 29.990 30.010 20 1.50 Stone Masonry Revetment Wall 376 30.010 30.030 20 0.00 None, (Low cuts, Flat or Fill) 377 30.030 30.050 20 2.00 Stone Masonry Revetment Wall 378 30.050 30.110 60 0.00 None, (Low cuts, Flat or Fill) 379 30.110 30.130 20 1.50 Stone Masonry Revetment Wall 380 30.130 30.350 220 0.00 None, (Low cuts, Flat or Fill) 381 30.350 30.410 60 1.50 Stone Masonry Revetment Wall 382 30.410 30.450 40 0.00 None, (Low cuts, Flat or Fill) 383 30.450 30.540 90 1.50 Stone Masonry Revetment Wall 384 30.540 30.590 50 1.50 Stone Masonry Revetment Wall 385 30.590 30.690 100 0.00 None, (Low cuts, Flat or Fill) 386 30.690 30.710 20 1.50 Stone Masonry Revetment Wall 387 30.710 30.740 30 0.00 None, (Low cuts, Flat or Fill) 388 30.740 30.790 50 1.50 Gabion Wall at Top 389 30.790 30.910 120 0.00 None, (Low cuts, Flat or Fill) 390 30.910 30.930 20 1.50 Stone Masonry Revetment Wall 391 30.930 31.350 420 0.00 None, (Low cuts, Flat or Fill) 392 31.350 31.410 60 1.50 Stone Masonry Revetment Wall 393 31.410 31.450 40 0.00 None, (Low cuts, Flat or Fill) I-limachal State Roads Projec t ElJA for Theog-Rohru project road 394 31.450 31.510 60 1.50 Stone Masonry Revetment Wall 395 31.510 31.750 240 0.00 None, (Low cuts, Flat or Fill) 396 31.750 31.810 60 2.00 Stone Masonry Revetment Wall 397 31.810 31.850 40 0.00 None, (Low cuts, Flat or Fill) 398 31.850 31.890 40 1.50 Stone Masonry Revetment Wall 399 31.890 31.930 40 0.00 None, (Low cuts, Flat or Fill) 400 31.930 32.010 80 2.00 Stone Masonry Revetment Wall 401 32.010 32.070 60 0.00 None, (Low cuts, Flat or Fill) 402 32.070 32.130 60 2.00 Stone Masonry Revetment Wall 403 32.130 32.510 380 0.00 None, (Low cuts, Flat or Fill) 404 32.510 32.530 20 2.00 Stone Masonry Revetment Wall 405 32.530 32.790 260 0.00 None, (Low cuts, Flat or Fill) 406 32.790 32.810 20 2.00 Stone Masonry Revetment Wall 407 32.810 33.030 220 0.00 None, (Low cuts, Flat or Fill) 408 33.030 33.050 20 2.50 Stone Masonry Revetment Wall 409 33.050 33.170 120 0.00 None, (Low cuts, Flat or Fill) 410 33.170 33.190 20 2.00 Stone Masonry Revetment Wall 411 33.190 33.230 40 0.00 None, (Low cuts, Flat or Fill) 412 33.230 33.250 20 1.50 Stone Masonry Revetment Wall 413 33.250 33.310 60 0.00 None, (Low cuts, Flat or Fill) 414 33.310 33.330 20 1.50 Stone Masonry Revetment Wall 415 33.330 33.470 140 0.00 None, (Low cuts, Flat or Fill) 416 33.470 33.490 20 2.00 Stone Masonry Revetment Wall 417 33.490 33.670 180 0.00 None, (Low cuts, Flat or Fill) 418 33.670 33.750 80 2.00 Stone Masonry Revetment Wall 419 33.750 33.770 20 0.00 None, (Low cuts, Flat or Fill) 420 33.770 33.790 20 2.00 Stone Masonry Revetment Wall 421 33.790 33.810 20 1.50 Gabion Wall at Top 422 33.810 33.830 20 0.00 None, (Low cuts, Flat or Fill) 423 33.830 33.890 60 2.00 Stone Masonry Revetment Wall 424 33.890 34.270 380 0.00 None, (Low cuts, Flat or Fill) 425 34.270 34.310 40 1.50 Stone Masonry Revetment Wall 426 34.310 34.330 20 2.50 Gabion Wall 427 34.330 34.430 100 0.00 None, (Low cuts, Flat or Fill) 428 34.430 34.450 20 1.50 Stone Masonry Revetment Wall 429 34.450 34.510 60 0.00 None, (Low cuts, Flat or Fill) 430 34.510 34.530 20 1.50 Stone Masonry Revetment Wall 431 34.530 34.550 20 0.00 None, (Low cuts, Flat or Fill) 432 34.550 34.670 120 2.00 Stone Masonry Revetment Wall 433 34.670 34.730 60 0.00 None, (Low cuts, Flat or Fill) 434 34.730 34.770 40 2.00 Gabion Wall 435 34.770 34.970 200 0.00 None, (Low cuts, Flat or Fill) 436 34.970 35.010 40 2.50 Gabion Wall 437 35.010 35.070 60 0.00 None, (Low cuts, Flat or Fill) 438 35.070 35.090 20 1.50 Stone Masonry Revetment Wall 439 35.090 36.350 1260 0.00 None, (Low cuts, Flat or Fill) 440 36.350 36.430 80 1.50 Stone Masonry Revetment Wall 441 36.430 36.990 560 0.00 None, (Low cuts, Flat or Fill) 442 36.990 37.030 40 2.00 Gabion Wall 443 37.030 37.410 380 0.00 None, (Low cuts, Flat or Fill) EIA for Theog-Rohru project road I limachal State Roads Projec t Masonry Revetment Wall 444 37.410 37.470 60 1.50 Stone (Low cuts, Flat or Fill) 445 37.470 37.570 100 0.00 None, Masonry Revetment Wall 446 37.570 37.610 40 1.50 Stone (Low cuts, Flat or Fill) 447 37.610 37.970 360 0.00 None, Wall 448 37.970 38.030 60 2.50 Gabion (Low cuts, Flat or Fill) 449 38.030 38.070 40 0.00 None, Wall 450 38.070 38.110 40 3.00 Gabion cuts, Flat or Fill) 451 38.110 38.130 20 0.00 None, (Low Masonry Revetment Wall 452 38.130 38.210 80 2.00 Stone (Low cuts, Flat or Fill) 453 38.210 38.290 80 0.00 None, Masonry Revetment Wall 454 38.290 38.330 40 2.00 Stone cuts, Flat or Fill) 455 38.330 38.410 80 0.00 None, (Low Masonry Revetment Wall 456 38.410 38.490 80 2.00 Stone (Low cuts, Flat or Fill) 457 38.490 38.510 20 0.00 None, Masonry Revetment Wall 458 38.510 38.670 160 1.50 Stone (Low cuts, Flat or Fill) 459 38.670 39.110 440 0.00 None, Masonry Revetment Wall 460 39.110 39.130 20 1.50 Stone (Low cuts, Flat or Fill) 461 39.130 39.170 40 0.00 None, Masonry Revetment Wall 462 39.170 39.230 60 2.00 Stone (Low cuts, Flat or Fill) 463 39.230 39.330 100 0.00 None, Wall 464 39.330 39.350 20 1.50 Gabion (Low cuts, Flat or Fill) 465 39.350 39.510 160 0.00 None, Wall 466 39.510 39.530 20 1.50 Gabion (Low cuts, Flat or Fill) 467 39.530 39.590 60 0.00 None, Masonry Revetment Wall 468 39.590 39.610 20 1.50 Stone (Low cuts, Flat or Fill) 469 39.610 39.630 20 0.00 None, Wall 470 39.630 39.650 20 2.50 Gabion (Low cuts, Flat or Fill) 471 39.650 39.670 20 0.00 None, Masonry Revetment Wall 472 39.670 39.710 40 2.25 Stone (Low cuts, Flat or Fill) 473 39.710 39.830 120 0.00 None, Masonry Revetment Wall 474 39.830 39.850 20 1.50 Stone (Low cuts, Flat or Fill) 475 39.850 39.870 20 0.00 None, Masonry Revetment Wall 476 39.870 39.930 60 1.50 Stone (Low cuts, Flat or Fill) 477 39.930 40.030 100 0.00 None, Masonry Revetment Wall 478 40.030 40.070 40 2.00 Stone (Low cuts, Flat or Fill) 479 40.070 40.110 40 0.00 None, Masonry Revetment Wall 480 40.110 40.130 20 2.00 Stone (Low cuts, Flat or Fill) 481 40.130 40.150 20 0.00 None, Masonry Revetment Wall 482 40.150 40.250 100 3.00 Stone (Low cuts, Flat or Fill) 483 40.250 40.350 100 0.00 None, Wall 484 40.350 40.370 20 2.00 Gabion (Low cuts, Flat or Fill) 485 40.370 40.390 20 0.00 None, Masonry Revetment Wall 486 40.390 40.430 40 1.50 Stone Masonry Revetment Wall 487 40.430 40.510 80 1.50 Stone Wall 488 40.510 40.550 40 1.50 Gabion Masonry Revetment Wall 489 40.550 40.650 100 2.00 Stone (Low cuts, Flat or Fill) 490 40.650 40.670 20 0.00 None, Masonry Revetment Wall 491 40.670 40.710 40 3.00 Stone (Low cuts, Flat or Fill) 492 40.710 40.730 20 0.00 None, Stone Masonry with cement mortar Retaining 493 40.730 40.790 60 2.00 wall Himachal State Roads Projec t EIA for Theog-Rohru project road 494 40.790 40.830 40 0.00 None, (Low cuts, Flat or Fill) Stone Masonry with cement mortar Retaining 495 40.830 40.910 80 1.50 wall 496 40.910 40.950 40 0.00 None, (Low cuts, Flat or Fill) 497 40.950 41.040 90 2.00 Stone Masonry Revetment Wall 498 41.040 41.070 30 2.00 Gabion Wall 499 41.070 41.090 20 1.50 Stone Masonry Revetment Wall 500 41.090 41.130 40 0.00 None, (Low cuts, Flat or Fill) 501 41.130 41.170 40 1.50 Stone Masonry Revetment Wall 502 41.170 41.190 20 0.00 None, (Low cuts, Flat or Fill) 503 41.190 41.230 40 1.50 Stone Masonry Revetment Wall 504 41.230 41.270 40 0.00 None, (Low cuts, Flat or Fill) 505 41.270 41.310 40 1.50 Stone Masonry Revetment Wall 506 41.310 41.330 20 0.00 None, (Low cuts, Flat or Fill) 507 41.330 41.390 60 2.00 Stone Masonry Revetment Wall 508 41.390 41.470 80 2.00 Gabion Wall 509 41.470 41.510 40 0.00 None, (Low cuts, Flat or Fill) 510 41.510 41.590 80 2.20 Stone Masonry Revetment Wall 511 41.590 41.610 20 0.00 None, (Low cuts, Flat or Fill) 512 41.610 41.910 300 1.50 Stone Masonry Revetment Wall 513 41.910 41.930 20 0.00 None, (Low cuts, Flat or Fill) 514 41.930 41.990 60 2.00 Gabion Wall 515 41.990 42.110 120 1.50 Stone Masonry Revetment Wall 516 42.110 42.130 20 2.00 Gabion Wall 517 42.130 42.210 80 1.50 Stone Masonry Revetment Wall 518 42.210 42.250 40 0.00 None, (Low cuts, Flat or Fill) 519 42.250 42.330 80 2.00 Gabion Wall 520 42.330 42.370 40 0.00 None, (Low cuts, Flat or Fill) 521 42.370 42.530 160 2.00 Stone Masonry Revetment Wall 522 42.530 42.550 20 0.00 None, (Low cuts, Flat or Fill) 523 42.550 42.590 40 1.50 Stone Masonry Revetment Wall 524 42.590 42.630 40 3.00 Stone Masonry Revetment Wall 525 42.630 42.730 100 0.00 None, (Low cuts, Flat or Fill) 526 42.730 42.750 20 2.00 Gabion Wall 527 42.750 42.790 40 0.00 None, (Low cuts, Flat or Fill) 528 42.790 42.850 60 1.50 Stone Masonry Revetment Wall 529 42.850 42.890 40 0.00 None, (Low cuts, Flat or Fill) 530 42.890 42.930 40 1.50 Stone Masonry Revetment Wall 531 42.930 42.950 20 0.00 None, (Low cuts, Flat or Fill) 532 42.950 42.970 20 1.50 Stone Masonry Revetment Wall 533 42.970 43.030 60 0.00 None, (Low cuts, Flat or Fill) 534 43.030 43.130 100 1.50 Stone Masonry Revetment Wall 535 43.130 43.150 20 0.00 None, (Low cuts, Flat or Fill) 536 43.150 43.170 20 1.50 Stone Masonry Revetment Wall 537 43.170 43.270 100 0.00 None, (Low cuts, Flat or Fill) 538 43.270 43.290 20 1.50 Stone Masonry Revetment Wall 539 43.290 43.310 20 0.00 None, (Low cuts, Flat or Fill) 540 43.310 43.330 20 1.50 Stone Masonry Revetment Wall 541 43.330 43.370 40 0.00 None, (Low cuts, Flat or Fill) 542 43.370 43.430 60 1.50 Stone Masonry Revetment Wall 543 43.430 43.510 80 0.00 None, (Low cuts, Flat or Fill) EIA for fheog-Rohru project road flimachal State Roads Projec t 1.50 Gabion Wall 544 43.510 43.550 40 0.00 None, (Low cuts, Flat or Fill) 545 43.550 43.570 20 Wall Stone Masonry Revetment Wall + Gabion 1.50 (1.Om at top) 546 43.570 43.630 60 0.00 None, (Low cuts, Flat or Fill) 547 43.630 43.650 20 2.00 Gabion Wall 548 43.650 43.690 40 0.00 None, (Low cuts, Flat or Fill) 549 43.690 43.730 40 1.50 Gabion Wall 550 43.730 43.770 40 1.50 Stone Masonry Revetment Wall 551 43.770 43.810 40 1.50 Stone Masonry Revetment Wall 552 43.810 43.830 20 0.00 None, (Low cuts, Flat or Fill) 553 43.830 43.950 120 2.00 Stone Masonry Revetment Wall 554 43.950 44.030 80 0.00 None, (Low cuts, Flat or Fill) 555 44.030 44.070 40 2.00 Stone Masonry Revetment Wall 556 44.070 44.090 20 0.00 None, (Low cuts, Flat or Fill) 557 44.090 44.110 20 1.50 Stone Masonry Revetment Wall 558 44.110 44.150 40 0.00 None, (Low cuts, Flat or Fill) 559 44.150 44.170 20 1.50 Stone Masonry Revetment Wall 560 44.170 44.210 40 0.00 None, (Low cuts, Flat or Fill) 561 44.210 44.230 20 1.50 Gabion Wall 562 44.230 44.250 20 0.00 None, (Low cuts, Flat or Fill) 563 44.250 44.470 220 2.50 Stone Masonry Revetment Wall 564 44.470 44.510 40 0.00 None, (Low cuts, Flat or Fill) 565 44.510 44.590 80 1.50 Stone Masonry Revetment Wall 566 44.590 44.630 40 0.00 None, (Low cuts, Flat or Fill) 567 44.630 44.670 40 2.50 Stone Masonry Revetment Wall 568 44.670 44.710 40 0.00 None, (Low cuts, Flat or Fill) 569 44.710 44.750 40 1.50 Stone Masonry Revetment Wall 570 44.750 44.770 20 None, (Low cuts, Flat or Fill) 44.770 44.937 167 0.00 Stone Masonry Revetment + Spot Dowels 44.937 44.997 60 1.50 0.00 None, (Low cuts, Flat or Fill) 571 44.997 45.010 13 1.50 Stone Masonry Revetment Wall 572 45.010 45.030 20 0.00 None, (Low cuts, Flat or Fill) 573 45.030 45.070 40 1.50 Gabion Wall 574 45.070 45.090 20 1.50 Stone Masonry Revetment Wall 575 45.090 45.170 80 (Low cuts, Flat or Fill) 45.190 20 0.00 None, 576 45.170 Wall 2.00 Stone Masonry Revetment 577 45.190 45.230 40 1.50 Gabion Wall 578 45.230 45.310 80 0.00 None, (Low cuts, Flat or Fill) 579 45.310 45.330 20 1.50 Gabion Wall 580 45.330 45.350 20 0.00 None, (Low cuts, Flat or Fill) 581 45.350 45.390 40 2.00 Gabion Wall 582 45.390 45.430 40 0.00 None, (Low cuts, Flat or Fill) 583 45.430 45.530 100 2.00 Stone Masonry Revetment Wall 584 45.530 45.570 40 1.50 Gabion Wall 585 45.570 45.630 60 1.50 Stone Masonry Revetment Wall 586 45.630 45.650 20 0.00 None, (Low cuts, Flat or Fill) 587 45.650 45.830 180 2.00 Gabion Wall 588 45.830 45.850 20 0.00 None, (Low cuts, Flat or Fill) 589 45.850 45.870 20 2.00 Stone Masonry Revetment Wall 590 45.870 45.890 20 0.00 None, (Low cuts, Flat or Fill) 591 45.890 45.910 20 -Ifimachal State Roads Projec t EIA for Theog-Rohru project road 592 45.910 45.930 20 1.50 Gabion Wall 593 45.930 45.950 20 1.50 Stone Masonry Revetment Wall 594 45.950 45.970 20 0.00 None, (Low cuts, Flat or Fill) 595 45.970 46.010 40 2.25 Stone Masonry Revetment 596 46.010 46.030 Wall 20 1.50 Gabion Wall 597 46.030 46.130 100 0.00 None, (Low cuts, Flat or Fill) 598 46.130 46.150 20 1.50 Stone Masonry Revetment Wall 599 46.150 46.350 200 0.00 None, (Low cuts, Flat or Fill) 600 46.350 46.370 20 1.50 Stone Masonry Revetment Wall 601 46.370 46.410 40 0.00 None, (Low cuts, Flat or Fill) 602 46.410 46.470 60 1.50 Stone Masonry Revetment Wall 603 46.470 46.590 120 0.00 None, (Low cuts, Flat or Fill) 604 46.590 46.610 20 1.50 Stone Masonry Revetment Wall 605 46.610 46.630 20 2.00 Gabion Wall 606 46.630 46.710 80 0.00 None, (Low cuts, Flat or Fill) 607 46.710 46.730 20 2.00 Stone Masonry Revetment Wall 608 46.730 46.810 80 0.00 None, (Low cuts, Flat or Fill) 609 46.810 46.830 20 1.50 Stone Masonry Revetment Wall 610 46.830 46.910 80 0.00 None, (Low cuts, Flat or Fill) 611 46.910 46.930 20 2.00 Gabion Wall 612 46.930 47.050 120 0.00 None, (Low cuts, Flat or Fill) 613 47.050 47.090 40 2.00 Stone Masonry Revetment Wall 614 47.090 47.270 180 0.00 None, (Low cuts, Flat or Fill) 615 47.270 47.310 40 2.00 Stone Masonry Revetment Wall 616 47.310 47.450 140 0.00 None, (Low cuts, Flat or Fill) 617 47.450 47.470 20 1.50 Stone Masonry Revetment Wall 618 47.470 47.710 240 0.00 None, (Low cuts, Flat or Fill) 619 47.710 47.770 60 1.50 Stone Masonry Revetment Wall 620 47.770 47.830 60 0.00 None, (Low cuts, Flat or Fill) 621 47.830 47.850 20 1.50 Stone Masonry Revetment Wall 622 47.850 48.010 160 0.00 None, (Low cuts, Flat or Fill) 623 48.010 48.030 20 1.50 Stone Masonry Revetment Wall 624 48.030 48.110 80 0.00 None, (Low cuts, Flat or Fill) 625 48.110 48.130 20 1.50 Stone Masonry Revetment Wall 626 48.130 48.150 20 0.00 None, (Low cuts, Flat or Fill) 627 48.150 48.290 140 2.00 Stone Masonry Revetment Wall 628 48.290 48.430 140 0.00 None, (Low cuts, Flat or Fill) 629 48.430 48.450 20 2.00 Gabion Wall 630 48.450 48.570 120 0.00 None, (Low cuts, Flat or 631 48.570 48.610 Fill) 40 2.00 Gabion Wall 632 48.610 48.630 20 0.00 None, (Low cuts, Flat or Fill) 633 48.630 48.670 40 2.00 Gabion Wall 634 48.670 48.710 40 0.00 None, (Low cuts, Flat or Fill) 635 48.710 48.730 20 2.00 Stone Masonry Revetment Wall 636 48.730 48.790 60 0.00 None, (Low cuts, Flat or Fill) 637 48.790 48.830 40 1.50 Gabion Wall 638 48.830 48.970 140 0.00 None, (Low cuts, Flat or Fill) 639 48.970 48.990 20 1.50 Stone Masonry Revetment Wall 640 48.990 49.030 40 0.00 None, (Low cuts, Flat or Fill) 641 49.030 49.050 20 2.00 Gabion Wall road EIA for fheog-Rohru project 1limachal State Roads Projec t cuts, Flat or Fill) 20 0.00 None, (Low 642 49.050 49.070 Wall 1.50 Stone Masonry Revetment 49.070 49.090 20 643 cuts, Flat or Fill) 40 0.00 None, (Low 644 49.090 49.130 Wall 1.50 Stone Masonry Revetment 49.130 49.210 80 645 cuts, Flat or Fill) 60 0.00 None, (Low 6461 49.210 49.270 Wall 2.50 Stone Masonry Revetment 647 49.270 49.290 20 Gabion Wall 49.310 20 1.50 648 49.290 cuts, Flat or Fill) 120 0.00 None, (Low 649 49.310 49.430 Wall 1.50 Stone Masonry Revetment 49.430 49.470 40 650 cuts, Flat or Fill) 100 0.00 None, (Low 651 49.470 49.570 Wall 1.50 Stone Masonry Revetment 652 49.570 49.610 40 Gabion Wall 49.630 20 2.00 653 49.610 Revetment Wall 20 1.50 Stone Masonry 654 49.630 49.650 or Fill) 0.00 None, (Low cuts, Flat 655 49.650 49.850 200 Gabion Wall 49.870 20 1.50 656 49.850 or Fill) 0.00 None, (Low cuts, Flat 657 49.870 49.890 20 40 1.50 Gabion Wall 658 49.890 49.930 or Fill) 0.00 None, (Low cuts, Flat 659 49.930 49.950 20 20 1.50 Gabion Wall 660 49.950 49.970 Wall 1.50 Stone Masonry Revetment 661 49.970 49.990 20 1.50 Gabion Wall 662 49.990 50.010 20 Stone Masonry Revetment Wall 50.030 20 1.50 663 50.010 cuts, Flat or Fill) 40 0.00 None (Low 664 50.030 50.070 Wall 1.50 Stone Masonry Revetment 665 50.070 50.110 40 20 1.50 Gabion Wall 666 50.110 50.130 or Fill) 0.00 None, (Low cuts, Flat 667 50.130 50.150 20 Stone Masonry Revetment Wall 50.190 40 1.50 668 50.150 cuts, Flat or Fill) 340 0.00 None, (Low 669 50.190 50.530 Wall 1.50 Stone Masonry Revetment 670 50.530 50.550 20 None, (Low cuts, Flat or Fill) 50.590 40 0.00 671 50.550 Revetment Wall 40 1.50 Stone Masonry 672 50.590 50.630 or Fill) 0.00 None, (Low cuts, Flat 673 50.630 50.690 60 Stone Masonry Revetment Wall 50.710 20 1.50 674 50.690 cuts, Flat or Fill) 20 0.00 None, (Low 675 50.710 50.730 Wall 1.50 Stone Masonry Revetment 676 50.730 50.750 20 None, (Low cuts, Flat or Fill) 50.770 20 0.00 677 50.750 Revetment Wall 140 2.00 Stone Masonry 678 50.770 50.910 or Fill) 0.00 None, (Low cuts, Flat 679 50.910 51.010 100 Stone Masonry Revetment Wall 51.150 140 2.00 680 51.010 cuts, Flat or Fill) 20 0.00 None, (Low 681 51.150 51.170 Wall 2.00 Stone Masonry Revetment 682 51.170 51.270 100 Gabion Wall 51.330 60 1.50 683 51.270 cuts, Flat or Fill) 40 0.00 None, (Low 684 51.330 51.370 Wall 1.50 Stone Masonry Revetment 685 51.370 51.410 40 40 2.00 Gabion Wall 686 51.410 51.450 or Fill) 0.00 None, (Low cuts, Flat 687 51.450 51.590 140 20 1.50 Gabion Wall 688 51.590 51.610 or Fill) 0.00 None, (Low cuts, Flat 689 51.610 51.670 60 + Gabion Wall Stone Masonry Revetment Wall top) 40 1.50 (1.Om at 690 51.670 51.710 or Fill) 0.00 None, (Low cuts, Flat 691 51.710 51.870 160 f limachal State Roads Pro'jec t EIA for Theog-Rohru project road 692 51.870 51.930 60 1.50 Stone Masonry Revetment Wall 693 51.930 52.150 220 0.00 None, (Low cuts, 694 52.150 52.170 Flat or Fill) 20 1.50 Gabion Wall 695 52.170 52.210 40 1.50 Stone Masonry 696 52.210 52.250 Revetment Wall 40 0.00 None, 697 52.250 (Low cuts, Flat or Fill) 52.350 100 2.00 Stone Masonry Revetment Wall 698 52.350 52.570 220 0.00 None, (Low cuts, 699 52.570 52.630 Flat or Fill) 60 1.50 Stone Masonry 700 52.630 52.690 Revetment Wall 60 1.50 Gabion Wall 701 52.690 52.750 60 0.00 None, (Low cuts, 702 52.750 52.770 Flat or Fill) 20 1.50 Gabion Wall 703 52.770 53.010 240 0.00 None, (Low cuts, 704 53.010 53.030 Flat or Fill) 20 1.50 Stone Masonry 705 53.030 53.070 Revetment Wall 40 0.00 None, 706 53.070 (Low cuts, Flat or Fill) 53.110 40 1.50 Stone Masonry Revetment Wall 707 53.110 53.130 20 0.00 None, (Low cuts, 708 53.130 53.190 Flat or Fill) 60 2.00 Gabion 709 53.190 Wall 53.230 40 1.50 Stone Masonry Revetment Wall 710 53.230 53.350 120 0.00 None, (Low cuts, 711 53.350 53.450 Flat or Fill) 100 2.00 Gabion Wall 712 53.450 53.510 60 0.00 None, (Low cuts, 713 53.510 53.590 Flat or Fill) 80 1.50 Stone Masonry 714 53.590 Revetment Wall 53.630 40 0.00 None, (Low cuts, Flat or Fill) 715 53.630 53.650 20 1.50 Stone Masonry Revetment 716 53.650 53.670 Wall 20 1.50 Gabion Wall 717 53.670 53.690 20 0.00 None, (Low cuts, 718 53.690 53.730 Flat or Fill) 40 2.00 Gabion Wall 719 53.730 53.810 80 0.00 None, (Low cuts, 720 53.810 53.830 Flat or Fill) 20 1.50 Stone Masonry 721 53.830 53.910 Revetment Wall 80 0.00 None, 722 53.910 (Low cuts, Flat or Fill) 53.930 20 1.50 Stone Masonry Revetment Wall 723 53.930 53.970 40 0.00 None, (Low cuts, 724 53.970 54.090 Flat or Fill) 120 2.00 Gabion Wall 725 54.090 54.190 100 0.00 None, (Low cuts, 726 54.190 54.230 Flat or Fill) 40 1.50 Gabion Wall 727 54.230 54.270 40 0.00 None, (Low cuts, 728 54.270 54.310 Flat or Fill) 40 2.00 Stone Masonry 729 54.310 54.350 Revetment Wall 40 1.50 Gabion Wall 730 54.350 54.370 20 2.00 Stone Masonry 731 54.370 54.450 Revetment Wall 80 0.00 None, 732 54.450 (Low cuts, Flat or Fill) 54.470 20 2.00 Stone Masonry Revetment Wall 733 54.470 54.730 260 0.00 None, (Low cuts, 734 54.730 54.750 Flat or Fill) 20 1.50 Gabion Wall 735 54.750 54.790 40 0.00 None, (Low cuts, 736 54.790 54.830 Flat or Fill) 40 2.00 Gabion Wall 737 54.830 54.850 20 0.00 None, (Low cuts, 738 54.850 54.870 Flat or Fill) 20 1.50 Gabion Wall 739 54.870 54.890 20 0.00 None, (Low cuts, 740 54.890 54.950 Flat or Fill) 60 2.00 Gabion 741 54.950 Wall 55.010 60 0.00 None, (Low cuts, Flat or Fill) road EL for Theog-Rohru project t Flimachal Sitate Roads Projec 80 2.50 Gabion Wall 742 55.010 55.090 Fill) 0.00 None, (Low cuts, Flat or 743 55.090 55.130 40 20 2.00 Gabion Wall 744 55.130 55.150 Wall 2.00 Stone Masonry Revetment 745 55.150 55.250 100 20 1.50 Gabion Wall 746 55.250 55.270 Revetment Wall 100 2.00 Stone Masonry 747 55.270 55.370 Fill) 0.00 None, (Low cuts, Flat or 748 55.370 55.390 20 2.00 Gabion Wall 55.390 55.410 20 749 (Low cuts, Flat or Fill) 55.470 60 0.00 None, 750 55.410 Revetment Wall 40 1.50 Stone Masonry 751 55.470 55.510 Fill) 0.00 None, (Low cuts, Flat or 752 55.510 55.610 100 20 2.00 Gabion Wall 753 55.610 55.630 Wall 1.50 Stone Masonry Revetment 754 55.630 55.650 20 20 1.50 Gabion Wall 755 55.650 55.670 Fill) 0.00 None, (Low cuts, Flat or 756 55.670 55.690 20 1.50 Gabion Wall 757 55.690 55.730 40 Wall 1.50 Stone Masonry Revetment 758 55.730 55.770 40 60 2.00 Gabion Wall 759 55.770 55.830 Wall 2.00 Stone Masonry Revetment 760 55.830 55.870 40 20 1.50 Gabion Wall 761 55.870 55.890 Revetment Wall 40 1.50 Stone Masonry 762 55.890 55.930 Fill) 0.00 None, (Low cuts, Flat or 763 55.930 55.950 20 2.00 Gabion Wall 764 55.950 56.050 100 Stone Masonry Revetment Wall 56.070 20 2.00 765 56.050 cuts, Flat or Fill) 80 0.00 None, (Low 766 56.070 56.150 Wall 1.50 Stone Masonry Revetment 767 56.150 56.170 20 20 3.50 Gabion Wall 768 56.170 56.190 Fill) 0.00 None, (Low cuts, Flat or 769 56.190 56.330 140 40 2.00 Gabion Wall 770 56.330 56.370 Fill) 0.00 None, (Low cuts, Flat or 771 56.370 56.390 20 30 1.50 Gabion Wall 772 56.390 56.420 Fill) 0.00 None, (Low cuts, Flat or 773 56.420 56.720 300 Stone Masonry Revetment Wall 56.760 40 1.50 774 56.720 cuts, Flat or Fill) 210 0.00 None, (Low 775 56.760 56.970 Revetment Wall 60 1.50 Stone Masonry 776 56.970 57.030 or Fill) 0.00 None, (Low cuts, Flat 777 57.030 57.090 20 1.50 Gabion Wall 778 57.090 57.110 Fill) 0.00 None, (Low cuts, Flat or 779 57.110 57.190 80 20 2.50 Gabion Wall 780 57.190 57.210 Wall 1.50 Stone Masonry Revetment 781 57.210 57.230 20 220 2.50 Gabion Wall 782 57.230 57.450 Fill) 0.00 None, (Low cuts, Flat or 783 57.450 57.470 20 1.50 Gabion Wall 57.470 57.490 20 + Gabion Wall 784 Stone Masonry Revetment Wall 1.50 (1.0m at top) 785 57.490 57.510 20 Stone Masonry Revetment Wall 57.550 40 1.50 786 57.510 cuts, Flat or Fill 40 0.00 None, (Low 787 57.550 57.590 Revetment Wall 40 1.50 Stone Masonry 788 57.590 57.630 Fill) 0.00 None, (Low cuts, Flat or 789 57.630 57.670 40 20 2.00 Gabion Wall 790 57.670 57.690 Fill) 0.00 None, (Low cuts, Flat or 791 57.690 57.770 80 Himachal State Roads Projec t EIA for Theog-Rohru project road 792 57.770 57.790 20 1.50 Stone 793 Masonry Revetment Wall 57.790 57.850 60 0.00 None, (Low cuts, 794 57.850 57.870 Flat or Fill) 20 1.50 Stone 795 57.870 Masonry Revetment Wall 57.930 60 0.00 None, (Low cuts, Flat or Fill) 796 57.930 58.030 100 2.00 1Gabion Wall 797 58.030 58.090 60 0.00 None, (Low cuts, 798 58.090 58.130 Flat or Fill) 40 1.50 Stone Masonry 799 58.130 Revetment Wall 58.310 180 0.00 800 None, (Low cuts, Flat or Fill) 58.310 58.370 60 2.00 Gabion Wall 801 58.370 58.590 220 0.00 802 None, (Low cuts, Flat or Fill) 58.590 58.630 40 2.00 Gabion Wall 803 58.630 58.670 40 0.00 None, 804 (Low cuts, Flat or Fill) 58.670 58.750 80 2.00 Gabion Wall 805 58.750 58.810 60 2.00 Stone 806 Masonry Revetment Wall 58.810 58.890 80 2.00 Gabion Wall 807 58.890 58.910 20 0.00 None, (Low 808 58.910 cuts, Flat or Fill) 59.010 100 1.50 809 Gabion Wall 59.010 59.030 20 0.00 None, (Low cuts, 810 59.030 59.050 Flat or Fill) 20 1.50 Gabion Wall 811 59.050 59.210 160 0.00 None, (Low cuts, 812 59.210 59.250 Flat or Fill) 40 2.00 Stone 813 Masonry Revetment Wall 59.250 59.270 20 0.00 None, (Low cuts, 814 59.270 59.330 Flat or Fill) 60 1.50 Gabion 815 59.330 Wall 59.370 40 0.00 None, (Low cuts, Flat or Fill) 816 59.370 59.410 40 1.50 Gabion Wall 817 59.410 59.470 60 0.00 818 None, (Low cuts, Flat or Fill) 59.470 59.570 100 1.50 Gabion Wall 819 59.570 59.650 80 2.00 820 Stone Masonry Revetment Wall 59.650 59.690 40 2.00 Gabion Wall Stone Masonry 821 59.690 59.730 Revetment Wall + Gabion 40 1.50 (1.Orm Wall 822 at top) 59.730 59.810 80 0.00 None, (Low cuts, 823 59.810 59.830 Flat or Fill) 20 1.50 Stone Masonry 824 59.830 59.850 Revetment Wall 20 0.00 None, 825 59.850 (Low cuts, Flat or Fill) 59.890 40 1.50 Stone Masonry Revetment Wall 826 59.890 59.930 40 0.00 None, (Low cuts, 827 59.930 59.990 Flat or Fill) 60 2.00 Gabion Wall 828 59.990 60.030 40 2.00 Stone Masonry 829 60.030 Revetment Wall 60.170 140 0.00 830 None, (Low cuts, Flat or Fill) 60.170 60.210 40 2.50 Gabion Wall 831 60.210 60.230 20 0.00 None, (Low 832 60.230 cuts, Flat or Fill) 60.370 140 1.50 Stone Masonry Revetment Wall 833 60.370 60.430 60 0.00 None, (Low cuts, Flat 834 60.430 60.490 or Fill) 60 1.50 Stone 835 60.490 Masonry Revetment Wall 60.510 20 0.00 None, (Low cuts, Flat or Fill) 836 60.510 60.530 20 1.50 Gabion Wall at 837 60.530 60.550 Top 20 2.50 Gabion 838 60.550 Wall 60.570 20 1.50 Stone Masonry Revetment Wall 839 60.570 60.590 20 0.00 None, (Low cuts, 840 60.590 60.610 Flat or Fill) 20 1.50 Stone Masonry 841 60.610 Revetment Wall 60.870 260 0.00 None, (Low cuts, Flat or Fill) FIA for fheog-Rohru project road Himachal State Roads Projcc t 2.00 Gabion Wall 842 60.870 60.970 100 0.00 None, (Low cuts, Flat or Fill) 843 60.970 60.990 20 Gabion Wall Stone Masonry Revetment Wall + 2.00 (1.0m at top) 844 60.990 61.030 40 0.00 None, (Low cuts, Flat or Fill) 845 61.030 61.070 40 1.50 Gabion Wall 846 61.070 61.130 60 0.00 None, (Low cuts, Flat or Fill) 847 61.130 61.210 80 Wall 61.230 20 2.00 Gabion 848 61.210 Fill) 0.00 None, (Low cuts, Flat or 849 61.230 61.290 60 Gabion Wall 61.330 40 2.00 850 61.290 Fill) 0.00 None, (Low cuts, Flat or 851 61.330 61.550 220 Wall 61.630 80 1.50 Gabion 852 61.550 Flat or Fill) 100 0.00 None, (Low cuts, 853 61.630 61.730 Wall 1.50 Stone Masonry Revetment 854 61.730 61.750 20 2.00 Gabion Wall 855 61.750 61.790 40 Masonry Revetment Wall 61.830 40 1.50 Stone 856 61.790 Flat or Fill) 40 0.00 None, (Low cuts, 857 61.830 61.870 Wall 2.00 Stone Masonry Revetment 858 61.880 61.910 30 (Lowcuts, Flat or Fill) 62.130 220 0.00 None, 859 61.910 Revetment Wall 20 1.50 Stone Masonry 860 62.130 62.150 Fill) 0.00 None, (Low cuts, Flat or 861 62.150 62.210 60 60 2.00 Gabion Wall 862 62.210 62.270 Fill) 0.00 None, (Low cuts, Flat or 863 62.270 62.310 40 Gabion Wall 62.410 100 2.00 864 62.310 Flat or Fill) 80 0.00 None, (Low cuts, 865 62.410 62.490 Wall 1.50 Stone Masonry Revetment 866 62.490 62.530 40 None, (Low cuts, Flat or Fill) 62.570 40 0.00 867 62.530 Revetment Wall 20 1.50 Stone Masonry 868 62.570 62.590 Fill) 0.00 None, (Low cuts, Flat or 869 62.590 62.690 100 Masonry Revetment Wall 62.710 20 1.50 Stone 870 62.690 Fill) 0.00 None, (Low cuts, Flat or 871 62.710 62.730 20 Stone Masonry Revetment Wall 62.750 20 1.50 872 62.730 Flat or Fill) 20 0.00 None, (Low cuts, 873 62.750 62.770 + Gabion Wall Stone Masonry Revetment Wall 1.50 (1.Om at top) 62.770 62.910 140 874 cuts, Flat or Fill) 100 0.00 None, (Low 875 62.910 63.010 Wall 1.50 Stone Masonry Revetment 876 63.010 63.030 20 20 2.00 Gabion Wall 877 63.030 63.050 Fill) 0.00 None, (Low cuts, Flat or 878 63.050 63.070 20 20 1.50 Gabion Wall 879 63.070 63.090 Fill) 0.00 None, (Lowcuts, Flat or 880 63.090 63.130 40 20 2.00 Gabion Wall 881 63.130 63.150 Fill) 0.00 None, (Low cuts, Flat or 882 63.150 63.230 80 Wall 63.250 20 1.50 Gabion 883 63.230 Revetment Wall 110 1.50 Stone Masonry 884 63.250 63.360 Fill) 0.00 None, (Low cuts, Flat or 885 63.360 63.450 90 20 1.50 Gabion Wall 886 63.450 63.470 + Gabion Wall Stone Masonry Revetment Wall 1.50 (1 .Om at top) 63.470 63.490 20 887 cuts, Flat or Fill) 100 0.00 None, (Low 888 63.490 63.590 Wall + Gabion Wall 2.50 Stone Masonry Revetment 889 63.590 63.640 50 Himachal State Roads Projec t EIA for Theog-Rohru project road ______Xl (1.0m at top) 890 63.640 63.670 30 0.00 None, (Low cuts, Flat or 891 63.670 63.690 Fill) 20 1.50 Gabion Wall 892 63.690 63.790 100 0.00 None, (Low cuts, Flat or Fill) 893 63.790 63.850 60 2.00 Gabion Wall 894 63.850 64.010 160 0.00 None, (Low cuts, Flat or Fill) 895 64.010 64.030 20 1.50 Stone Masonry Revetment Wall 896 64.030 64.070 40 0.00 None, (Low cuts, Flat or 897 64.070 64.150 Fill) 80 1.50 Stone Masonry Revetment 898 64.150 64.210 Wall 60 1.50 Gabion Wall 899 64.210 64.230 20 1.50 Stone Masonry 900 64.230 Revetment Wall 64.250 20 0.00 None, 901 (Low cuts, Flat or Fill) 64.250 64.310 60 1.50 Stone Masonry Revetment Wall 902 64.310 64.350 40 0.00 None, (Low cuts, Flat or Fill) Stone 903 64.350 64.490 Masonry Revetment Wall + Gabion Wall 140 1.50 (1.Orn at top) 904 64.490 64.530 40 0.00 None, (Low cuts, Flat or Fill) Stone Masonry 905 64.530 64.690 Revetment Wall + Gabion Wall 160 2.00 (1.On at top) 906 64.690 64.750 60 0.00 None, (Low cuts, Flat or Fill) 907 64.750 64.770 20 1.50 Stone Masonry Revetment Wall 908 64.770 64.850 80 0.00 None, (Low cuts, Flat 909 64.850 64.890 or Fill) 40 2.00 Gabion Wall 910 64.890 65.010 120 1.50 Stone Masonry Revetment 911 65.010 65.050 Wall 40 0.00 None, Flat or fill 912 65.050 65.670 620 0.00 None, (Rock Cut) 913 65.670 66.640 970 0.00 None, (Low cuts, Flat or 914 66.640 66.680 Fill) 40 0.00 None, (Rock Cut) 915 66.680 66.735 55 0.00 None, (Low cuts, Flat or 916 66.735 66.765 Fill) 30 0.00 None, (Rock Cut) Stone 917 66.765 66.920 Masonry Revetment Wall + Gabion Wall 155 1.50 (1.Orn at top) 918 66.920 67.920 1000 0.00 None, (Low cuts, Flat 919 67.920 68.070 or Fill) 150 0.00 None, (Rock Cut) 920 68.070 68.335 265 0.00 None, (Low 921 68.335 cuts, Flat or Fill) 68.910 575 0.00 None, 922 (Low cuts, Flat or Fill) 68.910 68.920 10 1.50 Stone Masonry Revetment Wall 923 68.920 69.030 110 0.00 None, (Low cuts, Flat or Fill) Stone Masonry 924 69.030 69.550 Revetment Wall + Gabion Wall 520 1.50 (1.Orn at top) 925 69.550 69.570 20 1.50 Gabion Wall at top 926 69.570 69.710 140 0.00 None, (Low cuts, Flat or Fill) 927 69.710 69.730 20 2.50 Stone Masonry Revetment 928 69.730 69.750 Wall 20 1.50 Gabion Wall 929 69.750 69.770 20 0.00 None, (Low cuts, Flat 930 69.770 69.810 or Fill) 40 1.50 Gabion Wall 931 69.810 69.830 20 0.00 None, (Low cuts, Flat 932 69.830 69.890 or Fill) 60 1.50 Gabion Wall 933 69.890 69.930 40 1.50 Stone Masonry 934 69.930 Revetment Wall 69.970 40 0.00 None, 935 (Low cuts, Flat or Fill) 69.970 70.030 60 1.50 Stone Masonry Revetment Wall ElA for Theog-Rohru project road Ifimachal State Roads Projec t 0.00 None, (Low cuts, Flat or Fill) 936 70.030 70.050 20 Stone Masonry Revetment Wall 70.130 80 2.00 937 70.050 Fill) 0.00 None, (Low cuts, Flat or 938 70.130 70.150 20 Masonry Revetment Wall 70.170 20 1.50 Stone 939 70.150 Flat or Fill) 40 0.00 None, (Low cuts, 940 70.170 70.210 Wall 1.50 Stone Masonry Revetment 70.210 70.330 120 941 cuts, Flat or Fill) 160 0.00 None, (Low 942 70.330 70.490 Wall 1.50 Stone Masonry Revetment 943 70.490 70.510 20 Wall 70.550 40 2.00 Gabion 944 70.510 Fill) 0.00 None, (Low cuts, Flat or 945 70.550 70.570 20 Masonry Revetment Wall 70.650 80 1.50 Stone 946 70.570 Flat or Fill) 40 0.00 None, (Low cuts, 947 70.650 70.690 Wall 1.50 Stone Masonry Revetment 948 70.690 70.750 60 Wall 70.910 160 2.00 Gabion 949 70.750 Flat or Fill) 40 0.00 None, (Low cuts, 950 70.910 70.950 Wall 2.00 Stone Masonry Revetment 951 70.950 71.050 100 80 2.00 Gabion Wall 952 71.050 71.130 Fill) 0.00 None, (Low cuts, Flat or 953 71.130 71.210 80 Gabion Wall 71.230 20 1.50 954 71.210 Fill) 0.00 None, (Low cuts, Flat or 955 71.230 71.270 40 Masonry Revetment Wall 71.390 120 1.50 Stone 956 71.270 Fill) 0.00 None, (Low cuts, Flat or 957 71.390 71.510 120 Masonry Revetment Wall 71.630 120 1.50 Stone 958 71.510 Flat or Fill) 20 0.00 None, (Low cuts, 959 71.630 71.650 Wall 1.50 Stone Masonry Revetment 960 71.650 71.690 40 Wall 71.710 20 1.50 Gabion 961 71.690 Flat or Fill) 100 0.00 None, (Low cuts, 962 71.710 71.810 Wall 1.50 Stone Masonry Revetment 963 71.810 71.910 100 1.50 Gabion Wall 964 71.910 71.930 20 (Low cuts, Flat or Fill) 71.970 40 0.00 None, 965 71.930 Revetment Wall 79 1.50 Stone Masonry 966 71.971 72.050 Fill) 0.00 None, (Low cuts, Flat or 967 72.050 72.070 20 Gabion Wall 72.110 40 2.00 968 72.070 Fill) 0.00 None, (Low cuts, Flat or 969 72.110 72.170 60 20 1.50 Gabion Wall 970 72.170 72.190 Wall 2.00 Stone Masonry Revetment 971 72.190 72.250 60 None, (Low cuts, Flat or Fill) 72.310 60 0.00 972 72.250 Revetment Wall 80 1.50 Stone Masonry 973 72.310 72.390 Fill) 0.00 None, (Low cuts, Flat or 974 72.390 72.410 20 Masonry Revetment Wall 72.490 80 2.00 Stone 975 72.410 Fill) 0.00 None, (Low cuts, Flat or 976 72.490 72.570 80 Masonry Revetment Wall 72.610 40 2.00 Stone 977 72.570 Fill) 0.00 None, (Low cuts, Flat or 72.610 72.650 40 978 Revetment Wall 20 1.50 Stone Masonry 979 72.650 72.670 Fill) 0.00 None, (Low cuts, Flat or 980 72.670 72.690 20 Masonry Revetment Wall 72.730 40 1.50 Stone 981 72.690 Flat or Fill) 120 0.00 None, (Low cuts, 982 72.730 72.850 Wall 2.00 Stone Masonry Revetment 72.850 72.910 60 983 None, (Low cuts, Flat or Fill) 72.910 72.970 60 0.00 984 Wall 2.00 |Stone Masonry Revetment 985 72.970 73.000 30 I limachal State Roads Projec t EIA for fheog-Rohru project road 986 73.000 73.217 217 0.00 None, (Low cuts, Flat or Fill) 987 73.217 73.550 333 0.00 None, (Low cuts, Flat 73.550 73.585 or Fill) 35 1.50 Stone Masonry 988 73.550 Revetment Wall 73.850 300 0.00 None, 989 (Low cuts, Flat or Fill) 73.850 74.370 520 1.50 Stone Masonry Revetment Wall 990 74.370 75.077 707 0.00 None, (Low cuts, Flat or Fill) 991 75.077 75.317 240 0.00 None, (Low cuts, Flat or Fill) 992 75.317 75.397 80 0.00 None, (Low cuts, Flat or Fill) 993 75.397 75.557 160 0.00 None, (Low cuts, Flat or Fill) 994 75.557 75.637 80 0.00 None, (Low cuts, Flat 995 75.637 75.707 or Fill) 70 2.00 Gabion Wall 996 75.707 75.757 50 0.00 None, (Low cuts, Flat or Fill) 997 75.757 76.137 380 0.00 None, (Low cuts, Flat or Fill) 998 76.137 76.237 100 0.00 None, (Low cuts, Flat or 999 76.237 77.327 Fill) 1090 2.00 Gabion Wall (40%) 1000 77.327 77.377 50 0.00 None, (Low cuts, Flat or Fill) 1001 77.377 77.497 120 0.00 None, (Low cuts, Flat or Fill) 1002 77.497 77.997 500 0.00 None, (Low cuts, Flat or Fill) 1003 77.997 78.047 50 0.00 None, (Low cuts, Flat or Fill) 1004 78.047 78.097 50 0.00 None, (Low cuts, Flat or Fill) 1005 78.097 78.147 50 0.00 None, (Low cuts, Flat or Fill) 1006 78.147 78.337 190 0.00 None, (Low cuts, Flat or Fill) 1007 78.337 78.437 100 0.00 None, (Low cuts, Flat or Fill) 1008 78.437 78.877 440 0.00 None, (Low cuts, Flat or Fill) 1009 78.877 79.157 280 0.00 None, (Low cuts, Flat 1010 79.157 79.177 or Fill) 20 0.00 None, (Low 1011 79.177 cuts, Flat or Fili) 79.207 30 0.00 None, (Low cuts, Flat or Fill) 1012 79.207 79.307 100 0.00 None, (Low cuts, Flat or Fill) 1013 79.307 79.357 50 0.00 None, (Low cuts, Flat or Fill) 1014 79.357 79.727 370 0.00 None, (Low cuts, Flat or Fill) 1.20 Stone 10151 79.727 Masonry with cement mortar Retaining 80.237 510 wall 1016 80.237 80.387 150 0.00 None, (Low cuts, Flat or Fill) 1017 80.387 80.577 190 0.00 None, (Low cuts, Flat or Fill) 1018 80.577 80.682 105 0.00 None, (Low cuts, Flat or Fill) 880 2.800 RE Wall 9.240 10.120 with Gabion Facia 15 %, Gabion Wall 85 % ElIA for TIheog-Rohru project road Ilimachal State Roads Pro'lec t Appendix 7.2 Theog-Rohru Impacted Trees (Girthwise & Specieswise) Hinachal State Roads Projec t EIA for Theog-Rohru project road Appendix 7.2: Theog-Rohru Impacted Trees (Girthwise & Specieswise) =uq 1 0-1 Theog kail 4 r ______| __ _deodar 4 2 kkunish r _ 2 ____r 1-2 Theog kail l deodar 1 kunish 3 1 2 ______bes 1 1 _ I_ _ kaamal ______kharakk 1 Rubinia 2 3 2-3 Theog kail 1 - kunish 1 eyelenthis 2 2 4 3-4 Jais ghati deodar 2 8 7-8 Bagaro kunish 1 9 8-9 Bagaro cheed 1 1 kail 1 11 10-11 Bagaro kharak 1 Cheed Ban 1 12 11-12 Bagaro oplar 2 Kamal =4 13 12-13 Bagaro Drek 3 14 13-14 Bagaro eyelenthis . 3 Silver oak 1 4 15 14-15 Chhailla poplar 1 1 Eyelenthis 16 1 15-16 Chhailla kail 2 Shesham 17 16-17 Boonti sesham 1 3 Eucalyptus 1 Silver Oak 19 1 18-19 Bhawanigd cheed poplar 2 20 19-20 Bhawanigd _2_ keinth 1 Akhrot 21 20-21 Bhawanigd 1 kunish 4 Akhrot 22 21-22 Gumma Drek 1 kunish 1 24 23-24 Gumma kail 1 Tuni 1 Kikker 1 Kunish 1 25 1_ 24-25 _ _ Gumma kunish ______3 _ _ Fedu Ban oak 1 Kkkad 2 Daed tree 1 2 - _Bes 1 26 25-26 Gumma kail Cheed 1 deodar . - kunish 1 5 Toot1 2 1 27 Nashpati 1 26-27 Gumma Anar tree eyelenthis Toot 2 2 Fedu 1 __ _ _cheel 1 Cheel _ _ 1_ _ 8 l _ _ _ _ 27-28 bakhrati kail 8 kunish 9 4 _2 2 I-, \ for Theog-Rohru project road IFlimachal State Roads Projec t 1 cheel 1 4 1 0 229 Kokkunallah kail 3- -cheel 1 Chullu 1 3 kunish 1-- -bihul 2 3 17 10 29-30 Kokkunallah kauilosh - C°h°ullu 1I 4 Akhrot 1 Dead kail - - 2 . Dead cheel 9 1 4 11 30-31 Kokkunallah kail Deodar 2 1 1 2 5 kunish 3 keinth 1 eyelenthis 1 1 Toot - Fedu 1 2 Ban 1 - kakkar 3 2 2 6 tamhor kail 12 31-32 1 Deodar 1 1 - kunish 1 eyelenthis 1 . cheel . 1 Ban 1 kakkar 1 13 32-33 Kotkhai kail 3 1 eyelenthis 1 1 cheel - - 3 Ban 3 . Dead kail 1 - 2 1 14 33-34 Chalner kail 2 2 Deodar 4 bes 2 1 eyelenthis 9 3 1I Fedu 1 cheel - - 1 -_-_Chullu 3 34-35 Chalner kail 1 15 2 4 Deodar 2 4 5 4 eyelenthis 1 Buduhui kail 2 16 35-36 1 2 1 - Deodar 1 2 _ _ _ _1 kunish ______2 - Ban 3 17 36-37 Domehar Deodar 2 3 kunish _____1 33 1 Ban 2 Dead tree , 1 Dead kail 1 1 37-38 Domehar Ban 3 1 18 2 2 3 _ . Deodar 1 _eyelenthis 3 -2 ___ 1 9 ____kail 1 cheel 1 19 38-39 2 4 5 Deodar 6 kaamal 2 _ _ _ _ 3 2 5 2 __ - __ _ _kail 2 = Ban 1 1 20 39-40 Nehari 3 23 7 - Deodar 1 Dead tree . 1 2 _19 10 kail 6 Akhrot . 20 40-41 - 1 kail 1 -___ - __ Himachal State Roads Projec t EIA for Theog-Rohru project road kail 21 3 42-43 badbi Deodar 14 4 1 6 3 kail 24 15 1 23 2 43-44 Akhrot 5 6 1 Deodar 3 1 kail 16 5 1 kunish 2 Deodar 3 25 7 3 45-46 Dead Ban 28 10 1 Ban 2 Deodar 2 1 9 10 kail 1 2 26 46-47 Pattidhank Ban 5 5 I 1 Broad leave 1 2 2 Deodar 1 1 kail 1 1 2 kunish 1 2 1 1 = moru 26 4 2 47-48 Pattidhank Kanish 13 4 1 moru 15 26 48-49 Akhrot 7 Broad leave 6 Deodar 1 6 moru 7 4 rai 5 3 26 49-50 3 Broad leave 3 3 kail 3 5 moru 1 6 Tosh 26 50-51 Broad leave 1 3 kail 1 1 1 moru 1 1 rai 2 1 Tosh 1 1 Broad leave 1 3 kail 2 1 9 2 rai 1 8 26 52-53 cheel 2 1 Deodar 2 kail 2 7 1 6 4 rai 13 3 26 53-54 2 16 Dead tree 1 1 Deodar 1 3 kail 19 2 26 2 5 54-55 Dead tree 1 5 49 15 1 1 Deodar 1 5 kail 4 1 5 4 1 10 2 rai 7 18 2 27 2 10 1 55-56 Deodar 5 12 2 2 2 - kail 14 14 2 rai 20 10 4 28 56-57 Akhrot 17 18 3 Dead tree 2 Deodar 4 -______6 2 ______eyelenthis 20 43 11 - 2 kail 11 ______3 ______rai 4 11 28 57-58 Praunti Akhrot 1 2 1 - Chullu 1 - Deodar 2 ______kail 5 4 1 ______2 kunish 2 1 3 5 29 __ 1 58-59 Dead kail 2 1 kail 11 3 1 kunish 1 11 17 3 1 Tosh 2 5 2 Poplar 59-60 Sirthi Chullu 1 1 road II N for Fheog-Rohru project t Ilimachal State Roads Projcc ..-, !--'.- ..-...... ----. I~~~~~~~~~~~ - 3- - - - Dead tree------9 5 1 1 Deodar 4 10 1 1 2 kail _ __1 ______kunish 13 7 ______5 kail 2 - 60-61 Akhrot I__ Shunti _ _ - 61-62 _ __ 3 ______B an ______=1 Deodar 2 _ __3 ______1 _ _ _ kail ______kunish __3 -______Poplar 4 - Ban 2 10 _ _ _ I______kail_ _ 2 ______kunish 2 robinia 1 1 1 63-64 Guntu eyelenthis 1 4 4 kail 4 2 2 4 1 kunish 1 Dead tree 64-65 Shari 1 kail 1 Khurmani 2 1 1 kunish 1 4 Deodar 65-66 1 . kail 1 3 kunish 1 66-67 Akhrot 1 cheel 2 Dead tree 7 1 kail 3 1 1 kunish eyelenthis 1 1 tree 1 67-68 Dochi Dead 1 1 Deodar eyelenthis 1I 1 Fedu rubiniya 1 3 3 2 1 kail 1 1 - kunish 1 1 dochi Dead tree 2 5 68-69 4 kail 1 kunish 2 1 1 cheel 1 1 3 1 69-70 3 kail 1 2 Khurmani 2 Deodar 6 9 - 70-71 patsari 3 kail 1 1 71-72 bes Dead cheel 3 Dead tree 6 Deodar 1 3 5 __ _ _Drek 2 kail 2 Khurmani 2 1 kunish 2 1 72-186 bathah eyelenthis 1 Jamun 3 _ _ _ _ kail 3 4 _ _ _ kunish ______robinia 4 . Akhrot 1 1 186-187 - Jamun I cheel 1 187-188 Hatkoti - eyelenthis 2 - kunish 1 Gallu Akhrot - 2 6 - 188-189 eyelenthis 6 - . Fedu kunish 4 I limachal State Roads Projec t EIA for Theog-Rohru project road Sarin 189-190 1 Viratnagar kunish 2 _ 190-191 Chamshu eyelenthis ______=__ Fedu 1 = 4 _ _ robinia _ _ 191-192 2 1 ____0X0 Akhrot cheel 1 Fedu 1 kunish 192-193 2 Mendali Akhrot 1 Chullu I kunish 193-194 Mendali 3 3 Akhrot 3 cheel 2 Chullu 1 kunish 194-195 Mendali 1 - - cheel 7 kail 3 kunish 4 Sarin robinia 196-197 Seema Akhrot robinia 197-198 Rohru bes 2 2 eyelenthis 2 robinia - - 1 147 257 2 97 8 515 640 97 3 Total No. of Trees affected=1764 I limachal State Roads Projec t EIA for l heog-Rohru project road Minutes of Meetings with Forest Officials Draft Minutes of meeting with the Chief Wildlife Warden at Shimla Forest HQ Date: August 09, 2006 Venue& Time of meeting: Office of the DFO at Theoq, 11.00 am Project team: 1 Mr. Sundara Rajan C.V.-Environmental Specialist 2 Mr. Sanjeev Kumar- Environmental surveyor 3 Mr. Netra Prakash - J. E. PWD (HPRIDC). POINTS OF THE MEETING: 1. Under his jurisdiction the forest area is from theog to kotkhai in theog rohru road and sainj to chambi in Sainj Chopal road. 2. There are cases of Leopard human conflict and monkey traffic conflict. When he (DFO) was at Dharamsala leopard jumped into his campus but as soon as lights were switched on it got out. 3. According to him una and kangra are wildlife rich areas. Neelgay, kakkar, sambhar, monkeys, leopard and wild cock are in majority there. 4. There are certain impacts of the road construction through jungles. As 1) strata changes to retain the moisture. 2) Flora and fauna are affected. 3) If there is no stability jungles are demolished. 4) Blasting is harmful for trees where there is loose soil. 5. Forest if lost is a great loss. It takes 100 years to grow new forest. 6. According to him deodar is of very high value here. 10 sleepers of deodar of 10 by 10 by 5 size cost about 35000. 7. Deodar, koyal and baagh are very common here. 8. Leopard, monkeys, langur, ghoral, wild boar and wild cock are found in high troops. 9. Wildlife crosses the road in between kotkhai and khara patthar to drink water and to feed. 10. New trees should be planted along the roadsides. According to him survival rate is very less here because waste material of road construction is thrown along the roadsides. Cheel, deodar and ornamental plants like robinia should be planted along the roadside. 11. For construction purpose there is scarcity of the water. The meeting closed at 12.00 pm Draft Minutes of meetinq with the Divisional forest Officer at Theog Date: August 09, 2006 Venue& Time of meeting: Office of the DFO at Theog, 11.00 am Project team: 1 Mr. Sundara Rajan C.V.-Environmental Specialist 2 Mr. Sanjeev Kumar- Environmental surveyor 3 Mr. Netra Prakash - J. E. PWD (HPRIDC). The project team has visited the Divisional Forest Officer (DFO) Mr. Khatto at his office in the Theog. This meeting has been arranged to understand the status of the Forest along both sides of the Theog-Kharapatthar-Rohroo