Environment and Social Due Diligence Report
March 2013
IND: India Infrastructure Project Financing Facility II –Farakka Raiganj Highways Ltd.
Prepared by
India Infrastructure Finance Company Limited for the Asian Development Bank
This report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.
In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.
Environmental and Social Safeguards Due Diligence Report India Infrastructure Finance Company Ltd.
Environmental and Social Safeguards Due Diligence Report
Sub Project: Four Laning from Farakka (Km-295.000) To Raiganj (Km- 398.000) Section of NH-34 in The State of West Bengal under NHDP PHASE- III on Design, Build, Finance, Operate and Transfer (DBFOT) Toll basis.
Sub Project Developer - Farakka Raiganj Highways Ltd.
March 2013
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Sub Project: Four Laning from Farakka (Km-295.000) To Raiganj (Km-398.000) Section of NH-34 in The State of West Bengal under NHDP PHASE-III on Design, Build, Finance, Operate and Transfer (DBFOT) Toll basis.
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CONTENTS
PROJECT BACKGROUND: ...... 5 1. SUB-PROJECT TITLE: ...... 6 2. SUB-PROJECT DESCRIPTION: ...... 6 3. ROAD FURNITURE AND ENHANCEMENT...... 6 4. CONCESSIONAIRE: ...... 8 5. EPC CONTRACTORS: ...... 8 6. INDEPENDENT CONSULTANT: ...... 8 7. LENDER’S ENGINEER: ...... 8 8. STATUS OF SUB-PROJECT IMPLEMENTATION: ...... 8 9. AVAILABILITY OF EIA/EMP REPORTS: ...... 10 10. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: ...... 10 11. CATEGORIZATION OF SUB-PROJECT: ...... 11 12. STATUS OF REGULATORY CLEARANCES: ...... 11 13. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE: ...... 14 14. ANALYSIS OF ALTERNATIVES ...... 15 15. ENVIRONMENTAL AND SAFETY CLAUSES IN CONCESSION AGREEMENT: ..... 23 16. ENVIRONMENTAL AND SAFETY CLAUSES IN EPC CONTRACT: ...... 23 17. EMP IMPLEMENTATION BUDGET: ...... 24 18. ENVIRONMENTAL MANAGEMENT PLAN (EMP) IMPLEMENTATION: ...... 24 19. EPC CONTRACTOR’S EMERGENCY PREPAREDNESS & HSE PLAN: ...... 25 20. ENVIRONMENTAL MONITORING: ...... 25 21. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION: ...... 25 22. SITE VISIT: ...... 26 23. CONCLUSIONS AND RECOMMENDATION: ...... 26 24. MONITORING BY IIFCL: ...... 28 DUE DILIGENCE ON SOCIAL SAFEGUARDS ...... 29 25. SOCIAL SAFEGUARDS COMPLIANCE REVIEW: ...... 30 26. MINIMIZATION OF SOCIAL IMPACTS: ...... 30 27. REALIGNEMNT: ...... 30 28. SOCIAL INTERACTIONS: ...... 31 29. LAND ACQUISITION IN THE SUB-PROJECT: ...... 31 30. COMPREHENSIVENESS OF RESETTLEMENT ACTION PLAN: ...... 32 31. RESETTLEMENT IMPACT IN THE SUB-PROJECT: ...... 33 32. COMPENSATION AND ENTITLEMENT: ...... 34 33. INSTITUTIONAL ARRANGEMENT TO DEAL WITH LAND ACQUISITION AND RESETTLEMENT: ...... 34 34. MONITORING AND EVALUATION: ...... 35 35. LABOUR HEALTH, SAFETY, HYGIENE OF CONSTRUCTION WORKERS: ...... 35 36. EMPLOYMENT GENERATION AND INCOME RESTORATION: ...... 35 37. CSR ACTIVITIES UNDERTAKEN: ...... 36 38. SITE VISIT OBSERVATIONS: ...... 37 39. CONCLUSION AND RECOMMENDATIONS: ...... 37 ------...... 38
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LIST OF TABLES:
Table 1: Project Salient Features………………………………………………………………………………………………………..6 Table 2: Project Financial Progress……………………………………………………………………………………………………8 Table 3: Status of Regulatory Clearances Obtained…………………………………………………………………………..13 Table 4: List of locations and dates of Group Discussions………………………………………………………………….15 Table 5: Details of the links for Kaliachawk & Maldah bypass……………………………………………………………16 Table 6: Comparative Analysis: Environmental Aspect for Kaliachak Bypass………………………………………21 Table 7: Comparative Analysis: Environmental Aspect for Malda Bypass………………………………………….22 Table 8: Status of Land acquisitions …………………………………………………………………………………………………..30 Table: 9 Pending litigation cases related to land acquisition and compensation………………………………..31 Table‐10 Crop Compensation paid………………………………………………………………………………………………….32 Table ‐11: Affected families as per the type of structure…………………………………………………………………32 Table‐ 12: Employment generated during construction stage of the project……………………………………...35
LIST OF FIGURES:
Figure 1: Alternative Alignment Option Kaliachak Bypass……………………………………………………………..18 Figure 2: Alternative Alignment Option Malda Bypass…………………………………………………………………..19 Figure 3: Institutional Framework for EMP Implementation…………………………………………………………..28
APPENDICES:
APPENDIX‐I‐EIA‐EMP AND RAP REPORT APPENDIX‐II‐ CLEARANCES, CONSENT/ APPROVALS AND PERMITS
APPENDIX‐III‐ CONCESSION AGREEMENT APPENDIX‐IV‐ EPC CONTRACT
APPENDIX‐V‐ PROJECT ENVIRONMENTAL APPENDIX‐VI‐ EMERGENCY PREPAREDNESS AND RESPONSE MANAGEMENT PLAN PLAN
APPENDIX‐VII‐ MONTHLY HSE STATISTICS APPENDIX‐VIII‐ INDEPENDENT ENGINEERS ROAD SAFETY REPORT REPORT & COMPLIENCE REPORT
APPENDIX‐IX‐ CSR INITIATIVES
PHOTOPLATES:
PHOTOPLATE I‐ SITE VISIT PHOTOGRAPHS‐ ENVIRONMNETAL SAFEGUARDS
PHOTOPLATE II‐ SITE VISIT PHOTOGRAPHS‐ SOCIAL SAFEGUARDS
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PROJECT BACKGROUND:
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1. SUB-PROJECT TITLE:
1. The project includes four laining from Farakka (Km-295.000) to Raiganj (Km-398.000) section of NH-34 in the State of West Bengal under NHDP PHASE-III on Design, Build, Finance, Operate and Transfer (DBFOT) Toll basis.
2. SUB-PROJECT DESCRIPTION:
2. The project road section is a part of National Highway No. 34 (NH-34) and is located in the State of West Bengal. The project corridor starts from existing Chainage km 294.669 of Farakka Barrage and ends at km 397.700 at the start of Raiganj bypass. The scope of the project is mainly widening and strengthening of existing two lanes to four lanes configuration from existing km 294.669 to km 397.700 section of NH-34. The project route passes through the settlements like Kaliachak (km 307.000), Sujapur (near km 315.000), Maldah (near km 328.000) and Itahar (near km 383.000).
3. National Highway Authority of India (NHAI) has awarded the Concession to Farakka Raiganj Highways Ltd. for four-laining of the existing two lane road from Km-295.000 to Km-398.000 section of NH-34 in the State of West Bengal.
4. The proposed widening and strengthening work mainly involve: (i) widening of existing two lane road into four lane (ii) provision of major & minor bridges, culverts, pedestrian/ cattle underpasses and ROB. The project salient features are given in Table-1.
Table-1: Project Salient Features
Particulars Project Road Length 103 km Terrain Mainly plain terrain ROW width RoW width varies from 45m-55m Bypass 12.35 Km (Kaliachawk & Malda Bypass) Major Bridges 8 Nos. Minor Bridges 22 Nos. Railway Over Bridge 1 No. Culverts 92 Nos. Flyover 3 Nos. Toll Plaza 2 No.
3. ROAD FURNITURE AND ENHANCEMENT
5. Further as part of the project, various project facilities shall be provided which will also put advantage to the environmental and safeguard measures of the project. The project facilities to be provided as part of the concession agreement include:
Toll plazas: o At Km 297.867 (Proposed Chainage)
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o At Km 351.440 (Proposed Chainage)
Roadside furniture: o Traffic Signs and Pavement Markings o Concrete Crash Barrier, Metal beam crash barrier, Separators (MS railings) o Traffic Safety Devices wherever required o Boundary Stones o Hectometre / Kilometre Stones o Traffic Blinker Signal (L.E.D) at intersections
Street lighting: Guard rails, footpath, lighting etc. shall have to be provided. Also, High Mast Lighting is to be provided at all the required locations except for Minor Junctions where solar lighting is to be provided;
Pedestrian facilities;
Landscaping and tree plantation: Landscaping of the Project Highway is to be done on within ROW, but not limited to the Median, Grade Separated intersections, Entry and Exit ramps, At grade islands of intersection locations and Toll Plaza Area;
Rest areas;
Truck lay-byes: The provision of truck lay-byes is to be governed by Site requirement and demand and as per guide lines of MORTH Technical Circular No. RW/34032/5/98 PO-II;
Bus-bays and bus shelters: 3 Bus-bays cum Bus Shelters are required to be provided;
Cattle crossings;
Development of site for wayside amenities;
Traffic aid posts ;
Medical aid posts;
Vehicle rescue posts ;
Telecom system: Emergency call boxes (ECBs) are to be provided at every 2 km along the Project Highway; . Highway Patrol, Ambulances and Cranes.
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4. CONCESSIONAIRE:
6. NHAI has appointed M/s. Farakka Raiganj Highways Ltd. as the concessionaire for this sub- project. The Concession Agreement signed on February 8, 2010 between NHAI and M/s. Farakka Raiganj Highways.
5. EPC CONTRACTORS:
7. M/s. Farakka Raiganj Highways Ltd. has signed the EPC contract agreement with M/s Hindustan Construction Company Limited.
6. INDEPENDENT CONSULTANT:
8. M/s. URS Scott Wilson India Private Limited has been appointed as the independent consultant for the project.
7. LENDER’S ENGINEER:
9. M/s Frischmann Prabhu (India) Pvt. Ltd. has been appointed as Lender’s Engineer for the project.
8. STATUS OF SUB-PROJECT IMPLEMENTATION:
10. Cumulative Progress: Cumulative Progress achieved up to Nov. 2012 is 36.30%.
11. Financial Progress: In the month of Nov. 2012 work amounting to Rs 18.03 Crores has been carried out by the contractor. The project financial progress is given in Table-2.
Table-2: Project Financial Progress
Financial Financial Financial Financial Cumulative Cumulative Financial Financial Progress Progress Progress Progress Financial Financial Progress Progress till Last till Last for this for this Progress Progress Planned Achieved Month Month Month Month (Planned) (Achieved) upto this upto this (Planned) (Achieved) Month Month (Crores) % (Crores) (Crores) (Crores) (Crores) % %
424.78 34.82 53.70 18.03 946.83 442.80 77.61 36.30
Source: LIE Report, Nov. 2012
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DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS
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9. AVAILABILITY OF EIA/EMP REPORTS:
12. National Highway Authority of India (NHAI) through its consultant M/s Consulting Engineering Services (I) Limited Kolkata has prepared the Environmental Assessment and Environmental Management Plan. A copy of the EIA/EMP report is given in Appendix-I.
10. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: 13. The environmental sensitivity of the Farakka- Raiganj section of NH-34 has been assessed by reviewing the Environmental Assessment and Management Plan, prepared for the project. The sub-project was visited by the Environmental and Social safeguard specialists of IIFCL during 21st to 23rd of November, 2012 for field verification of Environmental safeguards and consultation with the concessionaire and EPC contractor. The site visit photographs are given in Photo plate-I. The environmental sensitivity assessment is given below:
The project road is located approximately between 24°48' N and 25°34' N latitude and 87°55' E and 88°12' E longitude. It is a part of the North-South corridor running through the state of West Bengal.
The project road passes through predominantly agricultural lands, though there are some important settlements like Kaliachak (near km 307.000), Sujapur (near km 315.000), Maldah (near km 328.000) and Itahar (near km 383.000) en route. Besides these important settlements, there are also some semi-congested places like NTPC Township (near km 297.500), Balliadangachak (near km 307.500), Jadupur (near km 311.00), Jalalpur (near km 314.000), Atmile (near km 341.000), Adina Village (near km 346.500), Alampur (near km 348.500), Gajol More (near km 352.000), Kadumari (near km 354.000), Ahora (near km 363.000), Moina (near km 366.000), Banger (near km 371.000), Baliyapara (near km 375.700), Durgapur (near km 393.000), Rajbarigate (near km 394.500), Rupahar (near km 398.000), etc.
The road falls in Malda and Uttar Dinajpur district in the State of West Bengal. The land use pattern of the project area is mostly Agriculture (70.0km), Barren (3.4km), Build up (15.2 km) and others (14.4km).
Two bypasses have been envisaged in two locations i.e. Kaliachawk & Maldah. Alternative alignment study for these bypasses including social/environmental issues and comparative merits and demerits in a mathematical format in the form of decision matrices, sensitivity analyses and drawings have been conducted.
The road traverses approximately 3.0 km away from the Reserve Forest (Adina Forest) near km 346+500 of NH-34, which is ecologically sensitive. Widening in this area will not, however, involve acquisition of forestland and felling of trees.
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The proposed road development stretch is located about 7 km away from the bird sanctuary and hence its impact on it during construction will be insignificant.
The project area does not fall within the habitat of terrestrial fauna or reserve forest.
As per EC letter of MoEF about 10000 nos. of trees are likely to be felled for the project area, against which 30,000 trees are proposed to be planted.
There are some cultural properties as well as other Government properties/facilities within the RoW that are likely to be affected due to widening and up-gradation of project road. As informed by the concessionaire, measures have been taken during the construction stage.
Public consultations/Group discussions have been conducted during the environmental studies to disseminate the project information and to record the views/aspirations of the local people along this NH section. During detailed project preparation public consultation were conducted and consultation outcomes incorporated in the Project Preparation.
As per EC letter the proposal was considered by Expert Appraisal Committee at its meeting held on 22nd and 23rd May 2008 and has been recommended after waiving the public hearing under Para 7 (ii) of Environmental Impact Assessment Notification,2006.
Elaborate environmental management and monitoring programme has been suggested for this NH section. The concessionaire has undertaken the implementation of project environmental management measures as per Project Environmental Management Plan prepared for the project.
As per MoEF, EC Letter, a cost provision of Rs. 20 million has been proposed for Environmental management works during construction and operation phase for this project.
11. CATEGORIZATION OF SUB-PROJECT:
14. The sub-project can be classified as category B based upon ADB’s EA requirements as per their Safeguard Policy Statement (2009). This classification is based on the review of the EA report and other available documents with respect to the environmental sensitivity due to project activities.
12. STATUS OF REGULATORY CLEARANCES:
15. .It is required that the sub-project meets the requirements of appropriate Indian legislations by considering appropriate obligations and guidelines of Regulatory Authorities. The sub project should have necessary national and local environmental clearances as well as permits and approvals for project implementation and suitable environmental management
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plan has been applied. The statutory clearances required as part of the proposed widening and strengthening of NH-34 section between Farakka to Raiganj was assessed and current status of availability of such clearances are given in Table -3.
Table -3:Status of Regulatory Clearances Obtained
Sl. Clearances Statutory Current Status of Clearance No Required Authority . 1 Environmental Ministry of MoEF has accorded Environmental Clearance Environment Clearance to the project on 16th September, under the and Forests, 2008 vide Letter No. 5-19/2008-IA-III. Environmental New Delhi Impact Assessment Notification 2006 2 Consent for West Bengal Consent to establishment has been received Establishment Pollution from West Bengal Pollution Control Board for Control Board, establishment of Hot mix plant ,Batching Salt Lake City, Plant & WMM Plant (production capacity per Kolkata-700 month concrete 4600 M3, DBM/BC-57000 098 MT, WMM – 62000 MT) at Vill. Bagrarai PO. & PS Gazole Dist. Malda vide consent Memo No.1585/WPB/NOC/MRO/MLD/670/10 dated 17.03.2011.
3 Consent for West Bengal Consents for operation has been received Operation Pollution from West Bengal Pollution Control Board for Control Board, works/production at Vill. Bagrarai Po. & PS Salt Lake City, Gazole Dist. Malda under section 25 & 26 of Kolkata-700 the Water (Prevention and Control of 098 Pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981 vide consent letter No. CO17030 dated 17.03.11 (Validity up to 31.03.2014).
4. NOC of Majhra Gram NOC obtained for the Plant Units at Gazole Grampanchyat Panchyat from the Pradhan Majhra Gram Panchyat for the Plants ,Gazole, Malda ,Gazole, Malda. unit 5. NOC of Laxmipur NoC obtained from Pradhan Laxmipur Grampanchyat Grampanchyat Grampanchyat Kaliachak-III vide letter dated for office & Kaliachak-III 02/04/2012. accommodation 6. Quarry Dept. of Mines Quarry Permits/Licenses have been obtained Approval & Geology, for locations of Kasinathpur village of Pakud Govt. of district for carrying out road metal Quarrying
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Jharkhand vide No.02/2011.
7. Quarry NOC Grampanchayat NOC obtained from the Grampanchayat of Kasinathpur Kasinathpur village. Village 8. NOC for Grampanchyat NOC obtained from the Grampanchayat of Operation of Jumarbad, Jumarbad,village. Crusher plant Jharkhand 9. Explosive & District Explosive blasting permission obtained vide Blasting Collector Office, letter No. 2343 dated 09/08/11. permission Dist. Pakud 10 NOC (consent Jharkhand NOC Consent to establish has been received to establish) State Pollution from Jharkhand State Pollution Control Board Control Board, for mining of stone at Mauza-Kashinathpur Ranchi Dist. Pakur under section 25 & 26 of the Water (Prevention and Control of Pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981 vide ref. Memo No.PC/ NOC/DEO /525 /2011/B-2466 dated 20/06/12. 11 NOC Consent Jharkhand NOC has been received from Jharkhand for Operation of State Pollution State Pollution Control Board for setting up a Crusher plant Control Board, stone crusher plant for manufacturing of Ranchi stone chips at Mauza-Chandana, PO- Khagachua, Distt.-Pakur under section 25 & 26 of the Water (Prevention and Control of Pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981 vide ref. Memo No. PC/NOC/DUM/117/ 12/13 -2467 dated 20/06/12. 12. Labour License Govt. of India Licence obtained under Sec.12 (1) of the Ministry of Contract labour (Regulation and Abolition Act Labour & 1970) vide No. 46/L/88/2011-E-2 dated Employment 08/04/11 renewed up to 07-04-2013. Office of Assistant Labour Commissioner (Central) Kolkata-20
13. Certificate of Govt. of India Certificate of registration obtained under Registration Ministry of workers regulation of employment and under Labour & conditions of service Act.1996 and central Regulation of Employment rules 1998 vide letter No.57/R/94/2011-E-2 Employment Office of dated 08/04/11. and Conditions Assistant of services Labour
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Act,1996 Commissioner (Central) Kolkata-20
14 Employees EPFO Obtained Employees Provident Fund code Provident Fund Govt. of India under section 2A of the EPF&MP Act 1952 code under Ministry of vide letter No.R-NE/WB/50354/CC/ section 2A of Labour & SRO/SLG/2297 dated 17/01/11. the EPF&MP Employment, Act 1952 Sub. Regional office Siliguri (WB)
16. Copies of all relevant clearance, consent/ approvals and permits are given in Appendix II.
13. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE:
17. Public participation and community consultation has been taken up as an integral part of social and environmental assessment process of the Project. Systematic Analysis has been done on the basis of Socio –economic Survey, Reconnaissance Survey and discussion with various People to identify the Stakeholders. Detailed list of locations and dates of group discussions is given in Table-4.
18. Initial public consultation in the form of group discussions has been carried out at different locations of the project corridor with a view to minimize adverse impact of the project through creating awareness among the communities on potential benefits of the project. The major objectives of public consultations were:
Create awareness among local people about the project in general and its potential impacts (both positive and negative) on the community, involve them in the decision making process from the very inception of the project with a view to build trust.
To identify public concerns with a view to reduction of public resistance during implementation of the project. Make them feel that they are not ignored. Take them in confidence by providing them a role in decision making process.
Educate potentially affected communities/ persons about the proposed course of action and viable project alternatives.
To solicit the views of affected communities on socio-economic aspects of impacts of the project. This will serve as an important tool for collection of information on both natural and human environment, which would not be possible through traditional approach of data collection.
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To produce a suitable plan by incorporating the felt needs and preferences of project affected persons as evolved through community interactions.
Table- 4: List of locations and dates of Group Discussions
Name of locality/ Km Date(s) of Discussion
Kaliachak BDO/ Panchayat Samity Office, Km. 13th , 15th March, 2 April, 2008 308.900 (RHS) Laxipur Gram Panchayat Office, Km.298.000 13th March, 1st , 4th April, 2008 Marnai Gram Panchayat Office, Km. 372.100 14th March, 2008 Durgapur Panchayat Samity Office, Km.292.900 14th March, 2008 Itahar BDO / Panchayat Samity Office 14th March, 3rd April, 2008 Itahar Gram Panchayat Office 14th March, 2008 Gazol BDO/ Panchayat Samity Office 15th March, 2nd April, 2008 Malda BDO/ Panchayat Samity Office 15th , 31st March, 3rd April, 2008 Jadupur-1 Gram Panchayat Office 15th March, 2008 English Bazar Panchayat Samity Office 15th , 31st March, 4th April, 2008 Baisnabnagar B.D.O Office 1st April, 2008 Birnagar-1 Gram Panchayat Office 1st , 4th April, 2008 Birnagar-2 Gram Panchayat Office 1st April, 2008 11 No Birghoi Gram Panchayat Office 1st ` April, 2008 Raiganj Panchayat Samity Office 3rd April, 2008 Dabuka Gram Panchayat Office 3rd April, 2008
19. Group discussions and social interactions made at different locations of the project corridor revealed that most of the people were in favor of the project. Some peoples also argued about the issues of bypass, payments & relocations. All come to a consensus opinion that instant project will bring about positive social change. It is by all probability improve accessibility of the project area. Road network along with transportation facilities will improve, leading to increased access of agricultural produce of the area to urban markets, improvement of healthcare facilities, community facilities etc.
14. ANALYSIS OF ALTERNATIVES
20. 20. To establish a cost effective feasible alignments with respect to environmental and social aspect followed by engineering and traffic considerations the analysis of alternatives for bypasses has been attempted under EIA of the project. The alternative assessment is summarized here:
21. Alternative Alignment Corridors- After study of the project areas through maps and site visits, alternative alignments with segmentation were conceived and constraining factors of several alternative alignments were drawn up. All alternatives have been depicted in terms
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of nodes and segments (between nodes). The link details for both the bypasses with their respective lengths are given in Fig.1 &2 and Table-5.
Table 5 : Details of the links for Kaliachawk & Maldah bypass Link (Node to Segment Alternative Alignments Total Node) Length (m) Length(km) Kaliachawk AB 840 3.750 BC 1170 I A-B-C-D CD 1740 AB 840 3.660 BE 730 II A-B- E-D ED 2090 AFD 3030 III A-F1-F2-D 3.030 Maldah AE 3650 11.150 EF 3950 I A-E-F-G FG 3550 AB 2340 10.245 BC 3560 II A-B-C-D-G CD 3050 DG 1295 AG 9705 III A-H-J-D-G 9.450
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Figure 1: Alternative Alignment Option Kaliachak Bypass
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Figure 2: Alternative Alignment Option Malda Bypass
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22. Evaluation and Recommendation on Alternative Alignments- The attributes examined in a route location study may take many forms, but of prime importance are physical, economic, social and environmental ones. It is indeed imperative, therefore, to incorporate the information after considering all the factors, which influence the final route selection. The environmental control is one of the important issues which will show how new route will affect the local environment and also identifies measures to be taken to make a route feasible. In fact, this aspect also incorporates the social, rehabilitation and resettlement issues in particular, within its general ambit. After considering all these criteria, the alternative alignments have been evaluated with respect to the four major criteria i. e. Engineering (Physical/ Geometry), Socio- Economic (In terms of Acquisition and Resettlement), Indicative Cost (Cost of Construction and acquisition of land and structures) and Environment.
23. Evaluation Methodology-For analysis and evaluation purpose all four major criteria including Environment have been divided into different sub divisions. The corridor locations have then been evaluated with respect to the four major criteria assigning a relative weightage between them and the route receiving the highest percentage score have been taken as the most beneficial and hence recommended. The data sets as well as engineering and cost frame as used in this study have been derived on the basis of preliminary surveys and data collection backed by experience and appreciation of the issues by the Consultants. As such these may prima faci appear to be somewhat approximate, but considered quite sufficient and reasonable for the specific purpose of comparison of alternatives under this study. The comparison exercise was then tested under two sets of sensitivity Analyses by varying the relative importance/weightages of the testing criteria. The recommendation was then drawn up on the basis of the results of the evaluation and the subsequent sensitivity analysis. Evaluation for Environmental aspects has been presented in Table 6 & 7 for ease of ready reference.
24. Overall Evaluation through Final Decision Matrix- Considering present social and economic scenario in West Bengal, the socio-economic aspect, which is related to acquisition of land and resettlement of people, have been given the highest weightage followed by Environmental considerations. As the analysis for environmental aspect has already been influenced and considered as such to quite an extent, as one of the characteristics under Socio- Economic criteria and engineering factors. After analyzing all the four criteria (engineering, Social, environmental and cost), for various alternatives of the two respective bypass locations, Alignment-I for Kaliachawk Bypass and Alignment II for Maldah bypass are found to be the preferred ones.
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Table 6: Comparative Anal ysis: Environmental Aspect for Kaliachak Bypass
Item Hazard Unit Alt-I (A-B-C-D) Alt-II (A-B-E-D) Alt-III (A-F1-F2-D) Index Quantity Weightage Quantity Weightage Quantity Weightage Alignment Length (0.125) 8 km 3750 0.101 3660 0.103 3030 0.125 Cross Roads (0.100) 10 No. 2 0.100 2 0.100 16 0.013 Canal/River Crossing (0.125) 8 No. 2 0.125 2 0.125 2 0.125 Agricultural Land (0.200) 5 Hct. 7.20 0.042 6.90 0.043 1.50 0.200 Residential/Commercial Lands 8 Hct. 2.40 0.125 3.45 0.087 5.625 0.053 (0.125) Garden/Plantation (0.125) 8 Hct. 7.20 0.003 5.75 0.003 0.15 0.125 Pond/Ditch/Barren/ Marshy Land 8 Hct. 7.20 0.004 6.90 0.004 0.23 0.125 (0.125) Length Inside Habitation (0.100) 10 M 200 0.100 660 0.030 3030 0.007 Presence of Sensitive Location 10 No. 1 0.100 2 0.050 4 0.025 (0.100) Total Weightage 0.699 0.547 0.797 Average % Weightage 62..15 48.58 70.88 Rank 2 3 1
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Table 7: Comparative An alysis: Environmental Aspect for Maldah Bypass
Item Hazard Unit Alt-I (A-B-F-G) Alt-II (A-B-C-D-G) Alt-III (A-H-J-D-G) Index Quantity Weightage Quantity Weightage Quantity Weightage Alignment Length (0.125) 8 km 11.15 0.106 10.245 0.115 9.450 0.125 Cross Roads (0.100) 10 No. 7 0.071 5 0.100 31 0.016 River Crossing (0.125) 8 No. 3 0.125 4 0.094 3 0.125 Agricultural Land (0.200) 5 Hct. 18.75 0.064 51.80 0.023 6.00 0.200 Residential/Commercial Lands 8 Hct. 17.25 0.051 7.00 0.125 18.00 0.049 (0.125) Garden/Plantation (0.125) 8 Hct. 16.50 0.011 4.20 0.045 1.50 0.125 Pond/Ditch/Barren/ Marshy Land 8 Hct. 22.50 0.025 7.00 0.080 4.50 0.125 (0.125) Length Inside Habitation (0.100) 10 M 2500 0.032 800 0.100 8325 0.010 Presence of Sensitive Location 10 No. 2 0.050 1 0.100 8 0.013 (0.100) Approximate Nos. of Trees to be 10 No 360 0.056 220 0.091 200 0.100 Cut (0.100) Total Weightage 0.591 0.873 0.887 Average % Weightage 48.25 71.28 72.40 Rank 3 2 1
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15. ENVIRONMENTAL AND SAFETY CLAUSES IN CONCESSION AGREEMENT:
25. As per article 5 under obligations of Concessionaire in concession agreement, 5.1.2 “the concessionaire shall comply with all applicable laws and applicable permits (including renewals as required) in the performance of its obligations under this agreement. It is also mentioned under 5.1.4 (f) that “Concessionaire shall ensure and procure that its contractors comply with all applicable permits and applicable laws in the performance by them of any of the Concessionaire’s obligations under this agreement; Safety requirements are given under Article 18 in which it is specified that the Concessionaire shall comply with the provisions of applicable laws and applicable permits and conform to good industry practices for securing the safety of the users. In particular, the Concessionaire shall develop, implement and administer a surveillance and safety programme for providing a safe environment on or about the project highway, and shall comply with the safety requirements set forth in Schedule-L. Concession agreement for this project is attached as Appendix III.
26. Compliance with applicable permits has also been specified in Schedule -E of Concession agreement. As per the schedule- L of CA safety requirements, apply to all phases of construction, maintenance with emphasis on identification of factors associated with accidents, consideration of the same, and implementation of appropriate remedial measures. The concessionaire shall abide with applicable laws and applicable permits, manual for safety in road design, issued by MORTH, relevant standards/guidelines of IRC relating to safety In accordance with the provisions of CA and good industry practices relating to safety of users. NHAI shall appoint an experienced and qualified firm or organization as a safety consultant for the project for carrying out safety audit of the project highway in accordance with the safety requirements.
16. ENVIRONMENTAL AND SAFETY CLAUSES IN EPC CONTRACT:
27. M/s. Farakka-Raiganj Highways Ltd. has awarded the EPC contract for this project to M/s Hindustan Construction Company Limited. EPC Contract document of the project is attached as Appendix. IV. As per EPC Conditions of Contract, under Section-4.1 (b) the confirmation by the EPC contractor that the Applicable Permits specified in Clause 1.1. of schedule E of the Concession Agreement, that are required to be obtained by the EPC contractor, on behalf of or at the request of concessionaire, for performance of work in accordance with the terms hereunder, have been obtained by the EPC contractor prior to the Appointed date; provided that any waiver granted by the Authority in respect of any Applicable Permits (for which the EPC contractor is responsible hereunder ) required to be obtained as a condition Precedent under the concession agreement shall not ,in any manner, relieve or absolve the EPC contractor of its obligation and liabilities hereunder.
28. As per Conditions of Contract 4.0 Applicable Permits, “The EPC Contractor shall be obliged to procure all Applicable Permits, in accordance with the terms hereunder and shall ensure that all such Applicable Permits are maintained in full force and effect, to the extent relevant for the performance of the works, during the Construction period.”
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29. As per sub-section 5.1.2 for Obligations of the EPC Contractor, shall comply with all applicable Laws. Applicable permits (including renewals of such Applicable Permits) and directions and instructions of the relevant Government Instrumentalities exercising jurisdiction of the relevant Government Instrumentalities exercising jurisdiction over the works in the performance of its obligation under this EPC contract. As per sub-section 5.1.4 (f) the EPC Contractor shall ensure and procure that its subcontractors comply with all Applicable Permits and Applicable Laws in the performance by them of any of the works in relation to the works under this EPC contract.
30. As per Section 5,Sub-Section 5.1.5,the EPC Contractor shall execute and complete, with due care and diligence and with due regard to safety, the works and remedy any defects therein in accordance with this EPC contract. According to Sub-Section 5.3.8 The EPC Contractor shall (and cause all subcontractors to) create a safe and humane working environment for the staff and labour engaged in relation to the works and shall ensure strict compliance with all applicable labour and welfare Laws. The EPC Contractor’s obligation shall include but not be limited to providing various facilities and services for the staff and labour engaged in the works such as appropriate accommodation outside, sanitation, health, crèches, safety, recreational, clean and hygienic living conditions and such other services that are required to create a safe and humane working environment.
17. EMP IMPLEMENTATION BUDGET:
31. As part of the project, detailed EMP measures have been undertaken including a budget of Rs. 20 million (as given in EC Letter & DPR EIA EMP report) for implementing the same. As per DPR the EMP budget exclusively includes the following measures:
Provision of sanitation at workers colony and supply of drinking water Dust suppression for 100 km Project Road Tree Plantation Air Pollution Monitoring Noise Monitoring Water Quality Monitoring Soil Quality Monitoring
18. ENVIRONMENTAL MANAGEMENT PLAN (EMP) IMPLEMENTATION:
32. The environmental management plan as appeared in EIA report is given in Appendix- I. which describes the proposed mitigation measures that would be adopted during the construction and operation stages of the project. The project also has specific Project Environmental Management Plan (PEMP) as given in Appendix -V. The PEMP shall act as an apex-guiding manual at the project site level, which describes in detail how the significant aspects leading to adverse environmental impacts shall be identified and mitigated. The mitigation measures adopted during construction operations shall include the ambient air quality management; control of water pollution including treatment and
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water conservation; spill prevention and control; noise quality management from plant, machineries and vehicles and solid waste management etc.
19. EPC CONTRACTOR’S EMERGENCY PREPAREDNESS & HSE PLAN:
33. The EPC contractor has developed the Emergency Preparedness and Response Plan for this project. The main purpose of the emergency response plan shall be preserving the life, environment & property from the consequence of emergencies arising within the site, systematic coordination of emergency control action to arrest escalation of emergency, to evacuate the personnel within or outside the site where necessary and to rehabilitate them, restoring normalcy in site operation with minimum loss of time and to fix responsibilities for handling emergency condition and to control on site emergency. The Emergency Preparedness and Response Plan is applicable to all the construction activities carried out at site for both day and night time operations. The developed plan document has been attached in Appendix VI.
34. The EPC contractor also has Health, Safety and Environment (HSE) Plan for managing the HSE issues under the project. Under the HSE plan safety performance is being carried out periodically. The monthly HSE statistics along with first aid analysis report is attached with the Appendix VII. Similarly the Project Safety Indicator analysis report for the period 01-09- 12 to 30-09-12 along with score card is attached with the Appendix as Annex.1,2 & 3. The independent engineer’s road safety expert report along with the concessnaires action plan/compliance report has been attached in Appendix VIII. 20. ENVIRONMENTAL MONITORING:
35. The Environmental monitoring plan during construction and operation stages has been described in detail in the respective EMP chapter. The monitoring plan specifies the parameters to be monitored; location of monitoring sites; frequency and duration of monitoring. The parameters to be monitored are as follows; Air quality w.r.t SPM, RSPM, NOx and SO2;
Noise levels Leq (day) and Leq (night) Water Quality: for different physical, chemical and biological parameters Soil Quality: Lead (Pb) and oil & grease Plantation & it’s maintenance
21. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION:
36. The project institutional framework as given in the project EMP indicates that the overall implementation responsibility of the EMP lies with the Project Implementation Unit (PIU). The services of a supervision consultants will be procured to assist the PIU for monitoring the environmental aspects of the project during implementation (mainly pre-construction and construction phases). Contractor will also have an environmental specialist. Environmental expert of the contractor will provide key inputs to the project implementation. The EMP compliance will also be monitored by super vision consultants will interact with
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Environmental specialist of contractor. The compliance report and monthly progress report will be prepared by environmental specialist of supervision consultant. The institutional arrangement mentioned for EMP implementation is given in Fig-3.
22. SITE VISIT:
37. A site visit was undertaken by IIFCL’s Environmental and Social Safeguard specialists during 21st to 23rd of November, 2012 to review the implementation of the project environmental safeguards.
At present roadside plantation work has not been started but tree plantation has been done at construction site offices. Median drainage work has been started to construct at some of the stretches of road length; Regular water sprinkling is being done in high dust generation areas like road construction sites and crushing operation areas. During site visit major road construction work was in progress in the road stretch; Necessary barricading and safety precautions for deep excavations are also being ensured. Work safety signages have been provided throughout the project highway and also at Construction site offices. Staff accommodation facility at camp site has been provided with adequate drinking water, mess and sanitation facilities. Provision of soak pits have been made; Periodic Project Safety Performance and Monthly HSE analysis has been carried out at the plant & road locations during construction phase. Sample copy for the same has been provided; As reported by concessionaire, Regular Traffic awareness programs are being conducted along the highway. Few Community facilities along the project site has been provided by project developer like construction of Temples, community hall etc. These facilities were observed during site visit;
23. CONCLUSIONS AND RECOMMENDATION:
38. Based upon the available documents and site visit, it is concluded that the concessionaire through their EPC contractor has undertaken adequate environmental safeguard measures. The conclusions for the sub-project are given below:
The sub-project has been prepared by NHAI as per its own funding requirement and not in anticipation to ADB operation;
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The sub-project has necessary national and local level environmental clearance as well as permits and approvals for project implementation as given in Appendix-II; Concessionaire has confirmed that continued compliance is being carried out with terms and conditions stipulated for according statutory environmental clearances /approvals /consents by the facility owner and the civil works contractors;
Periodical environmental management and monitoring during the project implementation is being carried out by the concessionaire;
The sub project may also have a positive GHG emission reduction due to less fuel consumption for the same traffic density;
As observed during site visit, EPC Contractor is taking mitigation measures/precautions to safeguard environment and ensure safety;
Based on the due diligence findings, the sub-project developer has taken adequate measures for environmental management so it can be deduced that the sub-project has no significant environmental safeguard issues;
The current sub-project therefore does not appear to involve any kind of reputational risk to ADB funding on environmental safeguards and recommended for funding under the proposed project.
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24. MONITORING BY IIFCL:
39. IIFCL has requested the developer to provide the details of private tree cutting, Environmental quality monitoring and Six Monthly EMP Compliance Reports.
Figure 3: Institutional Framework for EMP Implementation
MoEF, Project Director GM Environment at ESDU unit Regional Office PIU (NHAI) at Corporation Office
Manager Technical IN HOUSE Manager Manager Lab/Test House Environment (R&R) NHAI Audit (Prop.)
Environmental Expert of Contractors Pollution Supervision Consultant Monitoring Authority
Environmental Officer (Contractor)
Direct Interaction Intensive Interaction
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DUE DILIGENCE ON SOCIAL SAFEGUARDS
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25. SOCIAL SAFEGUARDS COMPLIANCE REVIEW:
25.1. METHODOLOGY ADOPTED FOR SOCIAL COMPLIANCE REVIEW:
40. The social safeguard due diligence study was carried out for the sub-project with the information and documents provided by the concessionaire, Farakka Raiganj Highways Limited.
41. Social due diligence for the subproject was initiated by IIFCL after review of the Resettlement Action Plan (RAP) including EIA report to understand the salient features of the project and various social concerns. The following documents were referred in order to prepare the Social Safeguard Due Diligence Report :
Resettlement Action Plan (RAP); Detail Project Report (DPR); Lender’s Independent Engineer Report (December 2012); Environment Impact Assessment Report (EIA).
26. MINIMIZATION OF SOCIAL IMPACTS:
42. Efforts have been taken during the project planning and design stage to minimize the resettlement impact on the existing structure and additional land acquisition. During finalizing the alignment, bypasses, realignment, have been proposed to minimize the social impact of the project. Alternatives have been adopted keeping in mind the prime objective of reducing the displacement of the people and disruption of livelihoods as much as possible. Following efforts have been undertaken to minimize negative social impact:
26.1. BYPASS:
43. To avoid displacement of structure and disruption of life along the city which is more congested due to the connectivity of the other villages along the stretch, two bypass have been proposed, totaling of 12.75 km long ((Kaliachawk and Malda Bypass).
The proposed Kaliachak Bypass, measuring about 3.7 km, will originate from Km 305.730 (LHS) of NH-34 and meets at Km 308.680 of the said Highway passing through western side of rapidly growing settlement area of Kaliachak.
The second Bypass, i.e. Malda Bypass of about 9.050 km will originate from Km 324.325 (RHS) and meets at Km 332.300 on NH-34, passing through eastern side of Malda town.
27. REALIGNEMNT:
44. To minimize the social impact, more than 2 km long realignment has also been planned in the existing project stretch.
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28. SOCIAL INTERACTIONS:
45. During project planning and preparation stage social interactions like informal public consultations and public participations were conducted with the stakeholders along the project road, villages and the people of the different section of the society.
46. Further group discussions were also held with the help of government officials, men of importance of the project area, local communities including businessmen and Non- Governmental Organizations. The details of locations and dates of group discussion of such meetings have been given in Chapter-7 of Resettlement Action Plan (RAP) (Appendix-I).
47. The main issues as raised by the local people were related to loss of livelihood and income restoration option, land acquisition and mode of compensation, road safety, relocation of religious structures, assistance to affected people, providing employment opportunities to the local people during the construction and operation stage. Details of public consultation and participation have been given in Chapter-7 of Resettlement Action Plan (RAP) (Appendix-I).
29. LAND ACQUISITION IN THE SUB-PROJECT:
48. The project road starts from existing Km. 294.669 of Farakka Barrage (Design Chainage 294.669) and ends at Km. 397.000 at the start of Raiganj Bypass (Design Chainage 397.429), covering a total length of 103 Km.
49. The project road falls in Malda and Uttar Dnajpur district in the state of West Bengal. The land use pattern of the project area is mostly agricultural which is 70.0 Km., barren area is 3.4 km, and built up area is 15.2.km and others 14.4 Km. The existing right of way varies from 45 to 60 m except at bus bay, truck layby, toll plaza, service road entry and wayside amenity location where extra land is required.
50. As per the Lenders Independent Engineer Report (July 2012) and the information provided by the Concessionaire the total land required for the project is 677 Ha. Out of which the available right of way (RoW) which is already with the concessionaire is 445 Ha and the remaining 232 Ha of land is being acquired. Out of 232 Ha of land 130 Ha is for widening and remaining 102 Ha is for realignments/bypass. The status of land acquisition is given Table-8. Table-8: Status of Land acquisitions Sl. No. Ownership of land Land in hectare ( Percentage %
Ha) 1 Available RoW 445 65.73
2 Land to be Acquired 232 34.27
Total 677 100
Source: information provided by the Concessionaire
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51. Land acquisition is being done by NHAI as per the applicable policy of NH Act-1956. The compensation for the loss of properties has been decided by competent authority. The grant of Right of Way in Malda district by NHAI to the Concessionaire is given in Appendix-II.
52. As information provided by the concessionaire, there is a pending litigation cases related to land acquisition and compensation which are being dealt by the competent authorities and expected to settle the issues on time. The reason of dispute and their current status is detailed in the below Table: 9
53. During our discussion with the developer it was informed that the land acquisition is going on and compensation for land and structures is under process, the disputes if any would be known only after the land acquisition process is completed. However, the developer has brought to notice the following issue given in table-9.
Table: 9 Pending litigation cases related to land acquisition and compensation
Sl. Reason of Location Current Status Remarks No. Dispute 1 Ch.328.600 Rate of Land As per Revenue Department, Other Land owners to 328.620 fixed by LA Malda, possession of land will of same Block have dept. be given within one month collected their and compensation shall be respective cheques deposited in court as per as per the NHAI Act-1956 compensation rate fixed by Revenue Department.
Source: information provided by the Concessionaire
30. COMPREHENSIVENESS OF RESETTLEMENT ACTION PLAN:
54. Resettlement Action Plan (RAP) has been prepared by the Consulting Engineering Services (I) private Limited, on behalf of National Highway Authority of India (NHAI). NHAI has prepared the RAP report for its own funding as well as the requirements of the National Policy where involuntary displacement takes place. The Project Director, Project Implementation Unit (PIU), Malda, West Bengal, is responsible for the successful implementation of the Resettlement Action Plan.
55. During our site visit on dated 21st -23rd of November 2012, it was informed by the PIU, NHAI, Malda, that the project is in compliance with the applicable National Policy and in comprehensiveness with the RAP which is being monitored. On behalf of lender the Lenders Independent Engineer (LIE), (December 2012) is also monitoring on monthly basis the status of land acquisition, utility shifting, financial progress as well as physical progress of the project.
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56. As per the information given in the RAP, the rates have been taken into account which appears to be reasonable. The detail budget is given in Chapter-6 of the RAP report which is annexed as Appendix –I. In addition to the compensation for land and structures the project affected people are also getting crop compensation, house sifting allowance. Some of the sample, compensation has been given in Table- 10 as received from the developer.
Table-10 Crop Compensation paid
Sl. No Location Amount(Rs) Remarks 1 Farraka Land 33500.00 Crop compensation 2 Farraka Land 199450.00 Crop compensation 3 Farraka Land 655180.00 Crop compensation Mahananda 4 approch road 69651.00 Crop compensation 5 Narayanpur area 16530.00 Temple repair 6 Mahananda Bridg 150871.00 paddy compensation 7 Mahananda Bridg 23200.00 paddy compensation 8 Mahananda Bridg 121161.00 house shifting 9 Mahananda Bridg 44850.00 Crop compensation Total Amount(Rs) 1314393 Source: information provided by the developer 31. RESETTLEMENT IMPACT IN THE SUB-PROJECT:
31.1. IMPACT ON PRIVATE STRUCTURE:
57. As per the information detailed in the Resettlement Action Plan (RAP), the widening and strengthening of the project road is likely to affect 2401 families. Out of which 922 families are losing their residential houses, 50 families are losing residential-cum-commercial and 1429 numbers are losing their commercial structures. The details are given below in Table- 11.
Table - 11: Affected families as per the type of structure
Sl. Type of structure Number of affected families No. 1 Residential 922 2 Commercial 50 3 Residential-cum-commercial 1429 Total 2401 Source: information from RAP
58. As informed by the concessionaire the affected people are being compensated for loss of land and structures, according to the policies and procedures of NH Act- 1956. Since the land acquisition is going on the compensation for the loss of land is being paid by the competent authority considering the market value obtained from the Revenue Department of the state.
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31.2. IMPACT ON COMMON PROPERTY RESOURCES (CPR):
59. During the review and reference giving of the Resettlement Action Plan it was found that 30 numbers of religious structures, 9 numbers of educational institutions, 11numbers of public semi-public properties including 3 office buildings of political parties and 22 industrial units including boundary walls of some industrial units are being affected due to the project. During the discussion with the Concessionaire, it was informed that prior consultations and appropriate Initiatives are being taken to relocate common properties resources. The details of CPRs affected are given in Chapter-6 of RAP Report (Appendix-I).
31.3. IMPACTS ON TRIBAL COMMUNITIES, TENANTS AND VULNERABLE GROUPS:
60. As information provided by the developer, there is no tribal communities, tenants and vulnerable groups which are getting affected due to the sub project.
32. COMPENSATION AND ENTITLEMENT:
61. The land acquisition has been done by NHAI and the compensation for the loss of properties is decided by the Competent Authority, NHAI. Compensation is being paid to all project affected families as per the NH Act.-1956.In addition to compensation for land and structure, crop compensation is also being paid to the affected people who are losing their crop due to land acquisition. The detail of estimated budget and entitlement is given in chapter-6 and chapter-8 of RAP report Appendix-I.
62. NHAI has prepared this project for its own funding requirement and not in anticipation to ADB’s operation, thus the land acquisition is going on and the compensation is being paid for loss of land and structures as determined by the Competent Authority. Compensation was paid at the market value considering the market rate obtained from the Revenue Department of the state.
33. INSTITUTIONAL ARRANGEMENT TO DEAL WITH LAND ACQUISITION AND RESETTLEMENT:
63. As information provided by the concessionaire, the project authority has formed their own institutional arrangements to deal with the land acquisition and resettlement issues in the project area, which is shown below.
Institutional Arrangement to deal with Land Acquisition and resettlement issues
Chief Project Manager
Project Manager
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Head Coordination Land Acquisition
Health Safety Officer
34. MONITORING AND EVALUATION:
64. On behalf of NHAI the appointed Independent Consultant M/s URS Scott Wilson India Private Ltd. is monitoring and submitting the periodic compliance monitoring report to NHAI for the subproject which also includes the status of pending land acquisition.
65. On behalf of Lenders the Lenders Independent Engineer (LIE) M/s Frischmann Probhu India Pvt. Ltd is monitoring the financial as well as physical progress of the project and submitting the Monthly Progress Report to the lenders which captures status of land acquisition, status of tree cutting, utility shifting, quality maintenance and safety aspects of the project. 35. LABOUR HEALTH, SAFETY, HYGIENE OF CONSTRUCTION WORKERS:
66. The EPC Contractor has obtained the Labour license for the subproject granted by Ministry of Labour & Employment: Govt. Of India with a separate EPF Code No. WB/SLG/50354 covered under Employees Provident Fund (EPF) for administrative convenience and to facilitate compliance in respect of all locally recruited employees/ workers with effect from 10/12/2010. The detail of EPF Code obtained by the company is given in Appendix-II.
67. The company has hired skilled and unskilled workers belonging to the project region. As per the labour license given by Government of India, Ministry of Labour and Employment the maximum number of building workers are to be engaged is 500 Nos. These workers have been provided with adequate safety measures such as safety helmets, safety boots, earplugs, jackets and gloves. Facilities like onsite accommodation with basic amenities like water & toilets, transportation to work site and safety gears. Construction workers have also been provided with ready access to on- or off-site health care checkup facilities and provide first aid for minor injuries. The detail of Labour license is given in Appendix-II. 36. EMPLOYMENT GENERATION AND INCOME RESTORATION:
68. As informed by the concessionaire they have given job opportunity to more than 250 local people from the project affected area. Based on the skill available and qualification requirements employment preference have been given to 63 skilled, 08 semiskilled and 153 unskilled labourers in the construction activity.
69. Further, in some cases like pan stall owners and other type of encroachers whose income source get disturbed due to the construction activity, the EPC contractor has employed such people in security, administration etc. Few Vehicles from the locality have taken on hire basis from these affected people. Even during operation phase, the developer has assured us giving job opportunity to significant numbers of persons will get employment opportunity
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in toll plaza. The labour employed in the project from the project affected area is given in below Table-12.
Table- 12: Employment generated during construction stage of the project Component Local Labour employed Total Highly Skilled 29 29 Skilled 63 63
Semi-Skilled 08 08
Unskilled 153 153
Total 253
Source: information provided by the Concessionaire
37. CSR ACTIVITIES UNDERTAKEN:
70. The CSR team of the HCC works closely with the communities, acting with the philosophy of ‘Do good to do well and do well to do good’. The CSR team undertakes most of the initiatives that are broadly categorizes as disaster relief, HIV/ AIDS awareness, education, water initiatives and community development. The details of CSR initiatives in NH-34 are attached as Appendix-IX.
71. As per the information provided by the concessionaire, M/s Farakka Raiganj Highways Limited has under taken some of CSR activates during the construction and operation stage of the project. Some of the activities are medical camps, eye camps, AIDS awareness camp, health and hygiene awareness camps has been under taken under CSR initiatives.
72. In addition to the CSR initiatives under taken by the EPC contractor the concessionaire has undertaken some of the specific initiatives to benefit the local people which is also briefed below.
Disaster Management program;
HIV/AIDS Awareness;
Observing World Water Day;
Water use efficiency program at NH-34;
Sustainable Development Programme;
Distribution of pamphlets to road users consisting road safety awareness information;
Safe construction practice at site;
Awareness camp for road users for following safe road use like safe driving, use helmet while driving motorcycle, safe speed, keeping vehicle in condition etc.
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38. SITE VISIT OBSERVATIONS:
73. A site visit was undertaken by IIFCL’s Environmental and Social Safeguard specialists during 21st -23rd of November 2012 to review the implementation of the environment and social safeguards compliance status of the project. During the site visit it has been observed that:
As informed by the concessionaire employment opportunity have been given to skilled, semiskilled and unskilled labourers at construction sites;
Compensation is being paid to all the project affected families as per the NH Act.-1956;
Proper traffic diversions and appropriate signage are being provided at the site to prevent any disruption of life and the highway traffic;
Construction workers have been provided with proper highway jackets, boots, helmets, hand gloves and training;
Within the camp site the EPC contractor has maintained proper sanitation facilities of drainage, sewerage, hygiene messing facility, for drinking water they have established arrow plant for the workers and their families;
The EPC contractor has given residential facilities for the workers and their families, with well-maintained park and play ground.
74. The site visit photographs are given in Photoplate-II.
39. CONCLUSION AND RECOMMENDATIONS:
75. Based upon the available documents and site visits it is concluded that the concessionaire has undertaken adequate social safeguard measures for the implementation of the project. The conclusions for the sub-project is given below:
The sub-project has been prepared by NHAI as per its own funding requirement and not anticipation to ADB operation;
The land acquisition is being done by NHAI and the compensation has been paid for loss of properties as determined by the Competent Authority;
Compensation was paid at the market value after a thorough analysis and verification of local market rates;
Adequate measures have been adopted for the minimization of social impacts during the planning stage of the sub-project. The design has been finalized with due consideration so that the alignment do not pass through any congested settlement area;
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Local people’s view have been given due consideration during the project planning and designing of the project;
There is no tribal communities, tenants and vulnerable groups which are getting affected due to the sub project.
Local labours are being engaged in the construction activities for skilled as well as unskilled activities;
Concessionaire has undertaken various community development activities to benefit the local people;
It seems that the sub-project does not appear to involve reputational risk to Asian Development Bank funding on social safeguards and recommended for funding under the proposed project.
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Doc. No. : 2006115/RH/DDPR/REP-04
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NATIONAL HIGHWAYS AUTHORITY OF INDIA (Ministry of Shipping, Road Transport and Highways, Government of India)
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Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning from Km. 295 to Km. 398
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DETAILED PROJECT REPORT
VOLUME IV : ENVIRONMENTAL ASSESSMENT REPORT INCLUDING ENVIRONMENTAL MANAGEMENT PLAN (EMP) EMENTAND ACTION PLAN (RAP) 0\ eat Dire ft) '• o (R9 clo No •Igac NOVEMBER 2010 ;;Date //M O 2- ) ) Fit. NO. Sig. Al 46, Consulting Engine ervices (I) Private Limited Kolkata Mumbai New Delhi Doc. No. : 2006115/RH/DPR/REP-04 Revision : RO
NATIONAL HIGHWAYS AUTHORITY OF INDIA (Ministry of Shipping, Road Transport and Highways, Government of India)
CONSULTANCY PACKAGE NO. - C
Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning from Km. 295 to Km. 398
of Farakka - Raiganj section of NH-34 in West Bengal
DETAILED PROJECT REPORT
VOLUME IV : ENVIRONMENTAL ASSESSMENT REPORT INCLUDING ENVIRONMENTAL MANAGEMENT PLAN (EMP) AND RESETTLEMENT ACTION PLAN (RAP)
NOVEMBER 2010
Consulting Engineering Services (I) Private Limited Kolkata Mumbai New Delhi Doc. No. : 2006115/RH/DPR/REP-04 Revision : RO
NATIONAL HIGHWAYS AUTHORITY OF INDIA (Ministry of Shipping, Road Transport and Highways, Government of India)
CONSULTANCY PACKAGE NO. - C
Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning from Km. 295 to Km. 398 of Farakka - Raiganj section of NH-34 in West Bengal
DETAILED PROJECT REPORT
VOLUME IV : ENVIRONMENTAL ASSESSMENT REPORT INCLUDING ENVIRONMENTAL MANAGEMENT PLAN (EMP) AND RESETTLEMENT ACTION PLAN (RAP)
NOVEMBER 2010
Consulting Engineering Services (I) Private Limited Kolkata Mumbai New Delhi Project : DPR for NH- 34 Sheet : 1 of 1 Date : November 2010 ter 420 S
SI. No. Description •
%so Volume I Main Report Appendices to Main Report Volume I A Part-I : Roads Works Part-II : Traffic Data ;44 Volume II Design Report ;74 Part-I :Design of Road Features and Pavement Composition Part-II : Design of Structures (Section I, Section II, Section III, Section IV & Section V ) Appendix to the Design Report (Sub-Soil exploration report) Volume II A Part I & II, Part III & IV Volume III Materials Report
Volume IV Environmental Assessment Report Including Environmental Management Plan (EMP) & Resettlement Action Plan (RAP) Volume V Technical Specifications
Volume VI Rate Analysis
Volume VII Cost Estimates
Volume VIII Bill of Quantities Drawing Volume Volume IX Part-I : Road Works _ Part-II : Bridge Works Volume X Civil Work Contract Agreement
Volume XI Project Clearances 1 p I, CONTENTS PI
Chapter 1: Introduction 1.1 Background 014 1.2 Project Influence Area 111. 1.3 Objectives of Study 1.4 Scope of Work 1.5 Approach and Methodology tir 1.5.1 Data Collection p 1.5.2 Assessment of Baseline Environmental Condition 1.5.3 Assessment of Impacts and Mitigation Measures 1.5.4 Formulation of Environmental Management Plan p 1.6 Policy, Legal and Administrative Framework 1.6.1 Institutional Setting 1.6.2 Environmental Impact Assessment Requirement of the Project 1.7 Structure of the Report
Chapter 2: Project Description 474 2.0 Introduction 2.1 Existing Road Characteristics 2.2 Land Use 2.3 Important Settlements 2.4 Right of Way (ROW) 2.5 Description of Improvement Schemes for Mainline NH-34 i.e. Design 2.5.1 Scope 2.5.2 Typical Cross Section 2.5.3 Geometric Design 2.5.4 Service Roads 2.6 Bypasses 2.6.1 Proposed Kaliachawk Bypass 2.6.2 Proposed Maldah Bypass 2.7 Pavement Design and Schedule 2.8 Upgrading of Bridges, Culverts and Structures 2.9 Road Drainage 2.10 Highway Facility g Etio VJ
I • ca'' (E113 ■ '■
Chapter 3: Description of Environment
3.0 Introduction 3.1 Physical Environment 3.1.1 Physiography 3.1.2 Geology 3.1.3 Hydrology 3.1.4 Soil and Agriculture 3.1.5 Climate & Meteorology 3.1.6 Air Quality 3.1.7 Noise Level 3.1.8 Water Quality 3.2 Biological Environment 3.3 Socio - Economic Environment 3.3.1 Demographic Profile 3.3.2 Occupation Patterns 3.3.3 Income 3.3.4 Industrial Projects 3.3.5 Growth of Small Scale Industries (SSIs) 3.3.6 Agro-Food Processing Sector 3.3.7 Other Sectors 3.3.8 Industrial Growth Centres 3.3.9 Economic Perspective 3.3.10 Sensitive Receptors along the Road 3.4 Human Use Values 3.4.1 Landuse 3.4.2 Aesthetics 3.4.3 Archaeological/Historical Sites
Chapter 4: Anticipated Environmental Impacts and Mitigation Measures
4.0 Introduction 4A. Impacts and Mitigation Measures During Construction Phase 4.1 Impacts on Physical Environment 4.1.1 Air Quality 4.1.2 Noise Level 4.1.3 Physiography 4.1.4 Water Quality
4.1.5 Soil 014 4.1.6 Geology 4.2 Impact on Biological Environment 4.3 Impacts on Human Use Values 1.1/1 4.3.1 Impacts on Landuse 4.3.2 Impacts on Socio-Economics 4.3.3 Accident Hazards and Safety 4.3.4 Construction and Demolition Wastes *444, 4.3.5 Construction of Worker's Camp 4B Impacts and Mitigation Measures During Operation Phase 11% 4.4 On Physical Environment 4.4.1 Air Quality 4.4.2 Noise Level 4.4.3 Water Quality *id 4.4.4 Soil Quality 4.5 Impacts on Biological Environment 4.6 Impacts on Human Use Values 4.6.1 Impacts on Landuse ;1111 4.6.2 Socio-Economic Impacts 4.6.3 Accident Hazards & Safety 4.6.4 Impacts on Aesthetics and Landscape 1114
Chapter 5: Analysis of alternatives (Technology and Site)
5.0 Background
44) 5.1 Need for Bypass 5.2 Mapping 5.3 Alternative Alignment Corridors 5.3,1 Link / Segment Wise Route Description including Take off Points and Terminal Points 5.4 Evaluation and Recommendation on Alternative Alignments 5.4.1 General 5.4.2 Evaluation Criteria 5.4.3 Evaluation Methodology 5.4.4 Evaluation for Engineering Parameters 5.4.5 Evaluation for Socio-Economic (Acquisition And Resettlements) - 5.4.6 Evaluation for Cost Criterion I It I 1?
I 5.4.7 Evaluation for Environmental Aspects I 5.5 Overall Evaluation through Final Decision Matrix I 5.5.1 Relative Weightages of the Major Criteria 5.5.2 Evaluation t 5.6 Sensitivity Analysis p 5.7 Discussions and Conclusion
Chapter 6: Environmental Management Plan and Monitoring Programme p 6.0 Introduction 6.1 Environmental Management Plan p 6.1.1 Environmental Management During Construction Stage 6.1.2 Environmental Management During Operation Stage
6.2 Identification of Implementing Authority p 6.3 Monitoring Implementation of Recommended Mitigation Measures 6.4 Monitoring Plan 6.5 Environmental Training p 6.6 Budget for EMP t Chapter 7: Project Benefits
7.1 Positive Attributes of the Proposed Project 7.2 Reduction in Travel Time 7.3 Reduction of Fuel Consumption 7.4 Reduced Air Pollution 7.5 Reduced Vehicular Operating Cost 7.6 Better Facilities to Road Users „ell 7.7 Enhanced Safety 7.8 Enhanced Aesthetic and Landscaping 119 7.9 Increase Job Opportunity LIST OF TABLES
Table 2.1: Land Use Pattern Table 2.2: Important Settlements Table 2.3: Cross section type along the Project Corridor Table 2.4: List of Realignment Stretches Table 2.5: Details of Service Road Table 2.6: Recommended Pavement Thickness Table 2.7: Rigid Pavement Design for Ancillary Works Table 2.8: Deatails of Bridges & ROB Table 2.9: Details of Culvert Table 2.10: Details of Proposed Vehicular Underpass Table 2.11: Major Intersections Table 2.12: Proposed Bus-bay Locations Table 2.13: Proposed Truck Layby Locations
Table 3.1: Location of Soil Quality Monitoring Stations Table 3.2: Physico - Chemical Characteristics of soil C) Table 3.3: Monthly Variation in Temperature (° Table 3.4: Monthly Average Variation in Relative Humidity (%) Table 3.5: Monthly Total Rainfall Table 3.6: Monthly Variation in Wind Speed and Wind Direction Table 3.7: Summarised Meteorological Observations Table 3.8: Locations of Ambient Air Quality Monitoring stations Table 3.9: Air Quality Monitoring Results Table 3.10: National Ambient Air Quality Standards Table 3.11: Locations of Ambient Noise Level Monitoring stations Table 3.12 (a): Ambient Noise Level Table 3.12 (b): Noise Quality Standards Table 3.13: Locations of Water Quality Monitoring Stations Table 3.14: Ground Water Quality (Tube Well and Dug Well) Table 3.15: Surface Water Quality Table 3.16: List of Common Trees found in the Study Area Table 3.17: List of Fauna in the Study Area Table 3.18: Population Statistics of PIA and West Bengal Table3.19: Registration of SSI Units in West Bengal and PIA Districts Table 3.20: List of Educational / Medical Facilities on NH-34 Table 3.21: List of Religious Structures on NH-34 Table 3.22: Existing Land Use Pattern of the Study area
Table 4.1: Minimum Distance of Operation from Stationary Source Required for Meeting Standards Table 4A: Environmental Impacts and Mitigation Measures (Construction Phase) Table 4B: Environmental Impacts and Mitigation Measures (Operation Phase)
Table 5.1: Details of the Links for the Bypass (Kaliachawk Bypass) Table 5.2: Details of the Links for the Bypass (Maldah Bypass) Table 5.3: Top Ranked Alignment after Sensitivity Analysis Table 5.4: Comparative Study: Engineering Aspect for Kaliachawk Bypass Table 5.5: Comparative Study: Engineering Aspect for Maldah Bypass Table 5.6: Comparative Study: Socio Economic for Kaliachawk Bypass Table 5.7: Comparative Study: Socio Economic for Maldah Bypass Table 5.8: Comparative Study: Indicative Cost Aspect for Kaliachawk Bypass Table 5.9: Comparative Study: Indicative Cost Aspect for Maldah Bypass Table 5.10: Comparative Study: Environmental Aspect for Kaliachawk Bypass Table 5.11: Comparative Study: Environmental Aspect for Maldah Bypass Table 5.12: Decision Matrix: For Kaliachawk Bypass Table 5.13: Decision Matrix: For Maldah Bypass Table 5.14: Decision Matrix: Sensitivity Test Set 1 for Kaliachawk Bypass Table 5.15: Decision Matrix: Sensitivity Test Set 1 for Maldah Bypass Table 5.16: Decision Matrix: Sensitivity Test Set 2 for Kaliachawk Bypass Table 5.17: Decision Matrix: Sensitivity Test Set 2 for Maldah Bypass
Table 6.1: Phase wise Detailed Activity Implementation Schedule Table 6.2: Environmental Monitoring During Construction Phase Table 6.3: Environmental Monitoring During Operation Phase Table 6.4: Cost of Environmental Management & Monitoring
Appendix 1 of Chapter 6: Tree Felling Report
LIST OF FIGURES
Fig 1.1: Location Map of the Project Road Fig 2.1 to 2. 3: Typical Cross-section of the Project Road Fig 3.1: Soil Quality Monitoring Stations Fig 3.2: Monthly Variation in Temperature Fig 3.3: Monthly Variation in Relative Humidity Fig 3.4: Rainfall Variation (Monthly and Seasonal) Fig 3.5: Air Quality Monitoring Stations Fig 3.6: Ambient Air Quality Monitoring Results (SPM and RPM) Fig 3.7: Ambient Air Quality Monitoring Results (NO,, and SO2) Fig 3.8: Noise Level Monitoring Stations Fig 3.9: Ambient Noise Level Monitoring Results during Day time and Night time Fig 3.10: Water Quality Monitoring Stations
Fig 5.1: Alternative Alignment Options: Kaliachawk Bypass Fig 5.2: Alternative Alignment Options: Maldah Bypass Plate 5.1: Photographs on Alternative Alignment Options: Kaliachawk Bypass Plate 5.2: Photographs on Alternative Alignment Options: Maldah Bypass
LIST OF FLOW CHART
Flow Chart 1.1: Approach and Methodology Flow Chart 1.2: Procedure for Obtaining Environmental Clearance
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CHAPTER 1
INTRODUCTION
1.1 Background
Ministry of Road Transport & Highways (MoRT&H), Government of India has entrusted National Highways Authority of India (NHAI) with the task of development of NH-34 as a part of North-South corridor within the state of West Bengal. The purpose is to provide quicker accessibility, capacity augmentation and safe and efficient traffic movement.
For this purpose, NHAI has initiated action to widen the existing 2 lane road of NH-34 to 4/6 lane divided carriageway from Farakka to Raiganj (km 294.669 to km 397.700) section. M/s Consulting Engineering Services (I) Pvt. Ltd. have been appointed to carry out Feasibility Study, prepare a DPR and render other related consultancy services for the project preparation with due diligence. NHAI will be the Employer and executing agency for the consulting services. The environmental impact assessment study is a part of feasibility and the Detailed Project Report, consistent with the statutory requirements for environmental clearance for highway projects.
1.2 Project influence Area
NH-34 originates from west of Kolkata Airport about 1 km north of the junction of Jessore Road and Kazi Nazrul Islam avenue. It crosses the River Ganga over Farakka barrage and terminates 2 km north of Dalkhola town (Purnia More) at its intersection with NH-31 in the state of Bihar bordering Maldah district of West Bengal. NH-31 stretches to Barhi in Bihar in the west and Siliguri/Sikkim/Assam in the north/north-east. The project starts from km 294.669 of NH-34 and ends at km 397.700 i.e. at the start of Raiganj Bypass. But there exists a 3 km missing length after km post 354. This effectively reduces the length of the highway under this project to 100 km instead of 103 km. Location map of the project road is shown in Figure 1.1.
The widening of the roadway on Farakka Barrage is within the scope of this work. Substructure of the Farrakka Barrage had been constructed in such a way that for widening the road to four lanes, only the superstructure of the widened portion needs to be constructed. It will however, be necessary to get the adequacy of the existing extended piers confirmed beforehand.
Two bypasses have been recommended separately each at Kaliachawk and Maldah.
The project road is located approximately between 24°48' N and 25°34' N latitude and 87°55' E and 88°12' E longitude. It is a part of the North-South corridor running through the state of West Bengal. Only about 3 km stretch of it between km stone 377 and passes through Dakshin Dinajpur district. Rest of the project road is located in Maldah and Uttar Dinajpur districts. In general, the road runs in the south to north direction.
DETAILED PROJECT REPORT ROADS HIGHWAYS Page 2 of 8 Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document: 2006115/RH1DPR/E1A/REP-04
Introduction that As per start and end of project road (i.e. km 294.669 and km 397.700), it is evident But as mentioned before, after km the entire length of the project road is about 103 km . stone 354, there is a missing length of the road of about 3 km.
The project road passes through predominantly agricultural lands, though there are some important settlements like Kaliachak (near km 307.000), Sujapur (near km 315.000), Maldah (near km 328.000) and Itahar (near km 383.000) en route. Besides these important settlements, there are also some semi-congested places like NTPC Township (near km 297.500), Balliadangachak (near km 307.500), Jadupur (near km 311.00), Jalalpur (near km 314.000), Atmile (near km 341.000), Adina Village (near km 346.500), Alampur (near km 348.500), Gajol More (near km 352.000), Kadumari (near km 354.000), Ahora (near km 363.000), Moina (near km 366.000), Banger (near km 371.000), Baliyapara (near km 375.700), Durgapur (near km 393.000), Rajbarigate (near km 394.500), Rupahar (near km 398.000), etc.
The average width of the existing carriageway is 6.9 m and the existing right of way (ROVV) varies from 25 to 55 m. (approximately).
1.3 Objectives of the Study
The objectives of the present study are: To establish the existing environmental settings of the project area based on • information obtained from primary data and compilation of secondary data from published literature. To evaluate potential environmental impacts from the project during pre-construction, • construction and operational phases and identify appropriate mitigation measures. Plan and to propose an • To prepare an effective Environment Management institutional framework for proper implementation and monitoring of mitigation measures. Finally to obtain the requisite clearance from Ministry of Environmental and Forest • (MoEF). The present study aims at assuring the existing baseline condition in and around the • project area, predicting the impacts of the project on the surrounding environment, suggesting environmental safeguards and pollution control measures and developing a post study monitoring programme to ensure an environmentally sound development of the area.
1.4 Scope of Work
The scope of present study comprises the following broad heads: Collection and collation of secondary data on physical and chemical attributes of the 1. environment, and review thereof. Assessment of impacts of the proposed construction along the existing alignment 2. road widening and also of the Bypass alignments on the ambient environment by application of suitable impact assessment techniques during construction and operation stages.
ROADS & HIGHWAYS DETAILED PROJECT REPORT
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Consultancy Services for Feasibility Study and Detailed Project Page 3 of 8 Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document: 2006115/RH/DPR/EIA/REP -04 Introduction 3 3 3. Recommendation of suitable measures to mitigate and/or offset the negative impacts 3 and enhance the beneficial ones. a 4. Formulation of mitigation plan. 3 5. Formulation of post study monitoring programme and cost of implementation.
1.5 Approach and Methodology 3 3 In order to meet the ..broad aims and objectives of the study as discussed, the 3 Consultants have adopted a rational methodology and approach so that the study could be completed within the specific time frame and fulfilling the guidelines of IAA (Impact 3 Assessment Agency). The various steps adopted for the above study are as follows: 3 3 To determine the magnitude of significant potential impacts and to ensure that a environmental considerations are given adequate weightage in the selection of alignments and in subsequent design of proposed highway improvement, preliminary 3 environmental screening was carried out. The environmental screening was based on 3 the available secondary information supplemented by field visit. During screening 3 exercise, significant environmental issues were examined for all the alternations. The 3 methodology adopted is presented in the form of Flow chart 1.1. 3 The existing environmental setting has been assessed from both the perspective, 3 regional and local. The regional environment has been defined as a corridor of 10 Km on 3 either side of the proposed project road, while local setting pertain to the environmental 3 features within and adjacent to the ROW. 3
The regional setting is determined by physiography, geology, geomorphology. geohydrology and the land pattern. The relevant information related to regional 3 environmental setting has been collated and compiled from published literature, mainly from Government source. On the other hand, local environmental setting pertain to soil, air and water quality, noise level, structure, utility services and road side plantation and relevant information related to these features have been obtained through primary data collection. 3 3 In order to meet the broad aims and objectives of the study as discussed above, site visit and secondary data collection were simultaneously undertaken. Relevant information and publications were collected and consulted for further review. Findings of the study were discussed with the team engineers to incorporate environmental dimensions into the project design. Field monitoring/ investigation was carried out to fill the data gaps '• ■ identified during reconnaissance survey and examination of the available secondary information. The various steps adopted for the above study are as follows: 0
0 0 3 O
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1_ Consultancy Services for Feasibility Study and Detailed Project Page 4 of 8 — Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document: 2006115/RH/DPR/EIA/REP-04
Introduction
1.5.1 Data Collection
Secondary Data Collection
Secondary data on different environmental attributes were collected from the concerned institutions/departments viz. Census of India, Indian Meteorological Department, Municipality, Survey of India, State Irrigation Department, Archeological Survey of India, Geological Survey of India, Forest Department, State PWD etc.
Generation of Primary Data
Investigation was carried out to fill the data gaps. Monitoring of ambient air quality, noise level, water quality and soil quality were carried out at selected locations as per CPCB and MoEF guidelines and relevant BIS Standards. The secondary information on flora and fauna within ROW and the study corridor was supplemented by field survey. In addition, data on water bodies, forest area, school, college, hospital, wild life, religious/ cultural sites, cattle crossing, dug wells, tube wells, drainage and other environmental features were collected during field study. Data on trees falling within the proposed ROW were recorded both species and girth wise with the help of representatives of DFO, Malda and Raiganj.
1.5.2 Assessment of Baseline Environmental Condition
In accordance with the requirement of the Ministry of Environment & Forests (MoEF), a study corridor extending up to 10 Km on either side has been established for the present study. The baseline environmental condition of the study corridor was assessed through compilation of data collected from secondary sources and field monitoring/investigation.
1.5.3 Assessment of Impacts and Mitigation Measures
Probable environmental impacts arising during the construction and operational phase have been determined and assessed against the baseline environmental set up. Suitable mitigation measures have been suggested to avoid/ minimize the negative impacts and enhance the positive impacts.
The environmental assessment has been conducted in accordance with the requirement of the Ministry of Environment & Forests (MoEF), Government of India. Following aspects have been given due importance during assessment of impact and while recommending remedial measures: 1. Alignment of the project road and topographical changes 2. Population affected including weaker sections 3. Cattle crossings and underpasses 4. Loss of trees and compensatory plantation & afforestation 5. Water logging near construction sites 6. Water requirement during construction and sources 7. Nature and quantum of automobile emissions
DETAILED PROJECT REPORT ROADS 8. HIGHWAYS
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8. Nature, quantity and disposal of construction spoils 9. Public health & sanitation and occupational health & safety of construction workers 10. Quality of life 11. Noise levels during construction and noise control measures
The following mitigation measures have been considered at the design stage:
• Adequate drainage facilities along the road, wherever possible • Provision of underpasses and service roads at densely populated areas • Appropriate noise barriers at sensitive locations • Development of strip plantation on both sides and median shrubs • Regular monitoring of ambient air quality, noise level and water quality during construction • Involvement of ambulance services to transport serious accident cases during construction
1.5.4 Formulation of Environmental Management Plan
An Environmental Management Plan (EMP) has been suggested for proper implementation of the recommended mitigation measures. It includes the identification of implementation authorities, implementation schedules and supervision programme, monitoring plan, institutional strengthening & training and the cost of the EMP.
1.6 Policy, Legal and Administrative Framework
This section reviews the environmental legislation, guidelines and regulations that may have relevance to the proposed project at the national as well as at the state levels. The environmental management system in India is regulated by the Government through specific legislation. The ministries/statutory bodies responsible for ensuring environmental compliance by project promoters and general public include: The Ministry of Environment and Forest (MoEF), Govt of India. ▪ • Central Pollution Control Board (CPCB) • State Pollution Control Board • Ministry/ Department of Environment in the state.
1.6.1 Institutional Setting
The Ministry of Environment and Forest (MoEF), Gol has overall authority for the administration and implementation of government policies, laws and regulations related to the environment, including conservation, environmental assessment, sustainable development and pollution control.
At the state level, the authority lies in the Department of Environment and Forestry (DoEF) that is known as the Department of Environment in West Bengal. The Forest oEF. The mandates of the Department include Department is a sub-divisi
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Introduction
administration of environmental laws and policy matters, planning and execution of environmental awareness programs, environmental monitoring and studies and participatory environmental management.
This Department gives environmental clearance through the West Bengal Pollution Control Board for any infrastructure development project that may have an impact on the air and water. If a project generates adverse impacts then it requires environmental clearance following the guidelines of the MoEF. The WBPCB is a statutory authority entrusted to implement environmental laws and rules within the jurisdiction of the State of West Bengal. The Board, in connection with the Project, is in the position to issue 'No Objection Certificate'.
Flow charts 1.1 and 1.2 show various steps involved in obtaining environmental and forestry clearance respectively.
The major elements and an apparatus of the Indian Legal Framework for environmental management include:
• The Constitution — The directive principles of Indian Constitution underlines that "It shall be the duty of every citizen of India to protect and improve the national environment, including forest, lakes, rivers and wild life and have compassion for living creatures". • Environmental (Protection) act, 1986 — The act is umbrella legislation that provides a framework for central and state authorities established under previous laws. It provides a single focus for the protection of the environment and is sought to plug several loopholes. • Water (Prevention and Control of Pollution) Act, of 1974 and Cess Act of 1977. • Air (Prevention and Control of Pollution) Act of 1981. • The Noise Pollution (Regulation and Control) Rules, 2000 under environmental (Protection) Act, 1986. • Wildlife (Protection) act, 1972. • Forest (conservation) Act, 1980 and as amended in 1988, which stipulate the provision of compensatory afforestation for the diversion of forest land for nonforest purpose.
Further, MoEF, vide their circular (i) letter no. 4-1/97-FC dated 18.05.1988 and (ii) letter no. 11-30/96-FC dated 10.04.1997 clarified that for cutting trees for road side plantation raised by the Forest Department on the land of the PWD/ NHAI and subsequently notified as protection forest does not require compensatory afforestation scheme. For the diversion of reserved/protected forest land belonging to the development of the compensatory of forestation not to be raised over double the degraded forest land.
1.6.2 Environmental Impact Assessment Requirement of the Project
MoEF Notification of 27 th January, 1974 and Environmental Impact Assessment ) of Development Projects. The EIA notification issued in January 1994 and
ROA CT REPORT ROADS & HIGHWAYS
Flow Chart 1.1 Approach & Methodology
Preliminary Field Visit I
Identification of Preliminary Secondary Data Critical Environmental Environmental Collection Issues & Selection of Screening - Preferred Option
Primary Data Assessment of Baseline 4 Collection Environmental Condition
Assessment of Environmental Imnacts
Suggestion of Mitigation Measures
Implementation Environmental Institutional Strengthening & Schedule & Management Plan Supervision Training Programme
Monitoring Budget for EMP Plan
4) 41,
I; Flow Chart 1.2 Procedure for Obtaining Environmental Clearance
Project Proponent
Submission of project proposal to SPCB under Air & Water Act with requisite fee
v Review by SPCB
Conducting Is the EMP Can issues public Satisfactory be resolved hearing
If no
SPCB Issues Reject NOC
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amended in May, 1994 makes EIAs statutory requirements for 29 identified activities including highway projects. All developmental projects, under schedule-1 of the notification are required to obtain clearance for MoEF.
Further, MoEF vide notification dated 10 th April, 1997 made amendment to the Environmental Impact Assessment Notification, 1994 dated 27th January, 1997. According to the above amendment, environmental clearance for MoEF, Government of India is not required for Highway improvement project including widening and strengthening of roads involving marginal land acquisition along the existing alignment, provided it does not pass through ecologically sensitive areas such as National Parks, Sanctuaries, Tiger Reserve, Reserve Forests etc.
The MoEF in their circular dated 5th October, 1999 clarified the marginal land acquisition as not exceeding a total width of 20 m on either side of the existing alignment put together. Further, it is also clarified that the bypass would be treated..as stand alone projects and would require environmental clearance provided the cost of the projects exceeds Rs. 50 crores each.
The various administrative and legal requirements discussed above shall be applicable to road project depending upon the environmental set up of the specific location. The relative importance of various environmental parameters will vary from location to location.
Schedule IV of MoEF notification of 10 th April, 1997 provides for a public hearing procedures. Under this, the State Pollution Control Board should cause a notice for environmental public hearing which shall be published in at least two news papers, widely circulated in the region around the project. One of which shall be in vernacular language of the locality concerned. State pollution Control Board shall mention the date, time and place of hearing. Suggestions,_ views, comments and objections of the public shall be invited within thirty days from the . date of publication of notification.
In accordance with the provisions of the Environmental Protection Act. further, the MoEF has issued the new notification dated on 14 th September, 2006 in accordance with Environmental Protection Act. This makes ElAs statutory for different activities identified in schedule-I of the Notification. Any project under schedule-I is required to obtain environmental clearance from the MoEF or State Pollution Control Board/ Central Pollution Control Board prior to initiating such projects.
The proposed project involves land acquisition both for widening the existing road and for bypass alignments. There is a wild life sanctuary (Kulik Migratory Bird sanctuary) located within 10 Km of the project road. As per EIA notification dated 14 th September ; 2006 prior approval from MoEF would be required. Again the existing road side plantation has been notified as protected forest. As per the Forest Conservation Act and the notification, clearance from forest department also is required. For cutting the road side trees, prior approval from the co cerned forest department would be required.
DETAILED PROJECT REPORT ROADS & HIGHWAYS
Page 8 of 8 L.__ Consultancy Services for Feasibility Study and Detailed Project — Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO _ Section of NH-34 Document: 2006115/RH/DPR/EIA/REP-04 Introduction C
1.7 Structure of the Report 3 3 The Rapid EIA report is presented in eight chapters as under: 3
Executive Summary
Chapter 1: Introduction it contains project background, project influence area, objectives of the study, scope of work, approach & methodology, policy and legal framework and structure of the report. Chapter 2: Project Description It gives a brief description of project location, present road features and proposed project development proposal. Chapter 3: Description of the Environment Presents a general introduction of the chapter, characteristics of physical resources i.e. physiography, geology, soil, drainage, climate and meteorology, air quality, water quality, noise level, soil quality, ecological resources, attributes related to human use values i.e. A landuse and quality of life and socio-economic status of the area. Chapter 4: Anticipated Environmental Impacts and Mitigation Measures In this chapter positive and negative impacts likely to result from the proposed project has been assessed, cost effective mitigation • measures for negative impacts have been suggested. Chapter 5 : Analysis of Alternatives (Technology and Site) The prime objective of this study is to establish a cost effective A feasible alignment with respect to environmental and social aspect followed by engineering and traffic volume. Chapter 6 : Environmental Management Plan (EMP) It presents Environmental Management Plan (EMP) containing • identification of implementation authority, implementation schedule and supervision programme, Monitoring programme, institutional • strengthening & training and cost of EMP. • Chapter 7 : Additional Studies It contains Public Consultation, Risk Assessment, Social Impact • Assessment and Rehabilitation and Resettlement Action plan. This chapter has been submitted as separable volume with this report. J Chapter 8: Project benefits It gives a brief description of Project Benefits.
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ROADS 8. HIGHWAYS DETAILED PROJECT REPORT 3 3 3 CHAPTER 2 PROJECT DESCRIPTION
Project : Consultancy Services for Feasibility Study and Detailed Project Page 1 of 22 1_, Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO — Document : 2006115/RH/DPR/EIA/REP -04 Project Description
CHAPTER 2
PROJECT DESCRIPTION
2.0 Introduction
The Consultants based on findings of the detailed study has recommended the widening of NH-34 to a 4-lane road along with construction of Bypasses at two locations (Kaliachak near existing km 307.000 and Maldah near existing km 328.000. The project road starts from Farakka Barrage (proposed chainage km 292+556) and ends at near Raiganj (proposed chainage km 394+985.170) and ends at near Raiganj (proposed chainage km 394+985.170). Thus the total length of project road is 102km. The description of the major aspects and the components of the project which is finalized in consultation with NHAI before proceeding to the detailed project preparation stage are done in this chapter. In order to facilitate appreciation of the improvement proposals for widening the existing 2-lane National Highway, the attributes of the existing road are briefly described in the beginning of the chapter.
2.1 Existing Road Characteristics
The project road starts from existing chainage km 294.669 of NH-34 and ends at existing chainage km 397.700 i.e. at the start of Raiganj Bypass. In general, the carriageway is predominantly a two-lane road (width around 7.0m) flanked by unpaved shoulders of inadequate and varying width. Paved shoulder has also been observed at certain stretches, which are from km 302 to km 303, km 309 to km 310, km 312 to km 314, km 359 to km 361, km 365 to km 368, km 372 to km 374 and from km 376 to km 380. In some stretches, the carriageway appears to have been widened, only by treating the shoulders with bituminous surfacing and, without any strengthening of the layers below. The width of the top of the embankment varies between 10m and 11 m in most cases. Wider formations are generally available in stretches with very low embankment such as in semi-urban areas.
Inside English Bazar/Maldah Town, a section of around 1.7 km (km 327.3 to km 329) has been widened to a divided 4-lane (2x8.0 m) standard with service/local roads protected by separators and raised footpaths. In the taper locations, the carriageways have been provided with bituminous paved shoulders.
In the southern section, upto Gajol (km 352), the shoulders are generally unpaved ones, although there are some reaches where about 1.5 m of the same has indeed been provided with a bituminous topping, apparently without any strengthening of the layers underneath.
`,t ngthening (through overlay) work which had been started around March 07, is } pleted now, which improved the road condition as well as average speed of the fic to a great extent.
DETAILED PROJECT REPORT ROADS & HIGHWAYS
Project : Consultancy Services for Feasibility Study and Detailed Project Page 2 of 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04
Project Description
The widening of the roadway on Farakka Barrage is within the scope of this work. Substructure of the Farrakka Barrage had been constructed in such a way that, for widening the road to four lanes, only the superstructure needs to be constructed
2.2 Land Use
The land use along the project road is predominantly rural and agricultural with some road stretches passing through towns/villages, where residential and commercial/industrial activities were observed. The land use pattern in terms of percentage is summarised in Table 2.1.
Table 2.1: Land use Pattern Land use Pattern Land use Left side Right side (% Stretch) (% Stretch) Agricultural 67% 69% Built-up 16% 14% Barren land 2% 30% Plantation 15% 14% Total 100% 100%
2.3 Important Settlements
The project road passes through numerous settlements that act as bottlenecks to the free flow of traffic because of intermixing of local and through traffic, as well as of pedestrians. Such identified settlements shown in Table 2.2 have been given careful consideration before deciding on the appropriate cross-section, and other related improvement proposals earmarked for the project.
Table 2.2: Important Settlements Existing Chainage Name of Place From (km) To (km) 297.750 NTPC Township More
306.100 307.500 Kaliachak Area
309.300 310.400 Dariapur (North)
310.400 310.700 Bhagolpur
310.820 311.000 Jodupur
13.800 314.200 Jalalpur
1 15.500 317.000 Sujapur
DETAILED PROJECT REPORT ROADS & HIGHWAYS p Project : Consultancy Services for Feasibility Study and Detailed Project Page 3 of 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) p Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04
roject Description
Existing Chainage Name of Place I From (km) To (km) 323.000 323.200 Bhadhapukur I Maldah town from Malanchya Pally to end of 326.500 331.800 Mangalbari Raliway crossing 340.800 341.200 8 Mile
346.000 347.000 Adina
348.500 349.000 Alampur
351.800 352.200 Gajol More
354.000 354.200 Kadubari More
363.200 363.350 Ahorah 365.700 366.200 Mayna Check post and Mayna More V 369.875 - Bangar p 373.200 - Mirza Dighi 370.895 - Marmai More 375.750 - Baliya para 383.800 384.250 Itahar Village 384.500 385.650 Seliaapara village 392.800 393.000 Durgapur (Mohanpur) 393.650 394.100 Durgapur (Rajbari) 394.500 - Rajbarigate 397.750 398.200 Rupahar V Some of these settlements require separation of the conflicting traffic streams and a segregation of pedestrian traffic from through traffic. Thus catering to such requirements, vehicular and pedestrian underpasses options have been explored.
2.4 Right of Way (ROW)
Consultant had collected RS mouza maps from Govt. Department showing the project road and its existing ROW. These maps match with the digital topographic survey base. With the help of Amin the Consultants have checked the existing road (NH-34) and ROW on the mouza sheets. Almost 95% of field and office work in this regard is complete and the balance work is expected to be completed in a fortnight. The Consultants have considered land requirement for widening of existing NH-34, as well as for construction of bypasses. The cost of acquisition has also been ncorporated in the project cost estimate.
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DETAILED. OJECT REPORT ROADS & HIGHWAYS
Page 4 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04
Prefect D escription
2.5 Description of Improvement Schemes for Mainline NH-34 i.e. Design
2.5.1 Scope
Prime objective of the project is to widen the existing 2-lane section to a 4-lane partially access-controlled divided carriageway facility, with the provision of geometric improvement wherever required. The improvement proposals in general are: • Eccentric widening with a view to use the existing pavement to the maximum extent possible. But in some restricted reaches due to land constrain concentric widening also have been proposed. • Insertion of median for separation of opposite directional traffic. • Provision of service roads at strategic locations for local traffic. • Rehabilitation of existing pavement by construction of new flexible pavements wherever required. • Strengthening of existing pavement through provision of overlay. • Repair & Rehabilitation of old bridges with adequate widening scheme and provision for new bridges beside the old bridges. • Provision of vehicular underpasses at certain selected locations; • Provision of roadside drainage facilities; • Provision of facilities like bus bays, truck lay-bys, wayside amenities etc;
• Traffic safety and control measures such as signs and markings, signals, , delineators etc. • Construction of 4-lane bypasses at Kaliachawk and Maldah.
Based on above criteria, for geometric improvement requirements, typical cross- sections have been developed for the mainline of NH-34 and bypass location.
2.5.2 Typical Cross-sections
Cross-section of the improved facility should be adequate to cater for the traffic expected over the design period. Selection of cross-section has been governed by the widening scheme adopted and by other considerations such as land-use, drainage condition, traffic characteristics etc. Typical cross sections are shown in Figure 2.1 to 2.3.
1. Typical Cross Sections
TYPE-A Typical cross-section of 4 lane divided carriageway in rural areas (eccentric widening) J TYPE-B Typical cross-section of 4 lane divided carriageway in urban/semi- urban areas (eccentric/concentric widening) A TYPE-C Typical cross-section of 4 lane divided carriageway with service road in urban areas (eccentric/concentric widening)
F—r- it or I- 81 #1r1" tre•r. ncnno ROADS & HIGHWAYS
Page 5 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 20061151RH/DPR/EIA/REP -04 roject Description
TYPE-D Typical cross-section of 4 lane divided carriageway with service road at underpass approaches TYPE-E : Typical cross section of 4 lane carriageway at elevated stretches / approaches to viaduct structure showing reinforced earth wall and at - grade service road in urban areas Typical cross-section of 4 lane divided carriageway for bypass rir TYPE-F portion / realignment stretches TYPE-G Typical cross-section of 4 lane divided carriageway with service road in Bypass areas
2. The cross section type along the project corridor is given in Table 2.3.
Section typee alon the Project Corridor Si. Design Chainage Design Chainage Length 1km C/s Type No. From To 1 292+556 294+800 2.244 Farakka Barrage 2 294+800 296+000 1.200 B 3 296+000 297+550 1.550 A 4 297+550 298+150 0.600 Toll plaza 5 298+150 299+700 1.550 A 6 299+700 301+600 1.900 B 7 301+600 303+700 2.100 A 8 :303+700 307+000 3.300 F 9 307+000 308+050 1.050 A 10 308+050 308+200 0.150 F 11 308+200 308+550 0.350 B 12 308+550 310+700 2.150 A 310+700 311+400 0.700 B 160 13 14 311+400 '312+700 1.300 A 15 312+700 313+425 0.725 B 16 313+425 315+075 1.650 B 17 315+075 315+600 0.525 F 18 315+600 318+650 3.050 A 19 318+650 319+200 0.550 F 20 319+200 319+500 0.300 A 1---- 21 319+500 319+900 0.400 F 22 319+900 322+650 1.750 B 23 322+650 325+600 2.950 F
ROADS & HICHWA YS . OJECT REPORT Page 6 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laving of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPRIEINREP-04 roject escription
SI. Design Chainage Design Chainage Length (km) Cis Type No. From To 0.550 24 325+600 326+150 5.550 25 326+150 331+700 5.500 26 331+700 337+200 10.000 27 337+200 347+200 28 347+200 348+700 0.800 29 348+700 349+500 1.400 30 349+500 350+900 0.225 31 350+900 351+125 0.600 Toll Plaza 32 351+125 351+725 0.075 33 351+725 351+800 1.200 34 351+800 353+000 35 353+000 354+200 3.600 354+200 357+800 0.650 357+800 358+450 358+450 358+950 0.500 358+950 359+900 0.950 359+900 361+600 361+600 362+200 362+200 363+200 1.000 A 363+200 365+000 1.800 B 365+000 365+600 0.600 B 365+600 366+500 0.900 A 366+500 371+800 5.300 B 371+800 373+500 1.700 4.200 A 48 373+500 377+700 F 377+700 378+100 0.400 A 378+100 380+400 2.300 C 380+400 381+200 0.800 A 381+200 389+000 7.800 0.500 A 53 389+000 389+500 0.600 B 54 389+500 390+100 4.886 55 390+100 394+986
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The above design consideration has resulted in major realignment at some 3 stretches along the project road. While designing. utmost attempt has been made to 3 strict acquisition of residential as well as commercial structures with the objective ;_t 3 cW a social design. A list showing the realignment stretches is given below in Table 3 4. 3 3 DETAILED PROJECT REPORT ROADS & HIGHWAYS 3 3 Project : Consultancy Services for Feasibility Study and Detailed Project Page 8 of 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Project Description C Table 2.4: List of Real gnment Stretches Design Chainage (km) Length (km) C. From To 315+075 315+600 0.525 C 318+650 319+200 0.550 319+500 319+900 0.400 ( 357+800 358+450 0.650 358+950 359+900 0.950 377+700 378+100 0.400 2.5.4 Service Roads The consultant has envisaged the need for service roads of intermediate lane width for serving the following purpose: • Providing connections to the mainline • Easing traffic movement at congested urban reaches along the project road The detail of service road provided is given in Table 2.5 below. Table 2.5: Details of Service Road Existing SI. Design Chainage Length Width Cis Chainage Side No. (km) (m) Type From To From To 1 Maldah Bypass 325+600 326+150 1.100 5.5 Both G,E 2 352.200 353.400 351+800 353+000 2.400 5.5 Both D,E ex • 3 383.400 384.200 380+400 381+200 1.600 5.5 Both C A The Total length of Service road is 5.100 km A 2.6 Bypasses As mentioned in the earlier reports, bypasses have been envisaged in the following A two locations. • Kaliachawk k • Maldah A Alternative alignment study for these bypasses including social/environmental issues and comparative merits and demerits in a mathematical format in the form of decision matrices, sensitivity analyses and drawings have been presented in details in the Feasibility Study Report. However a brief report on all the two bypasses is iven below. aa • 4 d fetP4C, D ROJECT REPORT ROADS & HIGHWAYS Project : Consultancy Services for Feasibility Study and Detailed Project Page 9 of 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR1EIA/REP-04 roject Description 2.6.1 Proposed Kaliachawk Bypass 4; Background In Kaliachawk NH-34 passes through a semi-urban area with mostly mixed traffic consisting of slow moving and fast moving vehicles. Also the level of parking in this stretch is very high. Distance between property lines in this area (i.e. existing R.O.W) varies between 36m to 55m. To avoid this bottleneck bypass option for through traffic has been envisaged with a ROW of 60m. Alignment Corridor As given in Feasibility Study Report, Alignment Option — I has been evaluated as 4 preferred option and a brief description of the same is given below. Terminal Points Starts at existing km 305.730 (proposed chainage km 303+700) of NH-34 and ends at existing km 308.680 (proposed chainage km 307+000). Alignment Description Entire bypass alignment is in the left side of NH-34. After origination it runs towards North-East direction through extensive low marshy land with occasional litchi plantation. Then it crosses a bituminous road leading towards Kaliachawk Market area (where one vehicular underpass is provided) and passes through residential area in the outskirts of Kalikapur village, where some pucca, semi-pucca and a few kutcha structures are falling within the proposede ROW. After passing through Hazipara village it turns towards the eastern side to terminate at km 308+680 on the NH. In this stretch it passes through mango, litchi plantation with occasional houses of Sultanganj and Karaichandpur mouza. The total length of bypass is 3.3km. Typical Cross-Sections The elements of cross-section (lane width, shoulder width, median width etc.) have been standardized as per the guidance given in the "Manual for Specifications and Standards" by MoRT&H. Geometric Design The geometric design proposed for bypass has been done within the broad amework of the geometric design parameters listed in Article 2.5.3. The design 'se-ed has been maintained at 100kmph. lc) DETAILED.P.R.04JECT REPORT ROADS & HIGHWAYS Page 10 of 22 Consultancy Services for Feasibility Study and Detailed Project Project : Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of I4H-34 Document : 2006115/RHIDPR/EIA/REP -04 ro ect escrt • tion Service Road There is no service road in this bypass alignment. Proposed Maldah Bypass 2.6.2 Background NH-34 passes through urban areas of Maldah town. Flow of through traffic within this of stretch is highly hindered by heavy traffic congestion due to mix traffic, parking ine l heavy vehicles and bottlenecks for dense settlements. The property to property distance varies from 25m to about 45m which will result in acquisition of many structures during widening. All the above criteria necessitate the need for a bypass 4 in the stretch. Elevated corridor option within the existing ROW of NH-34 was also explored. But construction of elevated road through flyover / R.E wall is very costly. To avoid such cost involvement, exploration of bypass alignment has been conceived. Alignment Corridor As given in Feasibility Study Report, Alignment Option — II has been evaluated as preferred option. * r Terminal Points Starts at existing km 324.325 (proposed chainage km 322+650) of NH-34 and ends at existing km 332.300 (proposed chainage km 331+700). • Alignment Description • Entire bypass alignment is in the right side of NH-34. After origination at km 324.325 A, . Ye Nos of NH-34 it runs towards North-East direction through the side of a Mango market and passes through land of different Government bodies, that of Horticulture Department, Food processing Department (Government of West Bengal), the Land Reforms Office and the balance portion through private land up to river Mahananda. In this stretch two pucca structures are getting affected on the Government land. After river Mahananda it runs further in the North-East direction to cross the single track railway line of Maldah-Singhabad section. Enroute it crosses Maldah-Bulbul Chandi road taken up for improvement under WBCD project. There is one vehicular underpass provided in this location. Few structures of semi-pucca/kutcha type will get affected on the eastern banks of the Mahananda River in Shahpura village. "91/2: Landuse pattern is predominantly of agricultural type with 600m of the stretch cf, assing through areas of mango plantation and some portions of residential areas of 7 ,4" Shahpura village. (esP``‘ ROADS 8 HIGHWAYS a-l -ra ft Fr) PROJECT REPORT Project : Consultancy Services for Feasibility Study and Detailed Project Page 11 of 22 Report for 4/6 Laving of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document 2006115/RH/DPFUEIA/REP -04 roject Description After crossing Maldah-Singhabad railway line, the alignment corridor turns towards North-West direction to terminate at km 332.300 of NH-34. Landuse pattern in this stretch comprises of agricultural lands and some stretches of mango plantation. This portion of the bypass alignment passes through Rasiladaha mouza without affecting Sujapur village (a part of Rasiladaha mouza). The total length of Malda bypass is 9.05km. Typical Cross-sections The elements of cross-section (lane width, shoulder width, median width etc.) have been standardized as per the guidance given in the "Manual for Specifications and Standards" by MOSRTH. Geometric Design The geometric design proposed for bypass has been done within the broad framework of the geometric design parameters listed in Article 2.5.3. The design speed has been maintained at 100kmph. Service Road Service Road has been provided at the underpass locations of this bypass alignment. 2.7 Pavement Design and Schedule The flexible pavement has been designed for a 15 years period. For 4-laning of the project road, pavement design has been done for the following cases: .• Strengthening overlays for existing pavement • Flexible pavement for widening existing carriageway on existing formation for accommodating width for kerb shyness and paved shoulders for symmetrical widening • Flexible pavement for new carriageway (eccentric widening/redesigned stretches) • Rigid pavement for toll plaza, truck layby • Flexible pavement for service roads Recommended thickness for new pavement and overlay design is given below in Table 2.6. i rf:Iptl\\ DETAILED PROJECT REPORT ROADS & HIGHWAYS Project : Consultancy Services for Feasibility Study and Detailed Project Page 12 of 22 - Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO - Document : 2006115/RH/DPR/EIA/REP-04 Project Description Table 2.6: Recommended Pavement Thickness Existing Chainage Homoge Thickness of Thickness of new/ widened Design Chainage (km) nevus Overlay (mm) Pavement Composition From To From To Sections BC DBM 4' BC DBM" WMM GSB Ik. 292+556 303+700 294.669 305.900 HS-1 Reconstruction" 50 50+75 250 200 303+700 307+000 305.900 308.930 Kaliachawk Bypass 50 50+75 250 200 ANIL ••■ 307+000 308+665 308.930 310.700 HS-2 Reconstruction" 50 50+75 250 200 A1116 308 +665 311+370 310.700 313.200 HS-3 50 50+60 50 50+75 250 200 NOY 311+370 312+300 313.200 314.000 HS-4 Reconstruction" 50 50+75 250 200 312+300 313+985 314.000 315.700 HS-5 50 60 50 60+65 250 200 "NV 313+985 322+600 315.700 324.325 HS-6 Reconstruction" 50 50+75 250 200 Aul• ye, 322+600 332+000 324.325 332.480 Maldah Bypass 50 50+60 250 200 332+000 344+565 332.480 345.000 HS-7 50 60 50 60+65 250 200 Pavement 344+565 345+565 345.000 346.000 HS-8 n 50 50+75 250 200 Raising (1m) 4111V 345+565 351+600 346.000 352.000 HS-9 50 60 50 60+65 250 200 AEA 351+600 355+175 352.000 358.600 HS-10 50 60 50 60+50 250 200 355+175 356+590 358.600 360.000 HS-11 Reconstruction' 50 60+50 250 200 "WI 356+590 357+610 360.000 361.000 HS-12 50 60 50 60+50 250 200 357+610 363+650 361.000 367.000 HS-13 Reconstruction' 50 60+50 250 200 --1 363+650 366+850 367.000 370.200 HS-14 50 60 50 60+50 250 200 366+850 367+690 370.200 371.000 HS-15 Reconstruction' 50 60+50 250 200 367+690 369+825 371.000 373.100 HS-16 50 60 50 60+50 250 200 369+825 373+820 373.100 377.000 HS-17 Reconstruction' 50 60+50 250 200 373+820 379+565 377.000 382.600 HS-18 50 60 50 60+50 250 200 379+565 390+180 382.600 393.000 HS-19 50 60 50 60+50 250 200 390+180 394+985 393.000 397.700 HS-20 50 50+50 50 50+60 250 200 Includes the stretches for structures • Reconstruction implies removal of existing bituminous layer, providing 250mm WMM and bituminous layers (BC and DBM) as recommended for new pavement • Raised pavement shall be constructed as new pavement • Composition of DBM as mentioned "60+50" implies a first lift of 50 mm and A subsequently a second lift of 60mm Note:1) The 200 mm GSB layer will serve as drainage layer extending upto the embankment face. 2) The subgrade CBR (soaked) of 8% or more has been considered for the design of new/widened pavement. 3) WMM is to be laid in two equal lifts. he following pavement composition for service road corresponding to 500 mm bgrade (soaked CBR >= 8%) has been proposed: DETAILED PROJECT REPORT ROADS & HIGHWAYS Page 13 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP -04 roject escription BC - 40 mm DBM - 60 mm WMM - 250 mm GSB - 200 mm The Rigid pavement considered for Toll Plaza, Wayside Amenities and Truck layby are presented in Table 2.7 below. 1-40 ■ ....,,,...- - t Design for Ancillary Works • 4■ 00,•■• •• •• • - Thickness (mm) Component Toll Plaza Truck Layby Pavement Quality Concrete 320 200 (PQC) M 40 Dry Lean Concrete (DLC) M 15 150 150 Granular Sub-base (GSB) 150 150 Subgrade (soaked CBR>=8%) 500 500 2.8 Upgrading of Bridges, Culverts and Structures inventory of Existing Bridges, Culverts and other Structures Inventory and condition survey of the existing 2-lane bridges, culverts and other structures were carried out to identify their number, type, condition and hydrological ;74 aspects. Mainly visual inspection and dimensional measurements had been carried 14 out during the survey. There exist 102 nos. of bridges and culverts along the project road, out of which 72 -1111) are culverts (length 6m), 22 minor bridges (length > 6m), 8 major bridges (length 60 m), and only one RUB. To avoid the congested area or habitation, realignment/bypass options have been envisaged at two locations namely at Kaliachak and Malda. New alignment options, bypassing the existing Project Road, are preferred at the above locations. In view of the above two bypasses, the number of existing structures to be considered for improvement/widening/repairs/rehabilitation along the main line of the 10 project road have been reduced as below: • Culverts 79 • Minor Bridges 17 • Major Bridges 7 RUB 1 ROADS & HIGHWAYS DETAILED PROJECT REPORT Page 14 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 Project D escription Improvement of Existing Bridges Minor Bridges There are 17 minor bridges along the existing route excluding the stretch falling within the bypasses. Out of the 17 minor bridges, 11 are in fair condition and can be retained while, the remaining 6 need to be replaced because of poor condition of the structure or due to geometric improvement of the road. Major Bridges There are 7 major bridges along the existing route excluding the stretch falling within the bypasses. Out of the 7 major bridges, 5 bridges are proposed to be retained with some repairs for fair condition of the existing and 2 are proposed to be replaced as these were already repaired & rehabilitated due to their poor condition. In general, all the major bridges are of 2-lane configuration having a carriageway width of 7.4 m with/without footpath. The details of these bridges are provided below. The improvement details of the existing major and minor bridges have been presented in Table 2.8. Improvement of Existing Culverts Culverts There are 64 pipe culverts, 2 arch culverts and 13 slab culverts along the mainline. All hume pipe and brick arch culverts are to be replaced by box culverts giving due consideration to the diameter of the pipes. Vent size has been worked out keeping in view the existing opening, height of the embankment and ease of maintenance. Minimum vent width of 2.0 m has been proposed. The slab culverts are in fair condition. Out of the 13 slab culverts, 3 have been proposed to be replaced by box culverts and the remaining 10 have been proposed for repair and widening. Improvement details of existing culverts are presented in Table 2.9. Proposed Vehicular Underpass Vehicular underpasses (VUP) have been proposed at several locations based on the importance of intersecting road and the settlement along the project road. The consultant has proposed one new vehicular underpass along the existing road, detail of which is presented in Table 2.10. Proposed Pedestrian/Cattle Crossings There is no pedestrian underpass along the project road. ROADS 8. HIGHWAYS OJECT REPORT F o f f pie a un 01 at of of at at 01 of of of a of l efi t eb eE a6 ioni ab aB a6 a eb eB eB a6 84 aB a6 d il pli p pu p pu p p te ppq pu in p p pu pu pu ts q p c p pq q p p p 1 tom 4 q q q g pe pe g q q Jed g pe g g pa pa pa pe ous e a pa Ki pe e e pe pe tru Pa pa s eue eue eu eue awe s B su lor to i tor pn tor tor u ue ipru le ue u us ue ue to n tor toru tort io pn r e e e e e s gns u L u m u u t ! l l i ru l esuo . i . t t i l ' .asuo i l t 5 5 t 5 ts tsuoo eue 5 5 5 5 tsuoo tsuoo Z isuoo Z usu 5 5 As 11 5 5 z u es µa 5 p isu ll ts ts QOM: uoo 1e aois m o m m a m MOO m m m m m m me meu m me eoi 8D B = aras ao uoo uoo ania antea EI aois u uo eu cons be eu eu au eu p au eu l u oo oo o i eu eu eu pis oo e 5 DI a t e e lau gs e IS e u I isaa u 3 e e s s sar, e to SSO OBlO e e e e e e e e e e e an e e OO e m q e e an ed q nn an a e e e e q in e eq ix q q q uc q g pe g a y o g peu g q o o q q q g n g q e o a g g g g o g g e natanna g 0 nap, DE o naInnn 0 o o a t u nc ks namn pd peu na J f nninn ee a rual naln f f over peuie a f f 1 a6 e6 t g peu peuie peu pau pau pau etonns pau pe pe pa efi pe 1 exsa f 06 t f eb t ann t OA e6 ea eti ea OOO ae 4,1 pun innim eO ee fly eff peu u nn t u on°, u p p p O p ee ppq pp pu n mlai te ppq nnou te mlei te te te i le ie te noi ilei ppq ple 4 p p 4WUUU p pq p pq I p h JISUO nail l q tat lei lei lei pq q pq te 1 ug p tai leu m tei tw tei pq e q q ei c a cum ie D q i uoo inn i Inn l ., a .1 s a e et e eue inn su p s Bu in Inn I nn e lei e ," no nn Ki e eu s e D u ue u eq e e e e sue e e e ue ise n 0 q ue q q q q u e e q q o q q q q an BO q q q a e s BO mn e6 o eq an an e o 0 e e i .4 ef t l .4 o an A an an e o t t t l o 5X n o a o q o o l 5x 5x I C l t l 5x ' l, t 0 q ROB 5x 5x f f f f 114 f l f O t f 0 0 0 me f el5 1 a 4 pa 7 ME eB aB el3 96 eB elO eB et5 eB o 5we m 5m 5m M 5 5 m z 5 me m f M me MI 5 ior pu ppq pp pp ppg p e a pu pp a p p ppq p ppq eo 44 B pu pq B e o N N N N N pq B pq p e B N 2 lane u N q B q q B N t N q q B pp g q B N N sj N ;su O B e B B B B B 2x q u tts u u u u u u u u u u u u u u o B Rs t)s ils its tie Rs nsfx os ns p gs te qs es d wa u ex Ix ix tx ix ix tx e !x !x tx et tx ix Rs q a g 3 g 3 3 a a g g 3 3 g 9 ix3 ix3 New I Remar e. e dg i dg Jou J J i Jor JOU m Jo 10V Jo m Jo Jo Jole JOU Jou Ka J Jo .1 J Jou Jou Jo Jo Jo J JO JO oie ou 0 ou ou or Br u u u u u [e e f u u U le I U m e B e f mi RA n m m ry ivi ti I ivg R v l in nA ly N N v lyy RA qr m iy4 IN y tr yq vy IN & Br AI i j i y i I y g o J j e ROB Typ la da la hu ma SOO l Ue h h h DS Be IBU ye la l s l lla h lls l lla xet h t hanan les C Y lle • B - elle elB lla N thi lla lyer s ROB cum O SOD Nei sao S ic S sao tl 8 Na sed4 Na N l Ma r r kke Hee ass- 00 Is OD ira e l Kha !Awn Bee Na e hl Na N Bea hila u Na ia leco l l l d toe l ima ass- ing Ig eN w tn aa ln Name ass- p 6 mar Fera id Sr IN Byp p S lle dr Bhag l e s hiamar manp Loca Loca Beans da By Gu >1 p By Cha l cross as Bha ds e l Masa Kur Kuc y Ma y lda idg Me Ma Br I ion Ion t uoga t uo a da ion ion ion d) i ion ion ion t tion ion Bu t ea t t t tion t t p puno tis da da ie da ung da un da da da da da n d n ix l foun l o a i l s foun f Fo foun fou foun e foun foun fou foun foun le l Prop li o We k( ( d e Pile Pile Pile Pile Pile & Pile le Typ Pi Pile Pile Pi I t t d) t t t t t t t t t en ose tmen tmen tm tmen tmen I tmen tmen tmen tmen tmen tmen t t bu en Abu Abu Abu Abu Abu en Prop Abu Abu h h tm h Abu h Abu h h h h Abu h h A h tm pun d d d d d d d d d d d d d Abu nd n Bu n Abu ( hroug h o hroug hroug throug throug throug throug throug tts roun roun roun roun roun id rou roun rou throug roun roun roun round t ll roun roun rou ill ill t ll ill throug ill i i ill ill t ill ill throug ill g g g g g g ix g g g g g g u ture g g g n RCC n g o Sp Sp Sp on on on on o Sp on on Sp Sp Sp on Sp o & on on on x on on on C Sp x C o ill throug truc g ier Box Bo Box Box Box Box Box Box Da RC Sp RCC RCC RCC Sp bs Box p & RCC Sp & RCC & RCC & & RCC & RC & & & RCC & & RCC Su d RCC RCC RCC RCC Box RCC Box RCC RCC ier RCC ier RCC Box ier RCC RCC ier RCC f ier RCC Box RCC Box RCC Box ier ier ier ier ier ier RCC p p o p p p p e RCC p RCC p RCC RCC RCC p RCC p RCC RCC Typ RCC p I b RCC b Box b b RCC d Sla ture b Sla b b Sla ide Sla RCC uc d d d la d) tr der der der ide der S Vo der ide ide ir ir d Sla ir d Sla d ir ir b & PSC ers g g ose Vo g ide ide Vo T g T T g T SC d Sla Vo SC Sup & RCC r f Prop PSC PSC PSC P ( PSC ide PSC T CC de & P o & PSC Vo & ir RCC Vo e C RCC Vo ide R Vo g RC RCC RCC T Typ PSG PSC I I 6 Z 42 42 l 91 x 9Va 0. ' OZ 9L 20. 20. S066 + 2 546' 00 0 + 0 9 S O' O' O' 0' 0 + SZ 7x 9 . 1 L 91 O' 0' O x g+ . a 07 ) SZ + E 9 75 0 S x .9 01 S x - fr x 'S px S a 5x OZ SZ 10 a 7 6 X x 7 26 26 + a C x 1 x X a 5. L x t fr 9 SZX B 4x L S L . + 3 + 6 L 9 x L L tx 9+ 3 x ZO £ z E + 9 26 U.) 26 L OZ L + ---. + 19. 42 42 • 2x 20 6... . 20. 73L+ 9' 6 91 951+ 999+ 1 2 799+ L8 996 1 8E9+ Z OV 69 L+ , E9 5 S 655+ 60 L 3 5 50 90+ Lt 99+1 ZZ+ .E+ EL+ 55+1 LO+ 51 9+ 30 x+ 6+6LE 5+ 335 34 +6ZE 9 S 9LE 1 V L LZ 70E - +749, SP 0 LSE 09E 9 593 99E 063 L .V SZE 0E -95 Z LE S LE 96+92 03+92 E E £ E E E 320+ 2 302+2 3 329+0 328 375+885 1 I 1 1 - - n 01 91 7 LL 9 Ol E ZZ V5 93 9Z 43 Z 1Z N Cr tro CD , CO C) L, 01 - r, . 5 - .– u , — 7 N (7) -1 -4 A Table 2.9: Details of Culvert Remarks SI. No. Design Chainage Proposed Span(m) To be widened to the proposed road width 1 297+963 1 x 3.1 2 299+656 1 x 3.1 To be widened to the proposed road width To be widened to the proposed road width 3 301+540 1 x 3.1 To be widened to the proposed road width 4 301+824 1 x 3.1 5 302+693 1 x 4.5 To be reconstructed To be reconstructed 6 303+162 1 x 3.0 New Construction 7 304+046 1 x 2.0 New Construction 8 304+245 1 x 2.0 New Construction 9 304+445 1 x 2.0 10 305+746 1 x 2.0 New Construction 11 305+946 1 x 2.0 New Construction New Construction 12 306+596 1 x 2.0 13 306+954 1 x 2.0 To be reconstructed 14 307+595 1 x 3.2 To be widened to the proposed road width 15 308+946 1 x 2.0 To be reconstructed 16 309+314 1 x 2.0 To be reconstructed 17 309+914 1 x 2.0 To be reconstructed 18 310+429 1 x 3.7 To be widened to the proposed road width 19 312+086 1 x 4.5 To be reconstructed 20 313+269 1 x 2.0 To be reconstructed 21 313+860 1 x 3.0 To be reconstructed • 22 314+752 1 x 3.0 To be reconstructed 23 315+076 1 x 4.5 To be reconstructed 24 316+359 1 x 2.0 To be reconstructed 25 317+511 1 x 3.0 To be reconstructed 26 323+600 1 x 2.0 New Construction 27 324+656 1 x 2.0 New Construction 28 328+300 1 x 2.0 New Construction 29 331+582 1 x 2.0 New Construction 30 333+582 1 x 2.0 To be reconstructed 31 333+837 1 x 2.0 To be reconstructed 32 334+103 1 x 3.0 To be reconstructed 33 334+544 1 x 2.0 To be reconstructed 34 334+937 1 x 3.0 To be widened to the proposed road width 35 335+378 1 x 2.0 To be reconstructed 36 335+922 1 x 2.0 To be reconstructed 37 336+295 1 x 2.0 To be reconstructed 38 337+426 1 x 3.0 To be reconstructed 39 338+031 1 x 2.0 To be reconstructed 338+494 1 x 2.0 To be reconstructed _ 40 41 339+807 1 x 3.0 To be widened to the proposed road width 42 340+532 1 x 2.0 To be reconstructed 43 341+337 1 x 3.0 To be reconstructed 44 344+025 1 x 4.5 To be reconstructed 45 344+989 1 x 2.0 To be reconstructed 46 345+675 1 x 2.0 To be reconstructed 47 345+968 1 x 2.0 To be reconstructed 48 348+776 1 x 2.0 To be reconstructed 49 349+254 1 x 2.0 To be reconstructed 50 352+596 1 x 2.0 To be reconstructed 51 352+992 1 x 2.0 To be reconstructed 52 353+836 1 x 2.0 To be reconstructed 53 354+127 1 x 2.0 To be reconstructed 54 354+525 1 x 2.0 To be reconstructed 355+167 1 x 2.0 To be reconstructed 355+400 1 x 2.0 To be reconstructed page 2 of 4 a 3 3 3 9: Details of Culvert • a Proposed Span(m) Remarks SI. No. Design Chainage 1 x 2.0 To be reconstructed 3 57 355+857 1 x 2.0 To be reconstructed 58 356+413 3 1 x 2.0 To be reconstructed 59 356+936 1 x 2.0 To be reconstructed 3 60 357+171 To be reconstructed 361+067 1 x 3.0 61 To be widened to the proposed road width 3 361+886 1 x 3.0 62 To be reconstructed 362+464 1 x 2.0 3 63 To be reconstructed 64 362+743 1 x 2.0 To be reconstructed 3 65 363+518 1 x 2.0 To be widened to the proposed road width 366+765 1 x 3.0 3 66 To be reconstructed 67 369+019 1 x 2.0 To be reconstructed 3 369+452 1 x 2.0 68 To be reconstructed 69 369+876 1 x 2.0 3 To be reconstructed 70 370+548 1 x 2.0 To be reconstructed 0 71 370+847 1 x 2.0 To be reconstructed 72 372+415 1 x 2.0 3 To be reconstructed 373+398 1 x 2.0 73 To be reconstructed 74 374+178 1 x 2.0 To be reconstructed 75 374+734 1 x 2.0 3 To be reconstructed 76 375+380 1 x 2.0 To be reconstructed 3 377+039 1 x 2.0 77 To be reconstructed 78 377+605 1 x 2.0 3 To be reconstructed 79 378+791 1 x 2.0 To be reconstructed 80 380+366 1 x 2.0 To be reconstructed 81 382+258 1 x 2.0 To be reconstructed 82 382+750 1 x 2.0 To be reconstructed 83 383+879 1 x 2.0 To be reconstructed 84 385+295 1 x 2.0 To be reconstructed 85 386+430 1 x 2.0 To be reconstructed 86 387+638 1 x 2.0 To be reconstructed 87 388+789 1 x 2.0 TO be reconstructed 88 390+075 1 x 2.0 To be reconstructed 89 392+782 1 x 2.0 page 3 of 4 Table 2.10 : Details of Proposed Vehicular Underpasses Proposed SI No Chainage Span (m) Type of Structure Remarks (km) 1 305+209 1 x 12.0 Single Cell Vehicular Underpass (RCC Box on ground) Along Kaliachak bypass 2 326+147 1 x 12.0 Single Cell Vehicular Underpass (RCC Box on ground) Along Malda Bypass Along Mainline NH-34 2 x 11.0 Twin Cell Vehicular Underpass (RCC Box on ground) 3 352+487 (at Gajol Junction) `t• page 4 of 4 Page 15 of Project : Consultancy Services for Feasibility Study and Detailed Project 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 -04 Document : 2006115/RH/DPR/EIA/REP roject Description RUB There is one existing RUB at existing km 354+585 (proposed chainage km 354+157) along the project road. Proposed New Structures along the Bypasses Bridges As mentioned earlier, along the 2 bypasses (namely Kaliachawk and Malda) proposed by the consultant new 4-lane bridges have been proposed covering both major and minor bridges. Location of the major bridges has been finalized based on the reconnaissance survey, study of the maps, road alignment proposal, proximity of the rail bridges etc. Total 2 bridges have been proposed along the Kaliachawk bypass and 4 bridges have been proposed along the Malda bypass. All the bridges are minor in nature except the major bridge over river Mahananda in case of Malda Bypass. Details of new bridges are presented in Table 2.8. Culverts New box culverts have been proposed to cater for the cross drainage across the proposed bypasses. All the structures have been proposed with RCC box of span 2.0 m and covering the full roadway width. 6 new culverts have been proposed along the Kaliachawk bypass and 4 new culverts have been proposed along the Malda bypass. Details of culverts are presented in Table 2.9. Vehicular Underpass/Interchange The consultant has proposed one underpass along the Kaliachawk Bypass and one underpass has been proposed along the Malda Bypass, detail of which is presented in Table 2.10. Pedestrian/Cattle Crossings There is no pedestrian underpass along the Bypasses. ROB Span system of ROB has been proposed considering the provision of three railway tracks i.e., two new tracks have been proposed besides one existing railway track. Type of structure has been proposed with PSC T-girderand RCC slab type 4iperstructure for the main railway section with RCC column type pier. RCC spill through type abutments supported on pile foundation. 1 ROB has been provided alOng the Malda Bypass. Details of the ROB have been presented in Table 2.8. DETAILED PROJECT REPORT - ROADS 8 HIGHWAYS 4 Page 16 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 roject escription 2.9 Road Drainage Due consideration has been given to the very important aspect of drainage while preparing the design. The cross-section incorporate the roadside drains proposed at various stretches of the highway taking into account the existing and natural conditions as well as the future situation. Covered rectangular drain sections have been proposed in urban stretches while open lined/unlined trapezoidal drains have been proposed in semi urban and rural stretches. The drains must discharge into the nearest outfall, which need to identified, if not accurately at the design stage, at least during construction. Special provisions for drainage are made in high embankment stretches and in super-elevated sections. Open rectangular/trapezoidal drain needs to be provided within median area to collect surface runoff from upper half carriageway in case of super-elevated stretches. The drains shall run longitudinally to discharge into cross drainage structures. These median drains shall also collect subsurface water accumulated through flow of seepage water along GSB layer and entering RCC drain through weep holes. In high embankment stretches, it is proposed to channelise and discharge the surface flow through a system of kerbing and chuting where the height of embankment is more than 6.0 m. The detailed drainage design and integration of the same with existing/proposed cross drainage structures will be done during preparation of Detailed Project Report. Drawing related to surface and sub-surface drains are given in Volume IX: Drawings. 2.10 Highway Facility In addition to offering a safe and fast travel facility to the road users, the upgrading plan for the project road also includes improvement of intersections, provision of ROB, bus-bays, trucks laybys and other traffic augmenting facilities etc. ROBs There is only one ROB in the entire project, which is on Maldah bypass over Maldah- Singhabad railway line at proposed chainage km 328+749. RUB There is only one RUB at proposed chainage km 354+157 of NH -34. Vehicular Underpass 3 Vehicular underpasses are proposed along the project corridor details of which are mentioned in Table 2.10 ROADS & HIGHWAYS DETAILED PROJECT REPORT Page 16 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 oject escription 2.9 Road Drainage Due consideration has been given to the very important aspect of drainage while preparing the design. The cross-section incorporate the roadside drains proposed at various stretches of the highway taking into account the existing and natural conditions as well as the future situation. Covered rectangular drain sections have been proposed in urban stretches while open lined/unlined trapezoidal drains have been proposed in semi urban and rural stretches. The drains must discharge into the nearest outfall, which need to identified, if not accurately at the design stage, at least during construction. Special provisions for drainage are made in high embankment stretches and in super-elevated sections. Open rectangular/trapezoidal drain needs to be provided within median area to collect surface runoff from upper half carriageway in case of super-elevated stretches. The drains shall run longitudinally to discharge into cross drainage structures. These median drains shall also collect subsurface water accumulated through flow of seepage water along GSB layer and entering RCC drain through weep holes. In high embankment stretches, it is proposed to channelise and discharge the surface flow through a system of kerbing and chuting where the height of embankment is more than 6.0 m. The detailed drainage design and integration of the same with existing/proposed cross drainage structures will be done during preparation of Detailed Project Report. Drawing related to surface and sub-surface drains are given in Volume IX. Drawings. 2.10 Highway Facility In addition to offering a safe and fast travel facility to the road users, the upgrading plan for the project road also includes improvement of intersections, provision of ROB, bus-bays, trucks Iaybys and other traffic augmenting facilities etc. ROBs There is only one ROB in the entire project, which is on Maldah bypass over Maldah- Singhabad railway line at proposed chainage km 328+749. RUB There is only one RUB at proposed chainage km 354+157 of NH-34. Vehicular Underpass 3 Vehicular underpasses are proposed along the project corridor details of which are mentioned in Table 2.10 ROADS & HIGHWAYS DETAILED PROJECT REPORT Project : Consultancy Services for Feasibility Study and Detailed Project Page 17 of 22 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 9 roject Description a Pedestrian Underpasses a There is no Ped...strian Underpass along project highway. 4 Major Intersections 4 There are 9 major at-grade intersections along the project road. The location of such intersections is given Table 2.11. Table 2.11: Major Intersections SI. Existing Design Category Type of Remarks No. Chainage Chainage of Road Junction Township NTPC Township 1 297.740 295+637 4-legged Road More 2 302.550 300+480 ODR 4-legged Nutan 16 Mile More 3 313.250 311+425 ODR 4-legged Jalalpur More 4 315.900 314+167 ODR 4-legged Sujapur More 5 322.220 320-1-437 MDR 3-legged Sustani More 326+147 MDR 4-legged Bulbulchandi More Bypass 7 348.755 348+340 ODR 3-legged Alampur More a 8 352.900 352+487 SH-10 3-legged Gajol More 9 354.145 353+729 NH-81 4-legged Kadubari More 10 365.770 362+418 ODR 4-legged Moina More 11 375.755 372+550 ODR 4-legged Baliapara More a 12 384.075 381+049 MDR 4-legged ltahar More 13 392.920 390+090 MDR 4-legged Durgapur More Minor Crossings However, for the typical minor intersections formed by other district roads and village roads where cross-directional traffic is negligible to cause any significant hindrance to mainline traffic, improvement shall be made by accommodating median cut on the a NH. 3 osal for Bus-bay a e project road there is a considerable movement of passenger buses. The a ultants have therefore proposed bus-bays at 19 strategic locations on both DETAILED PROJECT REPORT a ROADS & H1GHW4vS Project : Consultancy Services for Feasibility Study and Detailed Project Page 18 of 22 r*" — Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) _ Section of NH-34 Revision: RO — Document : 2006115/RH/DPR/E1A/REP-04 r- • Project Description sides of the road on mainline. While on Bypasses no bus-bay has been proposed. The list showing proposed location of bus-bays is given in Table 2.12 below. Table 2.12: Proposed Bus -bay Locations Proposed Existing SI. Chainage Chainage Village/Town Name Remarks No. (Km) (Km) 1 309+400 311.230 Jadhupur More Both sides of Mainline NH-34 2 311+190 313.025 Jalalpur More Both sides of Mainline NH-34 3 313+850 315.560 Sujapur More Both sides of Mainline NH-34 4 319+450 321.160 Sustani More Both sides of Mainline NH-34 321+985 323.725 Left side of Mainline NH-34 5 State Bank More 322+200 323.925 Right side of Mainline NH-34 Narayanpur (Chaki 6 332+085 332.570 Both sides of Mainline NH-34 More) BSF & industrial 7 335+910 336.395 Both sides of Mainline NH-34 Area 8 340+350 340.815 8 Mile Market Both sides of Mainline NH-34 9 346+500 346.940 Adina More Both sides of Mainline NH-34 10 347+975 349.710 Alampur More Both sides of Mainline NH-34 11 352+200 352.620 Gajol More Both sides of Mainline NH-34 12 353+510 353.940 Kadubari More Both sides of Mainline NH-34 13 357+100 360.500 Masaldighi More Both sides of Mainline NH-34 14 362+035 365.400 Moina More Both sides of Mainline NH-34 15 365+775 369.135 Boidara More Both sides of Mainline NH-34 16 372+250 375.490 Baliapara More Both sides of Mainline NH-34 388+550 391.715 Right side of Mainline NH-34 17 Durgapur More 388+870 391.740 Left side of Mainline NH-34 390+965 393.822 Left side of Mainline NH-34 18 Bhupalpur More 391+025 393.872 Right side of Mainline NH-34 19 394+450 397.195 Rupahar More Both sides of Mainline NH-34 Proposal for Truck Layby As per the recommendations made by Ministry of Road Transport & Highways (MORTH), truck laybys need to be provided at cluster of wayside amenities. In view of providing truck laybys, the Consultant identified locations along the project road where sufficient parking was observed. However, due to problem of land acquisition, numbers of such facilities have been restricted to six locations. Lay byes shall be provided on both sides of the project road tentatively at following proposed chainages shown in the Table 2.13. d ( B10\ DETAILED PROJECT REPORT ROADS & HIGHWAYS Page 19 of 22 Consultancy Services for Feasibility Study and Detailed Project Project : Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 -04 Document : 2006115/RH/DPRIEIA/REP ro✓ ect •escription Table 2.13: Proposed Truck lay by Locations Existing Chainage SI. Proposed Location No. Chainage (Km) (Km) 1 298+525 300.590 Both sides on Mainline NH-34 Both sides on Mainline NH-34 2 303+365 305.410 3 318+125 319.815 Both sides on Mainline NH-34 NH -34 4 356+325 359.740 Both sides on Mainline 367+200 370.565 Both sides on Mainline NH-34 5 _ 6 385+575 388.530 Both sides on Mainline NH-34 Proposal for Wayside Amenities Along the project road there are petrol pumps, dhabas, eating places and weigh bridges at regular intervals. At some of these locations parking space is available for trucks however such parking is disorganized in nature and causes hindrance to traffic flow. Also a notable fact is that most of these facilities are located within the ROW of NH-34 and will have to be removed for widening of the NH-34. Even where the facilities are available they need to be reorganized to provide safe and hygienic services to the users. At this stage the Consultant propose two such wayside amenities complex that shall be constructed at the proposed chainage at km 297+025 to 297+250 on the right hand side & at km 358+675 to 358+900 on the left hand side. As per MoRT&H Guidelines, the above mentioned chainages are justified as below: • The locations of two Wayside Amenities are at a distance of 60 km alternating on either side of the project highway. • The first location is near to the tourist place i.e. Gour and this land is already available with NHAI. • The second location is near to the tourist place i.e. Adina. This land is a private land, but it has been acquired partly for development of project highway. At a distance of 50 km of first location is near about Gajol and local settlement is there. So, the second location of Wayside Amenity is approx. 60 km away from the first. Miscellaneous provisions for traffic guidance and safety A high-speed facility is basically aimed at providing safe efficient and economic movement to motorised through traffic with comfort and pleasing environment during the journey. To achieve these objectives in practice, it is essential to make certain miscellaneous provisions for traffic guidance and safety. Analysis of accidents during the last 3 years has shown that there are no critical stretches with respect to accident severity, where ASI exceeds the accident threshold. Repetition of accident at certain locations could be attributed to factors like ribbon development and uncontrolled / ROADS & HIGHWAYS DETAILED PROJECT REPORT Page 20 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP -04 rofect Description access along with poor illumination on the stretch. The proposed Bypasses shall reduce the accident rate. The proposal for underpasses, service roads and improved intersection designs separate local slow traffic to come in direct conflict with through corridor traffic and thereby reduce occurrence of accidents. The Consultants propose to rectify any geometric and engineering deficiency existing along the critical stretches during the Detailed Engineering Design. The safety measures and devices as proposed by the Consultants along the highway are described below: • Traffic Guidance, Regulation, Control and Safety Measures • Lighting • Metal Beam Crash Barrier Traffic Guidance, Regulation, Control and Safety Measures For notification of road features and also for safety and guidance of the road users, the project road will be provided with all the necessary traffic control and safety devices. These include: • Traffic Signs • Road Markings • Road Delineators • Roadside/Median Barrier • Pedestrian Guard Railing Lighting Adequate lighting will be provided for Toll-Plaza location, truck lay-by, bus bays (i) and Wayside amenities for ensuring safety and efficiency of traffic operations, especially during night and inclement weather. Lighting will also be provided in the Administrative and Maintenance base camp area. High Mast Lighting supplemented by standard pole mounted ones will be (ii) provided at the Toll-Plaza location Street lighting will also be provided for highway alignment passing through (iii) potentially hazardous locations such as urban area, junctions, and underpasses. Metal Beam Crash Barrier provided on both edges of the road where road Metal beam crash barrier shall be - height is equal to or exceeds 3 m and on outer edges of sharp curves. Suitable reflectors have been proposed to be fixed on the beam @ 3 m centre-to-centre for proper delineation of the barrier line. The metal beam crash barrier sections shall start and finish with a parabolic flare away from the carriageway. cn 11 * 1 \ -' ' '' ;•- 1 6 1 ■ ,.•‘. . . ROADS & HIGHWAYS DETAILED PROJECT REPORT for Feasibility Study and Detailed Project Page 21 of 22 Project : Consultancy Services of Farakka-Raiganj (Km. 295 to Km. 398) Report for 416 Laving Revision: RO Section of NH-34 Document : 20061151RH/DPR/E 1 A/REP -04 Project escription Toll Collection System General Based on issues covered in the Final Feasibility Study Report submitted in July 2007 and subsequent discussions with NHAI two Toll plazas have been proposed for the project. The toll plazas shall operate as an open system with semi-automatic toll collection operation. Location and Layout of Toll Plaza The toll plaza shall be located at the following proposed chainages: 1) km 297+550 to km 298+150 on Mainline NH-34. 2) km 351+125 to km 351+725 on Mainline NH-34. The Toll Plaza shall be 16 lane facility with 14 nos. 3.2 m wide lanes and 2 nos. (in the outer side) 4.5 m wide lane (for extra wide vehicles) with 1.8 m wide divisional islands for placing toll booths and separating toll lanes be constructed. The location of Malda town is about km 324+400 (existing chainage km 324.0). As per new toll policy, both of the toll plazas are located more than a distance of 10 km from the municipal town, i.e. Malda town. The distance between two consecutive toll plazas is 53.5 km which is less than 60 km. As per new toll policy, this distance should be more than 60 km. But, due to the following reasons the locations of toll plaza are fixed above mentioned Chainage. • The first location of toll plaza is near about 3 km away from the northern side of Farakka Barrage. It can not be shifted further north due to the dense urban settlement such as NTPC township more, Kaliachak , Sujapur, Sustani, Malda, Adina etc. The second location of toll plaza is near about 1 km ahead from the southern side of Gajol more (existing chainage km 353.0). The major part of the traffic originates from important urban settlement such as Kaliachak, Sujapur, Malda town and goes through the Gajol-Hilly section and vice-versa. To prevent the traffic leakage the second toll plaza can not be shifted towards the northern side of Gajol more. Landscaping and Arboriculture man made (i) The aim of landscaping loll be conservation of existing natural or features e.g. ponds, historical buildings and scenic vistas along the highway. (ii) Landscaping will address the issue of drainage to ensure minimum disturbance to the natural drainage and at the same time ensure protection of natural surfaces from erosion DETAILED PROJECT REPORT ROADS & Page 22 of 22 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 20061151RH/DPRJEIA/REP -04 ro ect escri • tion Proper landscaping will be provided for highway Alignment, Toll-Plaza and (iii) Wayside Amenities to fit-in with surroundings for pleasing appearance, reducing d adverse environmental effects such as air pollution, noise headlight glare an pollution and visual intrusion. Landscaping will include stabilization of embankment by pitching and/or turfing/ (iv) s pe r plantation. The treatment of embankment slopes along the highway will be a Plant in g recommendations of IRC: 56 — 1974, depending upon soil type involved. of shrubs, hedges and trees on medians and sides for highways of reducing glare effect, reducing visual intrusion, noise pollution and air pollution. Trees, their spacing and arrangement in different situations will be as per IRC: 21 (v) — 1979 and IRC: SP: 66 — 1976. ROADS & HIGHWAYS DETAILED PROJECT REPORT CHAPTER 3 DESCRIPTION OF ENVIRONMENT Project: Consultancy Services for Feasibility Study and Detailed Project Page 1 of 25 Report for 4/6 Laning of Farakka-Raiganj (km 295 to kin 398) Revision: RO _. Section of NH-34 Document : 2006115/RH/DPR/E 1 A/REP -04 De.scliption of Environment CHAPTER - 3 DESCRIPTION OF ENVIRONMENT 3.0 Introduction The study corridor covers 10km on both sides of the project corridor all along the alignment. Description of Environmental Covered Parameteres includes physical environment, biological environment and socio economic environment. Assessment has been carried out from two perspectives, regional and local. The regional study area has been defined as a corridor of 10 km on either side of the proposed project road, while the local setting pertain to the environmental features within and adjacent to the ROW. The regional setting is determined by physiography, geology and seismicity, geohydrology, soil and agriculture, climate and meteorology, landuse, flora and fauna and socio economic. The relevant information related to regional environmental settings has been collated and compiled from published literature mainly from Government Sources. On the other hand, local environmental setting pertain to soil, air, water quality, noise level, structure, utility services and road side plantation and relevant information related to the features has been obtained through primary data collection. Initial Reconnaissance Survey was undertaken to identify the critical area and issues following which a detailed field survey was carried out to generate the required primary and to collect the relevant secondary data. The entire environmental study has been carried out within existing policy, legal and administrative framework considering the applicable environmental legislation, regulations and guidelines. 3.1 Physical Environment 3.1.1 Physiography The physiography of the region is that of a typical alluvial plain with gentle ups and downs. The terrain is essentially composed of soft rocks and river-borne sediments deposited under fluviatile environment. The area is sloping towards the south with undulating area on the north east. The river Mahananda divides the Maldah district into two regions — the eastern region, consisting mainly of old alluvial and relatively unfertile soil is commonly known as `Barind'. The western region is further subdivided by the river Kalindi into two areas, the northern area is known as `Tar- it is low lying and vulnerable to inundation during rainy season while the southern area consists of very fertile land commonly known as Diara' and is thickly populated. The river Ganga flows along the south-western boundary of the Malda district. Other important rivers are Pagla and Bhagirathi. DETAILED PROJECT REPORT ROADS & HIGHWAYS Project: Consultancy Services for Feasibility Study and Detailed Project Page 2 of 25 Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment 3.1.2 Geology ■ir The general appearance of the country is flat, sloping gently southwards, as is shown by the trend of the rivers Mathabhanga to Pagla. The terrain has been formed by the river borne deposits underlain by lithified soft Quaternary Formation comprising sand, silt and clay. No hard rock formation is expected in and around the project site. The Barind area falls in the central part of North Bengal and covers an area of about 7680 sq km. Barind area is subdivided into two broad units i) Barind clay and sand formation ii) Rohonpur silty clay. Presently Barind Formation has evolved away and the dissected surface has been filled up with the recent sediments. In the Barind, middle and lower Members are overlain by Holocene deposits but the Holocene infilling was not so high and that's why, the Barind tract apparently is seen to be elevated compared to the surrounding flood plain. This apparent elevation of the flat surface of the Barind is an erosional feature and does not indicate a tectonic event. The project corridor falls under seismic zone IV of the BIS codal provision. 3.1.3 Hydrology The river borne deposits underlain by lithified soft Quaternary Formation comprising sand, silt and clay with fine texture have formed the terrain. Various river channels intersect the proposed project corridor. The rivers bring in a lot of sediment during heavy rain in the monsoon period. Some of the important rivers flowing within the study area are the river Bhagirathi, Mahananda, Pagla, which are mostly perennial in nature. Due to the presence of clay bed of varying thickness in sub-soil regime, loss of water through percolation is negligible. Generally all the rivers originate from snow clad mountains and have formed wide and shallow beds after entering the plains. There are numerous canals and tanks located along the project road which are ultimately the major sources of water recharge of underground aquifer and also control the surface water hydrology. Fresh water aquifers in the region occur in the depth range of 30-200 m bgl. The fresh water aquifers are made up of several individual aquifers of variable thicknesses and are separated by clay layers. The ground water occurs under confined condition. Ground water is used for domestic purposes. The use of surface water in the study area is based on the network of canal system criss-crossing the area at various parts. The canals serve as important drainage ways for surface run off and also provide facilities for local fishing and irrigation. In addition, there are a large number of tanks and ponds which also contribute as significant source of surface water in the study area. Existing information reveals that the tanks/ ponds constitute the main source of surface water followed by well/ tube wells and canals. The industries (small scale) as also local inhabitants depend to a large extent on the surface water for industrial, irrigation and domestiC usage. Available information indicates that the ground water from the shallow aquifer are poor in quality and could not be put to any use. However, the ground water occurring at a greater depth is of good quality and fit for human consumption. 3.1.4 Soil & Agriculture The soils in the project corridor have been formed from the alluvium deposited by Ganga and its tributaries and sub tributaries. The color of the soil varies from light brown to dark ETAILED PROJECT REPORT ROADS & HIGHWAYS En 0 0 lity a il Qu So - SQ Page 3 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 20061151RH/DPR1ElA/REP -04 Description of Environment mixture of grey. The soil is mainly soft, but at some places it is very stiff because of the morphological, clay and fine grain sand. These soils are greatly variable in their physical and chemical properties depending upon the geomorphic situations, moisture regime and degree of profile development. The agricultural properties and fertility status of the soil of this region are good and the soil supports the growth of various kinds of agricultural products. Major crops in the region are cereal (rice), wheat, dal, oilseeds (mustard), vegetables and fruits (Mango, Banana Pineapple, Jack Fruit, Guava, Lichi, Coconut and Sugar Cane, Jute {cash crop} (km 300-301). Mulberry Plantation (to feed silk worms), Turmeric cultivation (km 301.450m) and Bamboo plantations are also noticed at some areas along the project road. Frequent inundation of low lying areas causes stagnation of water for certain periods of the year. Besides, flood hazards also affect the normal dry land crop yields. The soils of this sub-region have high nutrient content and mineral resource with a high potential for a large variety of agricultural and horticultural crops. As part of the environmental data generation and for establishing the baseline condition for impact assessment, four (4) representative sampling locations/stations spread along the study corridor have been selected for monitoring and studying soil characteristics. The details of the locations of sampling points are listed in Table 3.1 and are shown in Figure 3.1. The sampling stations (Fig: 3.1) have been located based on vegetable cover, land use and distribution of various type of soil, which would give an overall idea of the physico-chemical characteristics of soil within the study corridor. Table 3.1: Location of Soil Quality Monitoring Stations Approximate Si. distance from Code Location Chainage Type of Land No. project road (m) Left Right 311 Mango 1. SQ-1 Danga 50 _ Orchard River 2. SQ-2 Sahapara 329.5 (Near Mahananda - 50 Sediment River) 3. SQ-3 Ahora-Gazole 363 - 50 Agriculture Agriculture 4. SQ-4 itahar 385.2 - 50 Physico-Chemical Characteristics The results of physico-chemical analysis of the soil are presented in Table 3.2 In general, the soli is light brown in colour. The soil type is mainly alluvial of recent origin. though they show wide variations in drainage and texture with minimum and maximum pH value of 4.59 to 7.67 respectively. Electrical conductivity of soil samples varies from 138.5 iLrnho/cm to 229.2 ji.rnhoicm. The bulk density of the soil samples ranges from 1.39 to 1.52 gm/cm`. Organic carbon concentrations of the soil samples DETAILED PROJECT REPCPT Page 4 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Revision: RO Report for 4/6 Laving of Farakka-Raiganj (km 295 to km 398) Section of NH-34 : 20061151RH/DPR/EIA/REP-04 Ed Document Description of Environment are moderate. Moisture content of the soil is ranging between 17.37%-43A6%. Pb concentration varies from 8.2 to 22.5 mg/kg. The NPK content of the soils are moderate. Table 3.2: Physico-Chemical Characteristics of soil Locations SQ -3 SQ-4 Parameters SQ SQ - 2 Brown Brown Grey Grey Color Loam Loam Texture Bulk density, (gm/cm 3 Moisture (%) Water Holding Capacity (%) pH Electrical Conductivity, limbos Organic Carbon (%) Available Nitrogen (mg/kg) Available Phosphorus (Mg/kg) Available Potassium (Mg/kg) Calcium (meq/100gm) Magnesium (meq/100gm) Sodium(meq/ 100gm) Potassium(meq/ 100gm) Total Bases (meq/100gm) Iron (as Fe), % 13.7 63.4 25.3 18.9 Chromium(as Cr),mglkg 0.10 0 . 89 Cadmium(as Cd), mg/kg 0.3 3.1.5 Climate & Meteorology with The climate of the area can be best described as hot during summer season cold plentiful rains during the monsoon and moisture in the air throughout the The of February. The season starts about the middle of November and continues till the endstarts June with period from March to May is the summer season. The rainy season in west monsoons and continues till the middle of September. the coming of south - Mean October and the first half of November constitutes the post monsoon season.erature in C and mean minimum tempm June to maximum temperature in summer is around 35 ° C. The maximum precipitation occurs during the period fro winter is around 7 ° September. The normal rainfall is 1400mm per annum. Meteorological data ROADS & HIGHWAYS 14d DETAILED PROJECT REPORT Project: Consultancy Services for Feasibility Study and Detailed Project Page 5 of 25 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR1EIAIREP -04 ilescription of Environment (temperature, relative humidity, rainfall, wind speed and direction) have been collected from the Regional Meteorological Centre of IMD at Alipore, Kolkata for the nearest meteorological observatory located at Malda. The data have been collected for March 2005 to February 2006. Temperature The maximum temperature during summer and minimum temperature during winter as recorded are 42.3 ° C during June and 5.1 °C during January respectively. Monthly variation in temperature is presented in Table 3.3 and is depicted in Figure 3.2. Table 3.3: Monthly Variation in Temperature ( ° C) Mean Month Maximum Minimum Range Maximum _ Minimum Jan-06 26.6 5.1 21.5 23.5 12.1 Feb-06 36.8 15.3 21.5 30.33 18.7 Mar-05. 36.5 18.2 18.3 32.45 21.38 Apr-05 37.5 19A 18.1 35 23.99 May-05 39.8 19.5 20.3 34.4 24.72 Jun-05 42.3 23.6 18.7 35.74 26.87 Jul-05 34.9 22.7 12.2 32.45 26.31 Aug-05 36.6 25.8 10.8 33.25 27.71 Sep-05 36.6 25 11.6 33.89 27.11 Oct-05 33.4 20.5 12.9 29.53 23.92 Nov-05 30.6 14.7 15.9 27.62 18.23 Dec-05 27.9 12.5 15.4 25.92 14.57 Source: (IMD, Alipore, Kolkata) Relative Humidity The monthly average variation in relative humidity at morning (0830 hours) and evening (1730 hours) are presented in Table 3.4 and are shown in Figure 3.3. It shows that the mornings and the evenings are relatively humid in all seasons compared to the respective daytime situation. The maximum and minimum relative humidity are observed during July (85.68% at 8.30 1ST and 81.35% at 17.30 1ST) and March (70.97% at 8.30 1ST and 54.5% at 17.30 1ST), respectively. Table 3.4: Monthly Average Variation in Relative Humidity ( %) Month 17.30 hours 08.30 hours Range Jan-06 66.55 81.45 14.9 Feb-06 57.71 77.82 20.11 Mar-05 54.5 70.97 16.47 72.1 153 Apr-05 56.4 4 May-05 64.26 75.39 11.13 •••• DETA;LED PROJECT REPORT ROADS & HIGHWAYS I Page 6 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 2006115/RH1DPR/EIA/REP-04 Description of Environment Range Month 17.30 hours 08.30 hours 76.67 11.4 Jun-05 65.27 85.68 4.33 Jul-05 81.35 83.37 3.18 Aug-05 80.19 79.13 3.3 Sep-05 75.83 83.45 2.1 Oct-05 81.35 78.93 7.43 Nov-05 71.5 73.1 6.78 Dec-05 66.32 Source: (IMD, Alipore, Kolkata) Rainfall The area experiences high rainfall during the period of July to October. The total annual rainfall during that period is around 1389.7 mm. Monthly total rainfall is presented in Table 3.5 and is depicted in Figure 3.4. Table 3.5: Monthly Total Rainfall Rainfall in Total Seasonal Rainfall Variation Month mm Jan-06 0.0 - 138.1 mm Feb-06 0.0 Pre-monsoon (March to May) Monsoon (Wet Season - June to Sept) - 1096.9 mm Mar-05 35.4 - 154.7 mm Post Monsoon (Oct to Nov) Apr-05 16.5 mm Winter (Dec to Feb) - 0 May-05 86.2 Jun-05 76.5 Total - 1389.7 mm Jul-05 652.7 Aug-05 246.5 Sep-05 121.2 Oct-05 154.7 Nov-05 0.0 Dec-05 0.0 Total 1389.7 Source: (IMD, Alipore, Kolkata) Wind Speed and Wind Direction It is found that during the study period, the dominant wind direction is S and next dominant wind direction is NW. The average wind speed is 1.70km/hr at 17.30 1ST and 2.32 km/hrs at 8.30 1ST. The monthly variation in wind speed and wind direction are presented in Table 3.6 ROADS & HIGHWAYS DETAILED PROJECT REPORT Monthly Variation in Temperature 45 - 40 - ...... ..._4.. p. • ••' 35 - 30 & 4. • - o 25 - ....• [-..-..-.•••.. rtfaximurn 1 •,•-...... •. • . '5 N .... % - • - Minimumi 11% 20 ile E , .... •- • N )! ...... - ' s . ...„, I 10 - 5 0 Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Mg Month Figure:3.2 Monthly Variation in Relative Humidity 90 80 S. 70 - / S. 60 S. ■••... •••••• 50 - - - 17.30 hours —at-- 08.30 hours m 40 T. 30 20 10 t 0 Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun --Jul Month Figure:3.3 Monthly Rainfall 700 .0 600 .0 500.0 E 400.0 ISI Rainfall ( mm) cc 300.0 200.0 100.0 0.0 Nov Dec Jan Feb Mar Apr May Jun Jul Sep Oct Month Seasonal rainfall 1200 1000 800 0 Prernonsoon (March to May) - ['Monsoon (Mt Season - June to Sept) - 4'1 600 0 Post Monsoon (Oct to Nov) - GIN/inter (Dec to Feb) - 400 200 0 Premonsoon (March to May) Post Monsoon (Oct to Nov) Monsoon (Wet Season - June to Sept) Winter (Dec to Feb) Season Figure: 3.4 a 1_- Project: Consultancy Services for Feasibility Study and Detailed Project Page 7 of 25 - Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) - Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment ID 7gr Table 3.6: Monthly Variation in Wind Speed & Wind Direction Wind Speed in Kmph Wind Direction Month 17.30 his 08.30 hrs 17.30 hrs 08.30 hrs Jan-06 0.77 1.1 NW NNW Feb-06 1 1.36 NW NNW Mar-05 2.13 2.71 NW SW Apr-05 1.7 2.9 S S May-05 3.1 3.35 ENE j Jun-05 • 3.67 3.27 ENE S/ENE Jul-05 2.45 2.97 E S Aug-05 1.48 2.26 SE S V Sep-05 2.2 2.33 SE S • Oct-05 1.13 2.13 NW/NNW NNW Nov-05 0.33 1.53 NW NNW 3 Dec-05 0.39 1.94 NW NNW Source : (IMD, Alipore, Kolkata) A summarized Meteorological Observations are presented in Table 3.7. Table 3.7: Summarized Meteorological Observations Parameters Results Maximum Temperature ( °C ) 42.3 Minimum Temperature ( °C ) 5.1 Maximum Humidity (%) 85.68 Minimum Humidity (%) 54.5 Total Rainfall (mm) 1389.7 ""N Dominant Wind Direction S Next Dominant Wind Direction NW Maximum Wind Speed (km/hr) 3.67 Source: (IMD, Alipore, Kolkata) ID 3.1.6 Air Quality At present the source of air• pollution is the. vehicle plying on the existing road, small scale industries and domestic fuel burning. Road side small factory and brick field are also present. It is expected that, during construction period, the air quality may be deteriorated due to increase in pollutant in the ambient air. ID The main objective of the ambient air quality monitoring is to assess the existing air cuality status in and around the project area. ) ID DETAILED PFWJECT REPORT ROADS & HIGHWAYS 1._ - Project: Consultancy Services for Feasibility Study and Detailed Project Page 8 of 25 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document : 20061151RH/DPR/EIA/REP-04 Description of Environment To establish the baseline air quality scenario five (5) representative ambient air quality- monitoring stations have been selected within the study corridor covering all land use categories as per the CPCB guidelines(vide Fig: 3.5). Air quality monitoring were continued for 24 hours on each monitoring date as per CPCB stipulation. Frequency of monitoring were twice a week spread over a span of one season (April — May). Monitoring was carried out for Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM), Carbon monoxide (CO), Sulpher dioxide (SO 2) and Oxides of Nitrogen. Locations of the stations were determined on the basis of prevailing meteorological conditions and anticipated pollution loads. Logistic considerations such as accessibility, security and availability of reliable power supply etc. were examined while finalizing the locations of such stations. Details of locations of the ambient air quality monitoring stations are listed in Table 3.8. BIS guidelines IS:5182 (Part-14) 1995 were followed during selection of monitoring station. Table 3.8: Locations of Ambient Air Quality Monitoring Stations Approximate distance SI. Category of Code Location Chainage from project road (m) No. Area Left Right 1. AAQ-1 NTPC Pubaran 297 Residential 50 - Township 2. AAQ-2 Gabgachi, 325 Commercial - 10 Bidhannagar 3. AAQ-3 Narayanpur 335 - 30 Industrial 4. AAQ-4 Gazole 353 Residential 20 - cum commercial 5. AAQ-5 Itahar 384 Residential 30 - cum commercial For collection of air samples, High Volume Samplers (HVS) were installed at the monitoring stations about 3.5 to 4 m above the ground level to avoid possibilities of ground level anomalies to creep into the observed readings. The results of these samples were taken to represent the air quality status on that particular day. The special parameters were monitored by installation of additional gadgets and attachments fitted with HVS and analysed accordingly. Results and Discussion The monitoring results of air quality monitoring are presented in Table 3.9. The Ambient Air Quality Standards are given in Table 3.10. DETAILED PROJECT REPORT ROADS & HIGHW "AY'S 41 z , . AQ - Air Quality z Figure 3. 5 : Air Qua lity Mon itoring Sta tions 1 Project: Consultancy Services for Feasibility Study and Detailed Project Page 9 of 25 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPRJEIA/REP -04 Description of Environment Table 3.9: Air Quality Monitoring Results RPM SO2 CO Station SPM NOx Name Max. Min. Mean Max. Min. Mean Max. Min. Mean Max. Min. Mean Max. Min. Mean AAQ-1 260 229 244.37 128 104 112.875 7.6 6.4 7.01 39.5 36.1 38.047 1371 964 1198.5 AAQ-2 210 179 193.25 108 71 83.5 6.4 5.1 5.97 38.8 31.5 35.54 1086 981 1044.75 AAQ-3 210 173 191.25 87 68 79.63 7.6 5.2 6.35 38.5 31.6 35.75 1093 976 1023.13 AAQ-4 203 173 188.25 85 71 78.75 7.2 5.7 6.34 36.6 27.1 32.04 1195 983 1038.50 AAQ-5 172 148 161.63 76 60 68.75 7.1 5.7 6.00 36.9 28.3 33.53 1102 1045 1064.00 All data are expressed in µg/m3 Detection limit for Pb=0.005 pglm3 The SPM concentration in the project area is marginally higher than the prescribed limit with the values ranging between 260 µg/m 3 to 148 j.i.g/m 3 during the monitoring period (Refer Figure 3.6). The overall arithmetic mean of SPM of all 5 air quality stations are ranged between 161.63 to 244.37 fig/m 3 . The RPM concentrations are in the range of 128 µg/m 3 to 60 mg/m 3 (Refer Figure 3.6). The values were within the standard limits during the monitoring period. The SO2 and NO concentrations, ranging between 7.6 to 5.1 jig/m 3 and 39.5 to 27.1 pg/m 3 respectively (Refer Figure 3.7), are well within the standard limits. The overall arithmetic mean of SO 2 and NO vary from 5.97 to 7.01 jig/m 3 and 32 to 38.04 µg /m 3. respectively. CO concentrations range between 964 and 1371 jig/m 3 . Table - 3.10 National Ambient Air Quality Standards as per Environment (Protection) Rules, 1986] Pollutant Time Concentration (ug/m 3) in Ambient Air 1 Weighted Industrial Residential, Sensitive Average Area Rural and Area __ Other Areas --i Sulphur Dioxide (SO2; Annual* 80 60 15 24 Hours** 120 1 80 30 ______Oxides of Nitrogen (as NO.) Annual" • 80 60 15 24 Hours** . 120 80 30 -1- '7Suspended Particulate Matter (SPM) Annual* 360 140 70 ._,..\ 124 Hours** 500 j 200 100 DE TAIL OJECT REPORT ROADS & HIGHWAYS Page 10 of 25 Project Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPRIEINREP -04 Description of Environment (µg/m 3 ) in Ambient Air Time Concentration rollutaid: Residential, Sensitive Weighted Industrial Rural and Area Average Area Other Areas 50 120 60 Particulate Matter (size Annual* Respirable 100 75 24 Hours** 150 than 10 pm) (RPM) less 0.75 0.50 Annual* 1.00 Lead (Pb) 1.00 0.75 24 Hours** 1.50 100 100 Annual* 100 Ammonia 400 400 24 Hours' 400 2000 1000 8 Hours** 5000 Carbon Monoxide (CO) in mg/m nnnn 4000 2000 OUI *Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24-hourly at uniform interval, 24-hourly/8-hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceed but not on two consecutive days. 3.1.7 Noise Level The project alignment passes mainly through urban and semi urban areas. Outdoor noise sources are mainly from vehicles plying on the existing road. In order to assess the noise impacts due to the proposed widening project and surrounding area baseline noise level was monitored. To determine existing noise level, field monitoring was carried out covering sensitive receptors along the existing alignment of the road with integrating sound level meter as per IS: 3029-1980. A total of twelve (12) representative 3.11, mostly close to the project road as indicated in Table locations (vide Fig: 3.8) for covering commercial, residential, sensitive and silent areas have bene selected , monitoring was measuring the present status of ambient noise level. At each location carried out once during the study period. Table 3.11: Locations of Ambient Noise Level Monitoring Stations Approximate distance Category of SI. Monitoring from project road (m) Code Chainage Area No. Locations Left Right 297 NTPC Pubaron 10 Residential NO-1 Township Commercial NQ-2 Kaliachawk 307 Dariapur Baisi 5 Silence NQ-3 309 High School Commercial & 5 NQ-4 Jalalpur 313 Residential Commercial & 10 NQ-5 Sujapur 315 Residential Sujapur Health 50 Silence NQ-6 315 Centre 10 Industrial NO-7 Narayanpur 335 ROADS & HIGHWAYS SPM Level 300 250 200' ❑ SPM Mean! E 150 03 as 100 ca 50 iii: 1 11 11. AAQ-5 AAQ-1 AAQ 2 AAQ-3 AAQ-4 Monitoring Stations RPM Level 121 10 80 RPM Mean. 60 0 1:1)* a. a. 40 20 -5 AAQ-1 AAQ-2 AAQ 3 AAQ-4 AAQ Monitoring Stations Note:- AAQ1: NTPC Pubaran Township AAQ2: Gabgachi, Bidhannagar AAQ3: Narayanpur itting AAQ4: Gazole c AAQ5: Itahar cy° Figure: 3.6 NOx Level 100 80 ID 60 10 NOx Mean O z 40 20 0 AAQ-4 AAQ 5 AAQ 1 AAQ-2 AAQ 3 Monitoring Stations SO2 Level 10 B E -en 6 i71 10 SO 2 Meaj O 4 2 :44 0 AA0 4 AAQ-5 AAQ-1 AAQ - 2 AAQ-3 Monitoring Stations Note:- AAQ1: NTPC Pubaran Township AAQ2: Gabgachi, Bidhannagar AAQ3: Narayanpur AAQ4: Gazole AAQ5: Itahar Figure: 3.7 ions t Sta ing itor l Mon l ve Leve Le ise ise No No NQ : 3. 8 re u Fig V Page 11 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Rafganj (km 295 to km 398) Revision: RO 3 Section of NH-34 Document : 2006115/RH/DPR/EIA/REP -04 3 Description of Environment 3 3 Approximate distance of SI. Monitoring Category 3 Code Chainage from project road (m) Locations Area No. Left Right 8. NQ-8 Gazole 353 15 - Silence St. Viyani 3 9. NQ-9 371 - 20 Silence Church 3 Itahar Hospital 10. NQ-10 384 10 - Silence 3 More 3 Kukrakunda 11. NQ-11 390 30 - Silence Primary School 3 Rupahar 3 12 NQ-12 398 30 - Silence Primary School 3 Digital Sound Level Meters were used for monitoring sound levels Results and Discussions 3 3 The details of the noise monitoring results are given in Table 3.12(a) and Noise Quality Standards are given in Table 3.12(b) 3 Table 3.12 (a) : Ambient Noise Level Location No. Day time [dB (A)] Night time [dB (A)] a Leq L max. L min. Leq L max. L min. NQ -1 68.0 78.7 57.9 64.8 75.3 55.4 NQ - 2 70.8 76.8 62.6 54.8 60.3 49.9 NQ - 3 73.0 79.9 63.6 54.7 60.6 49.0 NQ - 4 63.1 72.5 54.2 60.2 68.6 52.2 NQ - 5 55.8 64.2 47.3 50.8 57.7 44.7 NQ - 6 71.3 82.8 60.1 62.5 72.0 53.0 NQ - 7 71.3 77.8 63.5 52.8 57.9 47.8 NQ - 8 70.4 76.3 63.9 52.9 59.5 47.2 NQ - 9 63.9 75.3 54.4 61.9 71.4 52.6 NQ - 10 53.0 60.8 45.6 53.2 62.1 44.3 110 NO - 11 64.7 75.6 55.0 58.9 68.2 52.0 NQ - 12 67.1 76.0 58.5 56.8 63.0 50.1 Note: 3 Pressure Level (SPL) Lmax. - Maximum Sound 3 Lrnrn - Minimum Sound Pressure Level (CPL) Leq(Day)- Equivalent continuous noise level at .Day (6 a.m. to 10 p.m.) Leq(Night)- Equivalent continuous noise !evet at Night (1 3 ROADS 4 HIGHWAYS DETAILED PROJECT REPORT Page 12 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 1-= Document : 2006115/RH/DPRIEIA/REP-04 Descript on of Environment 3.12(a) that at the proposed project site the It is apparent from the above Table maximum and minimum values of noise level for both day and night time ranges from Comparison of noise level 45.6 to 82.8 and 44.3 to 75.3 respectively (Refer Figure 3.9). results with limits prescribed under Gazette (as per Noise Pollution Regulation and show that the noise level at all the sites are Control Rules, 2000) Table 3.12(b) marginally higher than the prescribed limits. Table 3.12 (b): Noise Quality Standards (As per Noise Pollution Regulation & Control Rules, 2000) Limits in dB(A) L eg Area Category of Area Time Code Day Time Night 75 70 (A) Industrial Area 65 55 (B) Commercial Area 55 45 (C) Residential Area 40 (D) Silence Zone 50 Note : i) Day time is from 6.00 am to 10.00 pm ii) Night time is from 10.00 pm to 6.00 am 3.1.8 Water Quality to assess the water quality of the study area, water samples were collected In order during the pre monsoon season and analysis carried out as per the procedure of BS 2488 and APHA guidelines For generating data on surface as well as ground water quality parameters and drawing up the baseline scenario in the study corridor, four nos. representative surface water and four nos. representative ground water quality monitoring stations (designated as SW-1 to SW-4 and GW-1 to GW-4) have been selected. Keeping in view the importance of ground water to the local population, open wells and hand-operated tube wells (hand pumps) in the study corridor were identified for the monitoring and assessment of ground water quality. The selection has been based on the existing EIA and brief guidelines specified by CPCB, The sample locations (vide Fig: 3.10) description of the water quality monitoring stations are presented in Table 3.13. Table 3.13: Locations of Water Quality Monitoring Stations Approxim ate distance Type of SI. from proje ct road (m) Sample Code Location Chainage No. Left Right River water SW-1 Pagla River 304.2 15 30 Pond water 2. SW-2 Saitandighi 320 Mahanadi 50 River water SW-3 329.5 River Itahar Pond 20 Pond water SW-4 384 water ROADS & HIGHWAYS DETAILED PROJECT REPORT Day time Noise Level 80 70 IN 60 A) IN IN db( 50 IN IN ime[ IN t 40 113Day time Leql Day in 30 Leg 1••• 1••• 1••• 1••• 20 ••• 1••• 1••• ••• 10 0 NO — 1 NQ Ni 3 NO — 4 NO — 5 NO — 6 NQ — 7 NQ — 8 NQ — 9 NO— 0 NQ— 1 NO - 12 Monitoring Stations Night time Noise Level 70 60 • 111 DIMS M•MI .1••• A)] .1• 50 =••1 IM1=1 db( 11-• MI= [ =• •••• •••• 111•1• IMMO time 40 .•1•• MN. ht 1•1 ■• .=1•1 O Night time Leci MI=1 .=1• Nig NMI 30 .=41 11N•11 in HMS .111. MOM Leq MOO .N••••1•• 20 11••• VMS IN= II•I• : .1 10 • fin. 111•1• MM. .1.11• MEM M•• MI= IONI• - - - NO 1 NO 2 NO 3 NO - 4 NQ - 5 NQ - 6 NQ - 7 NQ -8 NO - 9 NQ - 10 NO - 1 NQ 12 Monitoring Stations Note:- NQ1: NTPC Pubaron Township NQ7: Narayanpur NQ2: Kaliachawk NQB: Gazole NQ3; Dariapur Baisi High School NQ9: St. Viyani Church NQ4; Jalalpur NQ10; Itahar Hospital More NQ5: Sujapur NQ11; Kukrakunda Primary School NQ6; Sujapur Health Centre NQ12: Rupahar Primary School Figure: 3.9 Figure 3.10 : Water Quality Mon itoring Sta tions - Page 13 of 25 ___. Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO - Section of NH-34 Document : 2006115/RH/DPR/EIA/REPO 4 Description of Environment Approximate distance Type of SI. road (m) Sample Code Location Chainage from project No. Left Right Tubewell 10 - 5. GW-1 Jalalpur 313.1 water Dugwell water 6. GW-2 Adina 347.5 50 - Tubewell - 20 7. GW-3 Gazol 353 water Tubewell 15 - 8. GW-4 Itahar 384 water For all the surface water samples, collection was made from different depths and composite sampling was carried out. Use of appropriate preservatives, containers and storage was done in accordance with the Standard Methods and guidelines. (a) Quality of Ground Water Gruuiid water sample (Tubewell and Dugwell) was analysed as per IS:10500 and the physico-chemical characteristics of the ground water have been presented in the Table 3.14 Table 3.14: Ground Water Quality (TubeWell and DugWell) SI. Parameters Results No Units GW-1 GW- 2 GW- 3 GW- 4 7.10 6.57 1 pH 7.05 7.06 248.9 97.9 2 Total Alkalinity (as CaCO3) mg/1 436.6 314.2 18 19 3 Temperature (C) °C 19 18 <1 3.3 4 Turbidity NTU 103 16 225.7 83.2 5 Total Hardness (as CaCO3) mg/1 415.8 324.7 60.3 15.9 6 Calcium(asCa) mg/1 ' 141.3 125.4 18.3 10.6 7 Magnesium(asMg) mg/1 15.4 2.9 504 417 8 Total Dissolved Solids mg/1 624 476 306 278 9 Conductivity mmho/cm 966 725 <1 <1 D 10 Salinity g/kg <1 <1 17.0 11 Sulphate (as SO4) mg/1 <1 10.8 <1 22.7 12 Chloride (as CI) mg/1 46.2 28.8 10.5 1.77 11.52 13 Nitrate (as NO 3 ) mg/1 0.38 18.61 0.10 Kjeldahl Nitrogen (as mg/1 2.04 0.11 0.06 14 Total 3 N) ------25.9 . 42.0 15 Sodium (as Na) mg/1 39.0 22.9 21.0 16 Potassium (as K) - mg/1 5.6 8.3 0.9 0.59 . 0.27 17 Fluoride (as F) _ mg/1 0.16 0.50 3 <0.01 <0.01 <0.01 <0.01 18 Cyanide (as ON) ,, 1__. i. ROADS & HIGHWAYS DETAILED PROJECT REPORT •• -•• (819 10' Page 14 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment Results SI. Parameters No 19 Silica (as Si02) 22 23 24 25 26 27 28 29 30 <0.0005 <0.0005 mg/1 <0.0005 <0.0005 31 Mercury (as Hg) <1.1 <1.1 (MPN/100m1) 5.1 <1.1 32 Total Coliform Absent Absent (Mr"100—I) Al-mpnt Absent 33 Faecal Coliform Drinking Water- Specification — IS: 10500:1991 and amendment No 1, 1993. of samples should not contain coliform organisms in 100 ml. a) Throughout any year, 95% No sample should contain more than 10 coliform organisms per 100 ml. b) Coliform organisms should not be detected in 100 ml of any two consecutive samples. c) that the pH values range between 6.57 and 7.10 It is observed from the Table 3.14 kanity ranes om 97.9 to 436.6 mg/I, TDS varies which is neutral in nature; total al g fr es from 83.2 to 415.8 mg/I and Iron between 417 and 624 mg/I; total hardness rang content in the water ranges between less than 0.1 and 0.80 mg/I. Among the heavy metals, Arsenic, Cadmium, Chromium, Copper, Nickel and Mercury present in the ground water were below their detectable limit. Total coliforms in ground water samples prsent were observed to be 5.1 MPN/100 ml in / 100 mien three locations. While faecal coliforms are 1 location and less than 1.1 MPN absent in all the four samples. (b) Quality of Surface Water Surface water samples were analysed according to the parameters listed in IS:2296 (Class C). The chemical characteristics of pond and river water have been presented in Table 3.15 4 Table 3.15: Surface Water Quality ai Results Parameters SW-3 SW-4 Units SW-1 SW-21 7.52 7.66 7.48 7.49 pH 6.9 6.7 6.8 6.3 Dissilved Oxygen (as 02) mg/I ROADS & HIGHWAYS DETAILED PROJECT REPORT Project: Consultancy Services for Feasibility Study and Detailed Project Page 15 of 2 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment Parameters Results BOD mg/I 2.1 3.9 2.3 5.2 COD mg/I 9.2 28.1 10.7 46.4 Total Alkalinity (as CaCO 3) mg/I 224.4 155.0 130.6 212.2 CO Temperature ( °C) °C 19 20 20 19 Turbidity NTU 213.8 186.1 91.1 194.0 Total Hardness (as CaCO 3 ) mg/1 <1 14 8.7 64 Total Dissolved Solids mg/I 312 316 216 354 Conductivity mmho/cm 473 478 304 562 Salinity g/kg <1 <1 <1 <1 12 Chloride (as CI) mg/I 13.1 39.2 12.2 31.4 13 Sulphate (as s) mg/I 7.8 16.0 8.5 16.5 14 Sulphide (as S) mg/I <1.0 <1.0 <1.0 <1.0 15 Nitrate (as NO 3) mg/I 0.22 0.31 1.46 <0.2 16 Total Kjeldahl Nitrogen (as mg/I 0.15 1.13 2.08 4.48 N) 17 Sodium (as Na) mg/I 14.6 28.3 20.0 29.3 18 Potassium (as K) mg/1 5.3 5.2 4.0 25.0 19 Fluoride (as F) mg/I 0.16 0.85 0.29 0.12 20 Cyanide (as CN) mg/I <0.01 <0.01 <0.01 <0.01 21 Silica (as Si02) mg/I 12.9 7.1 34.4 6.1 22 Phosphate (as P) mg/I 0.011 0.261 0.272 0.965 23 Phenolic Compound (as mg/I <0.001 <0.001 <0.001 <0.001 C6 H5 OH) 24 Iron (as Fe) mg/I 0.11 0.72 0.49 0.34 25 Oil & Grease mg/1 <5 <5 <5 <5 26 Arsenic (as As) ) mg/1 <0.01 <0.01 <0.01 <0.01 27 Cadmium (as Cd) mg/I <0.005 <0.005 <0.005 <0.005 28 Chromium (as Cr) mg/I <0.02 <0.02 <0.02 <0.02 29 Copper (as Cu) mg/I <0.01 0.018 0.011 0.019 30 Lead (as Pb) mg/1 <0.05 <0.05 <0.05 <0.05 31 Nickel (as Ni) mg/1 <0.02 <0.02 <0.02 <0.02 32 Zinc (as Zn) mg/i 0.016 0.018 0.037 0.061 33 Mercury (as Hg) mg/I <0.0005 <0.0005 <0-0005 <0.0005 z 34 Total Coliform (IMPN1/100 1.1x10 3 2.2x10 3 1.4x10 3 3.5x10 3 ml) 35 Faecal Coilform I (MPN/100 j 11 14 12 17 rill) Water Quality Criteria as per Central Pollution Control Board SI.1-Parameters 1 Class A T; Class B 1 Class C I No. 1 I ff --1-- pH 1_ 6.5 or more 6.5 to 8.5 j 6.0 to 9,0 --, I Dissolved oxygen, mg/I 1 6 or more I 5 or more j 4 or more j L , ET,.41ZED PROJECT REPORT ROADS e.- Page 16 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 20061151RH/DPRIEIA/REP -04 C Description of Environment less 3 or less C oxygen 2 or less 3 or 3 Biochemical Demand, mg/I 5000 or less C 50 or less 500 or less 4 Coliform organisms, MPN / 100m1 e Class A: Drinking water source without conventional treatment but after disinfection. Class B: Outdoor bathing (Organized). Drinking water source after conventional treatment and disinfection. Class C: c is revealed from the surface water quality analysis results that the water quality is It neutral in nature (pH: 7.48-7.66); DO ranges from 6.3 to 6.9 mg/I; BOD varies between C. 2.1 and 5.2 mg/I, COD varies from 9.2 to 46.4 mg/I; total alkalinity ranges from 130.6 to 224.4 mg/I and Iron content ranges between 0.11 and 0.72 mg/I. Oil and grease (O& G) and Phenolic compounds, if present, are below their detectable limit. Among the heavy metals, only Zinc is present in low ranges and others are below their detectable range. 3 MPN/100 ml. All the Total coliforms are present within the range of 1.1x10 3 to 3.5x10 surface water samples content faecal coliform. 3.2 Biological Environment There are trees close to both sides of the existing ROW. To widen the road considerable number of trees are required to be felled. The trees to be felled within the ROW are listed species wise and girth wise for each kilometer. Trees within the proposed ROW will be felled. The number of trees need to be Table felled is about 10700. List of common trees found in the study area is presented in 3.16. Table 3.16: List of Common Trees found in the Study Area Vernacular/Common Name SI. No. Scientific name Babla 1 Acacia arabica Akasmani 2 A auriculiformis Aegele marmelos Bel Albizzia lebbeck Siris Chattim 5 Alstomia scholaris Supari 6 Areca calichu Artocarpus heterophylla Kanthal Borassus flabellifer Tal Cocos nucifera Narkel (Coconut) Eucalypteus sp Eucalyptus Sishu Minjiri Pakur Psidiutn guayava Guwava Bombax malabaricum Simul ROADS & HIGHWAYS DETAILED PROJECT REPORT — Project: Consultancy Services for Feasibility Study and Detailed Project Page 17 of — Report for 416 Laning of Farakka-Raiganj (km 295 to km 3981 — Section of NH-34 Revision: Document : 2006115/RH/DPRJEIA/REP-04 Description of Environment SI. No. Scientific name Vernacular/Common Name 16 Korai 17 Pongamia glabre Karanja 18 Toroi 19 Chakunda 20 Bambusha sp. Bamboo 21 Musa sapientum Bananna 22 Zizyphus jujuba Kul 22 Delanix regia Krishnachuda (Gulmohar) 23 Fircus bengalensis Bat 24 F. hispida Dumoor 25 F. religiosa Asattha 26 Lagerstroemia spinosa Jarul 27 Mangifera ind Aam 28 Melia indica Neem 29 Moringa pterygosperma Sajina 30 Peltophorum pterocarpum Radhachuda 31 Phoenix spp Khejur 32 Sanneratia Keora 33 Spandias mangifera Amra --1 34 Tamarindus indica Tentul 35 Terminalia arjuna Arjuna Species and girth wise classification of road side plantation which are to be felled has been presented in Annexure 1. Different species of fauna are present in the study area. Insects, Fish, Amphibians, Reptiles, Birds, and Mammals mainly represent the fauna. The name of major fauna are given in Table 3.17 Table 3.17: List of Fauna in the Study Area SI. No. IScientific name Vernacular/Common Name Aquatic Fauna : i-- 1 Anabas testudinius Koi 2 Barbus sps Punti Catla catia Katie _ Cirrhina mrigala Mrigel C!arias batrachus Magur 61/4., ilieterapneustes fassifis Singhi 7 Labec bata Bata 8 L. rohita Rui ------i 9 Mystus seenghala Tengra 10 Natopterus chitala Chital 1 11 Al. natopterus Fold 1 DETAILECI-PRD,E i REPORT ROADS 8, 111,3HWAYS Page 18 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laving of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 1 Description of Environment Vernacular/Common Name C SI. No. Scientific name Chang 12 Ochiocephalus gachua C Letha I 3 O. punctalus Shole 14 0. striatus C. Tilapia 15 Tilapia sps Khalisa 16 Trichogaster faciatus C Boyal 17 Wallagonia attu C Terrestrial Fauna : A. Amphibians C Toads 1 Frogs 2 C B. Reptiles Indian Mud Turtle 1 Lissemys punctata Hemidactylus flaviviridis Tiktiki (House Gecko) Tiktiki (Bark Gecko) 3 H. leschenaulti Girgiti (Garden Lizard) 4 Colotes versicolor Monitor Lizard 5 Varanus sp. C. Birds Pariah Kite 1 Milvas migrans govinda White Backed vulture 2 Gyps bengalensis Pigeon 3 Columba livia Cuckoo 4 Eudynamis scolopacca White based Kingfisher 5 Halcyon smyrnensis Small blue Kingfisher 6 Alcedo atthis Red vent Bulbul 7 Pycnonotus cafer House Crow 8 Corvus splendens House Sparrow 9 Passer domesticus Common Mynah 10 Acridatheres D. Mammals Rhesus monkey 1 Jackal 2 Wild cat 3 Bat Wild Life Sanctuary (Kulik Migratory Bird Sanctuary) located within 10km of There is a h ise the the Project Road. Adina Deer Park is 3km away from the Project Road. OterwIt does ies. study corridor does not include habitats for any rare and endangered spec not intersect corridors for animal migration either. Socio-Economic Environment 3.3 is section describes the socio-economic profile of the study area in the context of elopment potentials of the project influence area. The project influence area (PIA) sists of Maldah, Uttar Dinajpur and Dakshin Dinajpur districts. q73 d iFOS\ ROADS & HIGHWAYS DETAILED PROJECT REPORT S Project: Consultancy Services for Feasibility Study and Detailed Project Page 19 of 25 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO S Document : 2006115/RH/DPRJEINREP -04 9 Description of Environment 3 3.3.1 Demographic Profile The population, population density and decadal growth rate of the PIA and West Bengal are presented in Table 3.18. a Table 3.18: Population Statistics of PIA and West Bengal Population Population Density Decadal Growth State / Area (In Million) (Persons per sq. km ) Rate (%) a District (sq. km ) 1991 2001 1991 2001 1991 — 2001 West Bengal 88,752 68.07 80.18 767 903 17.73 Maldah 3,733 , 2.64 3.29 706 881 24.78 Uttar Dinajpur 3,140 1.90 2.44 604 778 28.80 Dakshin 2,219 1.23 1.50 555 677 21.98 Dinajpur Source: Economic Review, 2004-2005 The decadal growth rate of population of the State of West Bengal has observed a decline from 24.73% in 1981-91 to 17.73% in 1991-2001. An identical trend was also :Jo observed in the case of all the PIA Districts. But the decadal growth rates of population in 1991-2001 for the PIA Districts, viz., Maldah (24.78%), Uttar Dinajpur (28.80%) and Dakshin Dinajpur (21.98%) were well above the decadal growth rate of the State (17.73%). The literacy rates, during 1991-2001, are also increasing in all the PIA Districts that happen to lie below the State average. Dakshin Dinajpur has the highest literacy rate among the PIA Districts. The sex ratio, during 1991-2001, followed an incremental path, with the PIA Districts accounting for a higher ratio than that of the State as a whole. Dakshin Dinajpur is also characterized by the presence of a high proportion of Scheduled Caste and Scheduled Tribe population (well above the State average). 3.3.2 Occupation Patterns Major occupations of the people in the PIA Districts are generally cultivation as well as commercial and industrial (mostly centered on mango, other seasonal fruits and paddy cultivation) activities. Fruit cultivation. with mangoes having the major share along with lichis, pineapples, bananas, guavas etc., is carried out along the project road and PIA Districts. There are also some small -scale industries and some fishing activities in the Project Influence Area. Maldah has the maximum work participation ratio and for all the PIA Districts this ratio is above the State average. The cultivators and agricultural workers hold the major share f the work force. Dakshin Dinajpur has the highest work force participation ratio among Districts. Employment in the mining, construction and transport industry is the .116‘. est among all the categories. According to Census 1991, the percentage of workers ,Ss DETAILELPROJECT REPORT ROADS & HIGHWAYS Page 20 of 25 — Project: Consultancy Services'for Feasibility Study and Detailed Project C 1.._ Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO — Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 C Description of Environment C under the category of livestock, forestry, fishing, hunting and plantation, orchards and C allied industries is significantly low. C 3.3.3 Income C Changing sectoral importance in the Net State Domestic Product (NSDP) has been observed. The focus is shifting from the primary sector to the tertiary sector. During 1993-2005, the share of the primary sector decreased from 36% to 24% while share of the tertiary sector improved from 43% to 57%. C Per Capita Net District Domestic Product (NDDP), at constant prices of 1993-94 prices, of Maldah, Uttar Dinajpur and Dakshin Dinajpur accounted for growth rates of 5.67%, 4.19% and 5.43% respectively. The NDDP growth rates, at 1993-94 prices, of these C Districts are 7.83%, 6.49% and 7.67% respectively. ti 3.3.4 Industrial Projects The index of Industrial production (Base 1993-94 = 100) of West Bengal has been A consistently rising from 145.2 in 2002-03 to 183.6 in 2005-06. A The flow of industrial investments to West Bengal has continued to be satisfactory. In the year 2006 alone, 173 projects with investment potential of Rs. 3119.09 crore was actually implemented. This figure is expected to be revised upward significantly as full information on projects implemented flows in. Apart from the project actually implemented, 21 major projects (projects with investment over Rs. 25 crore each) with a total investment of Rs. 47242.76 crore were under implementation in West Bengal in the year 2006. A % 3.3.5 Growth of Small Scale Industries (SSTs) The small-scale industry sector has seen a consistent rise in West Bengal between 1994-1995 & 2005-2006. But it dips bit in 2006-07 (upto September 2006). At present, West Bengal is one of the leading States in India in the SSI sector. Table 3.19 shows registration of SSI units in West Bengal as well as in PIA Districts. Table 3.19: Registration of SSI Units in West Bengal and PIA Districts .4. X 2005-06 2006-07 4+I* State / District 2003-04 2004-05 (upto Sep 2006) 11194 5867 4111 West Bengal 10114 10234 419 203 Maldah 326 315 106 47 Uttar Dinajpur 142 107 48 16 Dakshin Dinajpur 81 82 Source: Economic Review, 2006-200 (0'4 ROADS & HIGHWAYS ".'"WETATCECOJECT REPOR - Project: Consultancy Services for Feasibility Study and Detailed Project Page 21 of 2 - — Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) - Section of NH-34 Revision: Rr Document : 2006115IRH/DPRJEIA/REP-0 4 Description of Environment This indicates that opportunities have been created in such predominantly agricultural districts for the growth of economic activities in the secondary sector and also entrepreneurial talents are available to utilize such opportunities. 3.3.6 Agro-Food Processing Sector Agro-food processing sector holds an important place in the study area. Food processing is mostly dependent on Mango and Lichi. Two Agro-Export Zones (AEZs), out of five in the State, are located in Maldah District for Mango and Lichi. The AEZs are expected to train farmers, build up required infrastructure, encourage the setting up of processing units and ensure the marketing and export of products. The State Government has already taken major initiatives to develop the agro-food processing sector by setting up food parks at strategic locations. 3.3.7 Other Sectors Silk is also an important product in the cottage and small-scale industries sector. Upgradations of technical know-how, modern storage and handling facilities have greatly contributed to sericulture in the study area. Other sectors with noticeable growth in the area are power (e.g., NTPC at Farakka), tourism (e.g., Adina, Pandua etc.), aquaculture, poultry etc. 3.3.8 Industrial Growth Centres The West Bengal Industrial Development Corporation (WBIDC) is the prime State-level agency for promoting industrial investments in the State. In addition to 12 existing growth centers already developed, WBIDC is in the process of setting up 8 more industrial growth centers, including Malda New Growth Center (2nd Phase). 3.3.9 Economic Perspective In the past (1993-94 to 2000-01), West Bengal has witnessed an overall growth rate of the economy of 7.17 percent, that is higher than the national average of 6.4 percent. The Tenth Five -Year Plan (2002-2007) for the State has targeted a still higher growth rate of 8.8 percent per annum. The economic reforms launched in 1991 were geared to accelerate growth in the economy. it is also clear that given the large backlog in the provision of social and physical infrastructure, the probability of private investment in the crucial infrastructure sector hinges upon State-level reforms The Plan documents of the State signify efforts to develop Growth Centres in the North Bengal region by beginning to adaress the problems of this region. The State likes to consider strengthening a regional development agency That can play a coordinating role for greater convergence of developmental efforts of the Districts in the North Bengal reaion. DETAILED PROJECT REPORT ROADS R. HIGHWA YS Project: Consultancy Services for Feasibility Study and Detailed Project Page 22 of 25 C — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO — Section of NH-34 Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment The economy of the North-Eastern States of India, North Bengal Districts of West C- Bengal are critically dependent on the project road. The trades to the Asian countries which are dependent on this road section include Nepal, Bhutan, China, Myanmar and Bangladesh. 3.3.10 Sensitive Receptors along the Road C There are a number of sensitive receptors (schools, colleges, health centres) and religious structures (temples, mosques, burial ground and burning ghat etc.) located along the project road. Those are presented in Table 3.20 and Table 3.21 respectively. There are Adina mosque, Kutubshahi Masjid and Eklakhi Mausoleum, which are archaeological and historical places/sites of cultural and religious interests in the project area. The road traverses approximately 3.0 km away from the Reserve Forest (Adina Forest) near km 346.500 of NH-34, which is ecologically sensitive. Widening in this area will not, however, involve acquisition of forestland and felling of trees. • Table 3.20: List of Educational / Medical Facilities on NH-34 offset from '•• SI. LHS Chainage (km) RHS existing C/L No. (m) 1 School 308.200 - 13.95 2 Dariapur Madrassa . 309.350 - 13.75 3 Allah Madrassa 309.530 - 9.25 4 Dariapur Baishi Madrassa 309.750 - 10.25 5 Southern Health Improvement 314.000 - 38.45 6 School 322.000 - 25.65 7 School 323.870 - 30.00 Maldah Sadar 8 - 326.810 18.50 Hospital 327.500 Maldah college 0.34 9 - 4 a « -••••• 10 - 353.700 School 22.37 14.37 11 - 354.950 Dispensary 12 - 380.330 School 16.77 13 School 389.850 - 20.00 14 School 391.160 - 38.16 15 School 393.410 - 26.07 • • DETAILED PROJECT REPORT ROADS & HIGHWAYS L- Project: Consultancy Services for Feasibility Study and Detailed Project Page 23 of 25 - Report for 416 Laning of Farakka-Raiganj (km 295 to km 398} - Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Description of Environment Table 3.21: List of Religious Structures on NH-34 Chainage Offset from existing LHS RHS (km) C/L (m) Temple 297.780 - 9.10 Temple 299.000 - 16.5 - 304.200 Burning Ghat &Temple 7.00 J - 306.350 Graveyard 8.45 - 307.460 Temple 10.15 - 308.350 Id - Gaha 16.05 - 310.213 Masjid 5.95 Temple 310.410 - * 5.75 Temple 317.420 - 5.65 10 - 322.750 Temple 10.55 11 Temple 326.530 - 9.10 12 - 326.780 Temple 6.40 13 - 327.120 Temple 22.29 14 Temple 329.850 - 6.35 15 - 329.890 Temple 31.15 16 - 330.080 Temple 7.50 17 Temple 330.200 - 12.70 18 Temple 330.250 - 18.00 19 - 331.570 Temple 28.00 20 - 331.725 Temple 13.04 21 - 333.120 Temple 6.30 22 - 335.000 Temple 8.25 23 - 338.250 Temple 17.00 24 Temple 341.050 - 11.75 27 342.280 Temple 25.80 28 Masjid 344.340 14.15 29 - 344.950 Temple 24.15 30 - 345.750 Temple 16.45 31 Adina mosque 346.619 33.90 32 Temple 346.880 24.20 33 Bharath Sevashram 350.610 Sangha 22.90 34 - 352.360 Temple 8.90 35____ITemple 352.950 - 11.20 36 Temple 353.050 - 28.10 37 - 355.480 Temple 9.60 38 - 362.100 Temple ._._6.87 .... 39- 7- Illemple _ 4.87 --- 1 4_0 4Temple 365.550 _... - . 11.074 ‘41 i'Vlosque 371.630 - 10.351 . emp e 379.680 11 eMple 0.47 'LEL? PROJECT REPORT ROADS' 8 HIGHWitYg C Page 24 of 25 Project: Consultancy Services for Feasibility Study and Detailed Project c Report for 416 Laving of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document : 20061151RH/DPR/EIA/REP-04 C Description of Environment Chainage Offset from existing SL RHS C LHS C/L (m) No. (km) 11.37 44 - 383.500 Temple C 35.37 45 Temple 384.800 - 5.07 46 Temple 384.950 - C 6.37 47 Temple 385.475 - 14.50 48 Temple 391.275 - 11.87 49 - 392.875 Temple 18.37 50 - 393.120 Burning Ghat 9.37 51 - 393.175 Temple 9.37 52 - 394.875 Temple 9.87 53 - 395.000 Temple 7.27 54 Temple 395.920 - 4.87 55 - 396.840 Temple 25.87 56 Temple 397.950 - 21.24 57 Mosque 398.000 - 3.4 Human Use Values 3.4.1 Land Use The land use pattern of the project road is predominantly agricultural and/or open land type throughout the stretch except a few urban/semi-urban settlements, commercial establishment, BSF camp areas and Brick field areas. The stretches covering Kaliachak Bazar, Sujapur, Dariapur, Mehyedipur English Bazar, Rathbari More, 420 More and Mongal Bad at Malda Town, Gajol More, ltahar are passing through commercial shops and settlements. 4 The major part of the project road passes through paddy field, Mango orchard, Guava orchard, Banana plantation and roadside settlements along certain stretches besides the above. 4 The road crosses a few rivers, such as Bhagirathi, Mahananda and Pagla. All the rivers are North-South trending. I There are few industries like brickfield, stone crusher, flourmill, sericulture, rice mill, saw mill, cold storage, tobacco (biri) and food processing industries located within the study area. 3.4.2 Aesthetics The proposed project involves felling of road side plantation which will affect corridor aesthetics. Significant disfiguration of land due to filling and cutting is not involved. ROADS It HIGHWAYS DETAILED PROJECT REPORT Project: Consultancy Services for Feasibility Study and Detailed Project Page 25 of 25 Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: Section of NH-34 RO Document : 2006115/RH1DPR/EIA/REP -04 Description of Environment 3.4.3 Archaeological! Historical Sites There are a number of archaeological/ historical sites located along the project road, such as; Adina Mosque, Kutubshahi Masjid, Eklakhi Mausoleum etc. Table 3.22: Existing Land Use Pattern of the Study Area Land use Pattern Land use Left side Right side (% Stretch) (% Stretch) Agriculture 67% 69% Built-up 16% 14% Barren land 2% 30% Plantation - 15% 14% Total 100% 100% The principal land use outside the ROW on both side of the stretches is agricultural and residential area comprising mango orchard, waste land etc. Small patches of forest land (protected) are present which is about 3 Km away from the project road. There are plenty of water bodies are found along the project road. Land use for commercial purpose (shops, markets, hotels, small factories, brickfield) are also present close to the project road. DETAILED PROJECT REPORT ROADS & HIGHWAYS 3 fio CHAPTER 4 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES sr Project:Consultancy Services for Feasibility Study and Detailed Project Page 1 of 9 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Anticipated Environmental impacts and Mitigation Measures CHAPTER - 4 3 ;110 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 3 3 4.0 Introduction 3 The present section assesses the probable environmental impacts likely to occur from the activities involved in widening of existing road and construction of two bypass alignments. Identification of impacts both for Construction and Operation phases are followed by recommendations made for appropriate cost-effective mitigation measures. The t opportunity for environmental improvements has also been highlighted in Chapter 8 of this report. 4A. Impacts and Mitigation Measures during Construction Phase A summary of environmental impacts along with the recommended mitigation measures have been presented in matrix format in Table 4A at the end of this chapter. 4.1 Impacts on Physical Environment 4.1.1 Air Quality Land filling, emissions from crushers, Batching Plants, Asphalt and Hot mix plants, transportation of construction materials and vehicular movement along the stretch will 1. 4 have significant impact on air quality. The following mitigation measures have been suggested to control the dust entrainment and fugitive emissions from the various sources. Mitigation measures • Crushers, Batching Plants, Asphalt and Hot mix plants will be located at least 500 meters away from inhabited urban stretches along the propoSed project road. • Truck carrying earth, sand, flyash or stone aggregates will be duly covered with 'tarpaulin to avoid spilling. ▪ Fugitive dust entrainment will be controlled by sprinkling of water. • Regular maintenance of machines and equipments will be carried out. 4.1.2 Noise Level Temporary impacts in the immediate vicinity along the urban inhabitated stretches may occur due to noise generated from construction activities superimposed with existing vehicular noise on NH-34. The workers near construction equipments are likely to be exposed to an equivalent noise level of 80-90 dB (A) in a 8 hour shift which may affect a them. The magnitude of impact will depend upon types of equipments, construction methodology and work schedule. The noise level generated from a source will decrease with distance as per the following empirical formula. SPL2 = SPL1 - 20 Logic, (r2il)) SPL1 and SPL2 are the sound pressure levels at distance r 1 and r2 respectively. ering the stationary construction equipment as a point source generating 90 dB(A) a ference distance of 2 m, computed distance required to meet the permissible noise r I ip h during day time for different landuse categories are presented in Table 4.1. DETAILED PROJECT REPORT ROADS & HIGHWA YS Page 2 of 9 — Project:Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO — Section of NI-I-34 Document : 20061151RH/DPR/EIA/REP-04 Antici•ated Environmental lin•acts and Miti•ation Measures Table 4.1: Minimum Distance of Operation from Stationary Source Required for Meeting Standards Distance Category Permissible Limits at Day Time Required (m) (CPCB) in dB(A) 200 Silence Zone 50 55 113 Residential 36 _ 65 Commercial 11 Industrial 75 within 113 m from the road will be From the above table it is evident that residence significant on to a noise higher than the permissible limit. The impacts will be exposed construction workers, working close to the machinery. Mitigation Measures Site control Stationary equipments are to be placed along inhabited stretches as per distance requirement computed above as far as practicable to minimise objectionable noise impacts. Source Controls Allequipments intake silencers are to be employed, and regular equipment maintenance needs to be undertaken. Scheduling of Project Activities Operation will be scheduled to coincide with people's requirement so that people would be affected to the least. Construction activities will be strictly prohibited between 10 p.m. and 6 a.m. in the residential areas. workers Provision of protection devices is to made (ear plugs and ear muffs) for the operating in the vicinity of high noise generating machines. The responsible organisations and implementing agencies in this regard have been identified in Table 6.1 of Chapter 6. 4.1.3 Physiography Since the project area is located in natural plain terrain, there would not be any significant impact on the overall relief of the region. Plantation may be allowed to specific sites within the project area to enhance aesthetics of the area. Drainage system has to be provided to suit the requirements of the improvement scheme. Covered drains as required, will be provided in the built up areas. The drains will have outfall to the local municipal drains, where available. ngii) e corridor of bypass will be requiring land filling and, therefore, will have present little oC ential for topographic impacts due to erosion during rainy season. * CD ROADS & HIGHWAYS . OJECT REPORT it ifirr• — Project:Consultancy Services for Feasibility Study and Detailed Project Page 3 of 9 — Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO 1_ Document : 2006115/RH/DPRJEIA/REP -04 Anticipated Environmental impacts and Mitigation Measures Mitigation Measures • In erosion and flood prone area, construction work will be undertaken in dry season only. 4.1.4 Water Quality -No impacts on ground water availability are anticipated due to the proposed construction of the corridor. Water quality impacts may occur from runoff and waste generated from construction activities. The only possibility is the increase in turbidity in the adjoining road side pond, canal and river water due to erosion of fill material and contamination with lubricants and oil, if proper measures are not taken. Mitigation Measures • Existing water bodies (pond, nala, river etc) are to be maintained to accommodate larger quantum of drainage. 4.1.5 Soil Leakage of lubricants from equipment yard and spills may cause soil contamination. ConstruCtion areas near culverts and bridges will be prone to erosion, particularly during monsoon period. Mitigation Measures • Construction activities will be restricted in rainy season. 4.1.6 Geology No significant impact on geology is anticipated from the activities involved in proposed development work. However, construction activities will require supply of materials, which would be collected from approved quarry sites. Mitigation Measures • The road building materials will be collected only from approved/licensed quarries to avoid any adverse effect. 4.2 Impact on Biological Environment Road development activity continues to play a major role in reducing bio-diversity. Road has significant direct and indirect impact on the biota of the region. Though the existing road alignment (NH-34) passes through Kulik migratory bird sanctuary but the present proposed road development stretch is located about 7 km away from the bird sanctuary and hence its impact on it during construction will be insignificant. The following impacts may be perceived during the construction phase of this road project: • Habitat fragmentation • Loss of trees quatic habitat damage • r orridor restrictions • 4- erruption of biogeochemical cycle • cessibility ,4 ontamination of biota DErAiirCrOpo_tecr REPORT ROADS & HIGHWAYS Project:Consultancy Services for Feasibility Study and Detailed Project Page 3 of 9 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO Document : 2006115/RH/DPR/E1A/REP-04 Anticipated Environmental Impacts and Mitigation Measures Mitigation Measures • In erosion and flood prone area, construction work will be undertaken in dry season only. 4.1.4 Water Quality No impacts on ground water availability are anticipated due to the proposed construction of the corridor. Water quality impacts may occur from runoff and waste generated from construction activities. The only possibility is the increase in turbidity in the adjoining road side pond, canal and river water due to erosion of fill material and contamination with lubricants and oil, if proper measures are not taken. Mitigation Measures • Existing water bodies (pond, nala, river etc) are to be maintained to accommodate larger quantum of drainage. 4.1.5 Soil Leakage of lubricants from equipment yard and spills may cause soil contamination. Construdion areas near culverts and bridges will be prone to erosion, particularly during monsoon period. Mitigation Measures • Construction activities will be restricted in rainy season. 4.1.6 Geology No significant impact on geology is anticipated from the activities involved in proposed development work. However, construction activities will require supply of materials, which would be collected from approved quarry sites. Mitigation Measures • The road building materials will be collected only from approved/licensed quarries to avoid any adverse effect. 4.2 Impact on Biological Environment Road development activity continues to play a major role in reducing bio-diversity. Road has significant direct and indirect impact on the biota of the region. Though the existing road alignment (NH-34) passes through Kulik migratory bird sanctuary but the present proposed road development stretch is located about 7 km away from the bird sanctuary and hence its impact on it during construction will be insignificant. The following impacts may be perceived during the construction phase of this road project: • Habitat fragmentation • Loss of trees quatic habitat damage \ orridor restrictions • \ erruption of biogeochemical cycle • cessibility ntamination of biota d l (€?P'-‘ DETAILED–PROJECT REPORT ROADS & HIGHWAYS I_— Project:Consultancy Services for Feasibility Study and Detailed Project Page 4 of 9 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO Document : 2006115/RH/DPRJEIA/REP-04 Anticipated Environmental Impacts and Mitigation Measures • Transmission of diseases Mitigation Measures • The loss of trees will be compensated by afforestation. • Shrubs of low height, such as Bougainvillea are to be planted where feasible • Along densely populated stretches, special screening of double storied plantation is proposed to be developed as air and noise barrier. 4.3 Impacts on Human Use Values 4.3.1 Impacts on Landuse The proposed project scheme will require land. The land acquisition will not alter landuse pattern significantly. The social impact issues associated with land acquisition are discussed in social impact item of the report. Mitigation Measures • Development of squatters settlements in the proposed road is to be prevented. • Care needs to be taken to ensure that the construction workers camp does not disturb the surrounding landuse. 4.3.2 Impacts on Socio-Economics Probable socio-economic impacts at the construction stage of this road project may include discontent of local residents due to increasing noise levels, air pollution, surface water pollution, inconvenience caused by movement of heavy machinery, vehicles and construction workers. Such events are likely to disrupt the daily rhythm of life in the project area. A large number of outsiders would be deployed at the project site and would live in the worker camps. Their interaction with local residents may lead to certain public unrest and social tension. Local people may occasionally intervene in project activities if they have any vested interests. Conflicts may occur as a result due to such interference. So it would be advisable to involve the local administration and the police authorities from the very outset of project implementation and periodically update them about physical activities and progress of civil works. Economic activities will increase at the construction phase due to enhanced commercial transactions. Local-level labor may be deployed while construction materials as far as possible may be procured from the project area itself. Mitigation Measures • Different adverse environmental impacts that are likely to disrupt social life in the project area, have to be reduced as far as practicable through mitigation measures suggested and public consultation. • Community-based organizations may safeguard social fabric by monitoring interaction between local residents and migrant workers. 4.3.3 Accident Hazards and Safety S ction activities will not cause any hindrance to the existing traffic flow of NH-34. Also:0 ifting of debris and construction activities will not require diversion / closure / ,, ---restri6tion of present traffic movement on NH-34. DETAILED PROJECT REPORT ROADS 8. HIGHWAYS — Project:Consultancy Services for Feasibility Study and Detailed Project Page 5 of 9 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO L Document : 2006115/RH/DPR/EIA/REP-04 Anticipated Environmental impacts and Mitigation Measures Mitigation Measures • Proper warning signs are to be used at construction sites. • Measures to be taken to prevent traffic congestion. • Provision of temporary safe access to school/residence that will be temporarily blocked due to construction. • Measures to be taken for safe passage of traffic including temporary diversions and/or separation of motor vehicle traffic from non-motorised and pedestrian traffic as and when necessary. • Measures to be taken to ensure safety of traffic passing throUgh the construction area including signs, safety barriers, marking flags, lights and flagmen as may be required. 4.3.4 Construction and Demolition Wastes Impacts Construction/demolition activities may lead to the generation of huge volume of debris. Mitigation Measures • Solid -waste generated from construction/demolition activities of the project will be suitably disposed off to avoid water blockage, contamination of soil and water. 4.3.5 Construction of Worker's Camp Impacts Temporary construction worker's camp will be established in a suitable location and with properfacilities so that workers can perform their duties without facing difficulties. Local labourers will be employed for -the construction activities as far as possible to minimise domestic waste generation and other hazards as well. Mitigation Measures • Provision of water supply and toilet at construction camps. • Lavatories are to be located away from the water bodies. • Proper disposal of domestic refuse will be undertaken. • Medical facilities will be made available to the construction workers. • Workers engaged in construction activity will be provided with proper protective gears and equipment. • Environmental health and safety considerations at construction sites will be maintained. • Camps/compounds will be so located that they do not interfere with the existing alignment. • Appropriate control measures will be taken to prevent insect/vector diseases, especially malaria by adoption to measures such as spraying and/or preventing creation of stagnant pools of water. Impacts and Mitigation Measures during Operation Phase e impacts and the mitigation measures are presented in matrix format in Table 4B at the "d of this chapter. Dg.twxv-ROJECT REPORT ROADS & HIGHWAYS Page 6 of 9 Project:Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laving of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 2006115/RH/DPR/E1A/REP -04 Document : Anticipated Environmental Impacts and Mitigation Measures 4.4 On Physical Environment 4.4.1 Air Quality During the operation phase the environmental impacts are likely to be mostly positive. However, there could be some adverse impacts due to inadequate operation / maintenance / control. Increase in air pollution is expected during the operation phase since traffic volume is • predicted to be high. It is essential that appropriate traffic control measures are included in the project design. N , CO, SO 2 , SPM, • The major pollutants of significance to roadside air quality are NO RPM and other secondary pollutants. In addition to emissions from vehicular exhaust, dust can also have major impacts on roadside air quality, especially in case of unpaved roads. Vehicular emissions depend upon the following factors: • Fuel composition • Level of Engine Maintenance • Vehicle Age • Engine Temperature • Type of Vehicle • Speed and Congestion Majority of vehicles operates at optimum efficiency level, hence, impacts of vehicular air pollution can be minimized by proper routing of traffic and reduction of traffic congestion. Generally, engines produce higher emissions while accelerating, decelerating and climbing grades. Impacts of traffic related air pollutants are evident on human health, flora, fauna as well as built environment. However, the level of impact depends on • Traffic Volume • Traffic Composition • Speed of Traffic • Vehicular Emission Levels • Nature of Road Surface • Dispersion Dynamics • Receptor Characteristics. Mitigation Measures for • A thick vegetation cover at two levels (double storied plantation) as special screen dust and noise barrier will be provided in the inhabitated areas as far as possible. Idling, stopping, starting and accelerating of vehicles are the continuous activities and to be *mised. project implementation will improve the air quality. But increase in traffic may oc The mitigation further deteriorate the same in the subsequent years if long-term measures are not implemented at this stage. N oise Level per unit Increase in noise levels is expected due to the vehicles passing through a point time. The noise created by the fast moving vehicles will disturb fauna. It is expected that ROADS 8 HIGHWAYS DETAILED PROJECT REPORT Project:Consultancy Services for Feasibility Study and Detailed Project Page 7 of 9 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Anticipated Environmental Impacts and Mitigation Measures the construction of new road will decrease noise levels because of smooth running of the vehicles and less congestion at the intersections/junctions. Mitigation Measures • 5-6 dB(A) attenuation of noise level will be achieved by providing double storied plantation. • Mitigation of noise at sensitive location and institutional areas can also be achieved by posting of signs prohibiting the use of horn. 4.4.3 Water Quality Chronic pollution to surface runoff will occur from exhaust emission, pavement and petroleum products dripping and corrosion of metal. There exists a possibility of positive impacts during the operation.phase because of proposed new road construction. Mitigation Measures • Generation of dust from vehicle movement will be controlled and the drainage system to be improved to reduce adverse effects of soil erosion. 4.4.4 Soil Quality Soil contamination is expected due to deposition of chemicals from emission of the vehicles as well as fuel and lubricants spillage from the vehicles. Also change in the land use pattern due to development along the roads is expected. Pollution risks will increase from transportation of hazardous products during traffic operation. 4.5 Impacts on Biological Environment The project area does not fall within the habitat of terrestrial fauna or reserve forest. Hence there is no chance of adverse ecological impacts. However, direct discharge of spillage, caused due to accident, to the water bodies will be avoided. Kulik Bird Sanctuary is located about 7 Km away from the project road and hence impact will be insignificant. 4.6 Impacts on Human Use Values 4.6.1 Impacts on Landuse The proposed project activity will increase the traffic volume. The safe and quicker accessibility would result in increased scope of commercial activities within the project area, otherwise change of landuse pattern will be insignificant except where the stretch of agricultural land will be converted to roadways both in Bypass as well as for the existing road section of NH-34 due to widening. 4.6.2 Socio-Economic Impacts Probable socio-economic impacts at the operation stage of this road project may be favorable, as these would actually indicate the project benefits. Local residents would have etter road connectivity that would help them in their daily lives. Enhanced transport and munication systems are expected to generate new opportunities for livelihood. Local de will be benefited with improvement in living standard. New commercial enterprises 'int ventures in the service sector contributing to the local economy may be noticed. le may in turn enhance the quality of education, consumerism, trade and commerce, Aitality business, public transportation system etc. in the project area As a result, P\\_ DETAILED PROJECT REPORT ROADS & HIGHWAYS — Project:ConsultancY Services for Feasibility Study and Detailed Project Page 8 of 9 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO I_ Document : 2006115/RH/DPR/EIA/REP-04 Anticipated Environmental Impacts and Mitigation Measures economic activities will increase. Expanded economic and commercial activities will effectively contribute towards sustainable livelihood opportunities in the project area. 4.6.3 Accident Hazards & Safety Impacts Although after implementation of the project traffic volume will increase, by providing good road sign, the chances of accident would be reduced considerably. Mitigation Measures • Provision of speed regulating signs at proper locations to control vehicular speed in sensitive areas and built-up areas. • Development and enforcement of Emergency Response Plan and Contingency Plan for accidents. • Provision of suitable lighting arrangements where necessary • Measures to be taken to prevent traffic congestion. 4.6.4 Impacts on Aesthetics and Landscape Disciplined and conflict free movement of traffic will reduce congestion and good plantation programme taken up at suitable locations will enhance the aesthetics of the corridor. r Table 4A: Environmental Impacts and Mitigation Measures Construction Phase SI. Environmental t.. Impacts Mitigation Measures No. Attributes Short term deterioration of air Fugitive dust emission will be quality due to fugitive dust controlled by water sprinkling. 1 Air Quality emission from construction Truck carrying soil, sand and stone activities. will be duly covered to avoid spilling. All equipment will be maintained in good working condition and duly lubricated regularly. Provision will be made for encasing the noise generating equipment. Stationary construction equipment Increase in noise level due to will be placed as far away as 2 Noise Level project activities. possible from inhabited areas. Construction activities carried out near residential areas will be scheduled to the daytime only. Protection devices (ear plugs) are to be provided to the workers exposed • to high noise level. Obstruction of drainage due to .\•g Eno,. Obstruction of drainage due placing of construction material will Drainage to construction. be avoided by proper supervision , and regular monitoring. TAILED PROJECT REPORT ROADS & HIGHWAYS L— Project:Consultancy Services for Feasibility Study and Detailed Project Page 9 of 9 I — Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO Document : 2006115/RH/DP R/EIA/REP-04 Anticipated Environmental Impacts and Mitigation Measures SI. Environmental Impacts Mitigation Measures No. Attributes Incidence of road accidents Proper traffic diversion and may increase due to management will be ensured during Accident hazards 4 disruptions caused in traffic' construction. and safety movements during Proper warning signs will be construction phases. displayed at the construction sites. Local workers will be employed in maximum number for construction activities. Temporary accommodation Migrant workers will be provided Construction of workers may have some 5 with temporary accommodation with workers' camps adverse impacts on the adequate supply of drinking water, surrounding environment. sanitation facilities, and kerosene. Domestic as well as the sanitary wastes will be treated properly. Table 4B: Environmental impacts and Mitigation Measures Operation Phase SI. Environmental Impacts Mitigation Measures No. Attributes Control of vehicular emission The increase in air pollution through enforcement of law and will be very less and will have public awareness. 1 Air Quality no considerable adverse Regular monitoring of air quality at impact on air quality, specified locations. Noise level is a matter of Plantation of suitable species near concern. It is anticipated that sensitive areas will result in partial there will be no significant 2 Noise Level noise attenuation. impact on surrounding noise Posting of signs prohibiting the use level due to project related of horns at sensitive locations. activities. Oil spills due to traffic Contingent plans are to movement & accidents will be formulated for cleaning up of oil 3 Surface Water cause contamination of water spills, fuel and toxic chemicals in bodies from road surface the event of accident. runoff. Although after the Provision of pedestrian facilities. implementation of the project Provision of adequate sign Accident hazards the traffic will increase, the and 4 markings_ and safety provision of safety measures Provision of suitable lighting. will considerably reduce the ,N no. of accidents. ---••-• y DETAILED PROJECT REPORT ROADS & HIGHWAYS CHAPTER 5 ANALYSIS OF ALTERNATIVES (TECHNOLOGY AND SITE) IW Project : Consultancy Services for Feasibility Study and Detailed Project Page 1 of 9 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/E1A/REP-04 Analysis of Alternatives (Technology and Site) CHAPTER 5 ANALYSIS OF ALTERNATIVES (TECHNOLOGY AND SITE) 5.0 Background The prime objective of this . study is to establish a cost effective feasible alignment with respect to environmental and social aspect followed by engineering and traffic consideration. According to Inception Report and Draft Feasibility Report and subsequent discussions with NHAI officials at different points of time, provision of bypasses have been envisaged primarily in the following two locations. • Kaliachawk • Maldah Further after the reconnaissance survey, as well as field studies carried out on the proposed bypass locations till date, need for alternative alignment study for these bypasses including social/environmental issues and comparative merits and demerits in a mathematical format in the form of decision matrices, sensitivity analyses and drawings have been analysed, studied and details thereof are presented in details in the following paragraphs. 5.1 Need for Bypass The need for three bypasses under this project is discussed herein as follows: a) Kaliachawk Bypass: At Kaliachawk NH-34 passes through a semi-urban area with mostly mixed traffic consisting of slow moving and fast moving vehicles. Also the level of parking in this stretch is very high. Distance between property lines in this area (i.e existing,R.O.W) varies between 36m and 55m. Preferred alternative option shall be decided through decision matrix of various alternative options which also include the elevated corridor option within the existing ROW. b) Maldah Bypass: NH-34 passes through urban areas of Maldah town. Flow of through traffic within this stretch is highly hindered by heavy traffic congestion due to mixed traffic, parking of heavy vehicles and bottlenecks due to dense settlements. The property to property line distance varies from 25m to about 45m which will result in acquisition of many structures during widening. All the above criteria necessitate the need for a bypass for the stretch. Elevated corridor option within the existing ROW of NH-34 shall also be explored. Hence development of the road corridor to cater for through traffic within the existing ROW will call for construction of elevated road through flyover / R.E wall, which is very expensive. To avoid such cost involvement, exploration of bypass alignment has been conceived. 5.2 Mapping The reconnaissance study is fully dependent upon the quantity and quality of existing -data. For this purpose base mapping is a prime necessity. Topo sheets from Survey of la and photographic aerial mosaics in the form of satellite imagery were collected for Istudy zone. Alternative alignment proposals were plotted on this map on the basis of de-longitude of cardinal points with the help of software package ERDAS (IMAGINE Alternative proposals on these aerial mosaics are shown in Figure 5.1 and 5.2. DETAILED PROJECT REPORT ROADS & HIGHWAYS Page 2 of 9 Project : Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laving of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH1DPR/EINREP -04 of Alternatives (Technology and Site) Ana ysis 5.3 Alternative Alignment Corridors:- study of the areas through maps and site visits, alternative alignments with After segmentation were conceived and constraining factors of several alternative alignments were drawn up. All alternatives have been depicted in terms of nodes and segments (between nodes). in Segment wise description of all nodes with its features and constraints are discussed the following paragraphs. The chainage system mentioned below are the approximate one based on the existing kilometer stone at site. 5.3.1 Link / Segment Wise Route Description including Take off points and Terminal Points a) Kaliachawk Bypass : Option 1: Alignment (A-B-C-D) Length: 3.750 km Link: A-B Length: 0.840 km After originating from node A (near km 305.900 on NH-34), the link runs towards North- East direction and terminates at node B. Extensive low marshy land with occasional lichi plantation is the predominant land use. Link: B-C Length: 1.170 km This link crosses a bituminous road leading towards Kaliachawk Market area. Between node B and the bituminous road crossing, land use is generally barren. After crossing the bituminous road, the link passes through residential area in the outskirts of Kalikapur village. Some pucca, semi-pucca and a few kutcha buildings are falling within the proposed ROW line of 60m. Link: C-D Length: 1.740 km The link after take-off from node-C, passes through Hazipara village and then terminates at node-D (km 308.930 on NH-34). Enroute, the link passes mainly through mango, lichi plantation with occasional houses within the possible proposed ROW. All the above links predominantly passes through Sultanganj and Karaichandpur mouza. Option-2:- Alignment (A-B-E-D) Length: 3.660 km Link: A-B Length: 0.840 km This link has been described under Option 1. Link: B-E ?C.-A11,7. Length: 0.730 km Al':- .lee>,. link crosses a bituminous road leading towards Kaliachawk Market Area. In ,tlis between node B and bituminous road crossing the landuse is predominantly barren after ROADS & HIGHWAYS DETAILED PROJECT REPORT bLl 40 1 IINIMPIOnisom sr. :Sr •• 41 , s ass 0.44 •-• h t. - 4- '64 :-75,`•• Byp •,. lda e • t. Ma : • r (j- ions t ■-• 4jos)g" Op -4P t `hN • nmen • %•- lig v•I'.i" • 1.1 ' '1E)43,1:' •-‘ , e A -..A• VO- • ...fe • .•••••.--",. 4 - - Project : Consultancy Services for Feasibility Study and Detailed Project Page 3 of 9 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) — Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIAIREP-0 4 Analysis of Alternatives (Technology and Site) which the link passes through congested residential areas of Kalikapur village and, therefore, R & R involvement shall be on a higher side. Link: E-D Length: 2.09 km After taking off from node E, this link runs in North-Eastern direction and terminates at node D (near km 308.930 on NH-34). Enroute, the link passes through mainly mango, lichi plantation with very few structures within the possible proposed ROW. Also there are quite a number of water bodies falling within this zone. The alignment passes through Hazipara village before terminating at node D. Option-3:- Alignment (A-F1-F2-D) Length: 3.030 km This alternative option is basically an elevated road corridor with viaduct / RE wall structures accommodated almost within the existing ROW of NH-34. However, it may require marginal land acquisition from peripheral properties. This segment originates from node A (near km 305.900 on NH-34), and follows the existing road and terminates at node D (near km 308.930 on NH-34). F1-F2 link will be the elevated corridor. The proposed alignment crosses a bituminous road leading towards the Farakka -Maldah broad-gauge railway line on the left. Exisiting ROW varies from 35m to 55m. However, a lot of semi-pucca and kutcha structures (mainly encroachments) exist within this stretch. The link segment passes through Sultanganj and Karaichandpur mouzas . In brief, the link details with their respective lengths are given below in Table 5.1. Table: 5.1: Details of the Links for the Bypass (Kaliachawk Bypass) Link Segment (Node to Alternative Alignments Total Length(km) Length(m) Node) AB 840 BC 1170 I A-B-C-D 3.750 CD 1740 AB 840 BE 730 II A-B- E-D 3.660 ED 2090 AFD 3030 III A-F1-F2-D 3.030 _I Photographs showing existing conditions of various alternative alignments are presented in Plate 5.1 b) Maldah Bypass Option-1 : Alignment (A-E-F-G) Length: 11.150 km Link : A-E Length 3.650 km This link takes off from node A on the Western side of NH-34 near village Gabgachi at near km 324.325 after which it runs in the North-West direction and terminates at node E Gobindopur village. Enroute, it crosses Kolkata —NJP broad gauge railway track at DETAILED , PR9JECT REPORT ROADS & HIGHWAYS Project : Consultancy Services for Feasibility Study and Detailed Project Page 4 of 9 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Section of NH-34 Revision: RO Document : 2006115/RH/DPR/EIA/REP-04 Analysis of Alternatives (Technology and Site) a distance of about 400m from the starting point. After crossing the railway track, the link mainly passes through water logged area near Maldah basin, including crossing of Sonatala Jheel. The remaining landuse pattern here mainly consists of agricultural lands, and Residential/Commercial land near the termination node. 200m stretch of mango plantation area will be affected in this link. This link passes close to major villages like Sonatala, Jadupur, Kaderpur and Gobindopur. This link crosses Maldah- Panchananpur bituminous road also. Link : E-F Length : 3.950 km After taking off from node E, this link runs in North-East direction and terminates at node F near village Sukantapalli. Enroute, it crosses two WBM roads, an earthen bundh and three bituminous roads. The link also crosses Kolkata-Siliguri broad gauge railway line. The land use pattern predominantly consists of about 1.75 Km stretch of mango plantation whereas the balance portion is mainly agricultural along with 350m long residential portion of Baghbari Village. Link : F-G Length : 3.550 km Starting from node F, this link runs in the Eastern direction and terminates at km 333.775 of NH-34 (Node G) near village Narayanpur. The landuse pattern comprises of agricultural land with few Mango plantation areas. This link passes through Nimaisara village for a stretch of 300m before crossing the Mahananda river. This link is crossed by Singhabad — Old Maldah single track railway line. Enroute, it also crosses Behula river, Kotowali — Maldah town bituminous road and two WBM roads. Option-2 :- Alignment (A-B-C-D-G) Length: 10.245 km Link : A-B Length : 2.340 km This link of the alignment takes off from km 324.325 of NH-34 (node A) near village Gabgachi and runs in the North Eastern direction. This stretch runs on the Eastern side of a Mango market and passes on the side of different Government bodies, like Horticulture Department, Food processing Department (Government of West Bengal) and the balance portion through private land. Two pucca structures are getting affected on the Government land. Landuse pattern is predominantly agricultural. Finally it terminates at node B on the cross road near the Western bank of river Mahananda. Link : B — C Length : 3.560 km This link starts from node B and after running in the North-East direction terminates at node C on the single track railway crossing of old Maldah-Singhabad section. Enroute, the alignment crosses river Mahananda, 500m east of Shahpura Bridge on Mahananda river and Maldah-Bulbul Chandi road taken up under WBCD project. Few pucca structures on the western bank of Mahananda, specially the Land Reforms Office is likely to be affected, while few structures of semi-pucca/kutcha type will be affected on the eastern banks of the Mahananda River in Shahpura village. Landuse pattern is redominantly of agricultural type with 600m of the stretch passing through areas of I g2tnango plantation and some portions of residential areas of Shahpura village. 0 D45111: PROJECT REPORT ROADS & HIGHWAYS • e Project : Consultancy Services for Feasibility Study and Detailed Project Page 5 of 9 Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EUVREP -04 Ana , Site) " I s of Alternatives (Technology and Link : C- D Length : 3.050 km This 3.430 km long link originates from node C and runs in the North-West direction and terminates at node D at km 332.480 of NH-34. Along the route, the link crosses river Behula at two places as shown in 5.2 and also crosses two bituminous roads. Landuse pattern comprises of agricultural land and some stretches of mango plantation. This link mainly passes through Rasiladaha mouza without affecting Sujapur village (a part of Rasiladaha mouza). Link :-D-G Length: 1.295km This 1.295 km stretch is generally along existing NH-34 upto km 333.775. This stretch is basically considered for comparing all alternative options of Maldah with respect to common start and end point. Option-3 :- Alignment A-H-J-D-G Length : 9.450 km This segment starts from km 324.325 of NH-34 and follows the existing road upto km 333.775 of NH-34. This stretch mainly passes through both residential cum commercial areas. Semi pucca and kutcha structures, mostly encroachments, have been found within the existing ROW. The railway track runs parallel for about 1knn along the left side of the link. Average property to property line width is varying from 25 to 50m and further acquisition for widening will result in R & R involvement. From km 324.325 to 327.550 of NH-34, the road is 2-lane, after which till km 329.100, there is 4-lane facility with service roads. There after the road is of 2-lane configuration till the termination point. Enroute, it crosses a flyover on Rathbari junction, Mahananda river and Singhabad-Old Maldah railway line. The segment also crosses two at-grade junctions. Mixed traffic consisting of slow and fast moving vehicles along with road side parking have been found in this segment. After crossing Mangalbari area the road geometry is very poor near railway line crossing. This segment finally crosses Behula river and runs parallel through the outskirts of Border Security Force (BSF) (Narayanpur Camp) area before terminating at km 333.775. The link HJ within this segment is basically an elevated road corridor with viaduct and RE wall structure. In brief, the link details with their respective lengths are given below in Table 5.2. Table 5.2: Details of the Links for the Bypass (Maldah Bypass) nk I Segment Length Alternative Alignments Total o Node) (m) Length (km) ,E 3650 :F 3950 I A-E-F-G 11.150 G ---r 3550 I3- 2340 3560 II A-B-C-D-G 10.245 3050 1295 1 9705 III A-H-J-D-G 9.450 hoto g raPhs of the variou fives are presented in Plate 5.2. LO, ROADS & HIGHWAYS i )0- \ Page 6 of 9 — Project : Consultancy Services for Feasibility Study and Detailed Project — Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) _ Section of NH-34 Revision: RO Document : 20061151R1-1/DPR/EIA/REP-04 Analysis of Alternatives (Technology and Site) 5.4 Evaluation and Recommendation on Alternative Alignments 5.4.1 General On the basis of characteristics of the alternative alignment and related issues, following sections present a review, study and analysis of the relative merits and demerits of them with a view to arriving at an objective type decision matrix and put forth recommendations regarding the most feasible one. The final alignment is, however, subject to refinement, within the chosen corridor, subsequent to detailed topographical survey and other related surveys of the selected one. 5.4.2 Evaluation Criteria It is necessary to establish few prime benchmark criteria to evaluate alternative corridors. The attributes examined in a route location study may take many forms, but of prime importance are physical, economic, social and environmental ones. It is indeed imperative, therefore, to incorporate the information after considering all the factors, which influence the final route selection. In general, selection of the 'best' corridor through evaluation of major criteria is highly dependent on social and economic factors and land acquisition along with resettlement of affected families. Other important factor is physical control, particularly from the standpoint of meeting the desired/minimum design criteria, geometric, in particular. Indicative cost control is more or less dependent on physical and socio-economic factors. The environmental control is one of the important issues which will show how new route will affect the local environment and also identifies measures to be taken to make a route feasible. In fact, this aspect also incorporates the social, rehabilitation and resettlement issues in particular, within its general ambit. After considering all these criteria, the alternative alignments have been evaluated with respect to the following four major criteria; i) Engineering (Physical/ Geometry) ii) Socio- Economic (In terms of Acquisition and Resettlement) iii) Indicative Cost (Cost of Construction and acquisition of land and structures) iv) Environment 5.4.3 Evaluation Methodology For analysis and evaluation purpose the above four major criteria have been divided into different sub-divisions, which will lead to more thorough and objective evaluation. Each of the sub-classifications has been given equal weightage (except for environmental consideration) within the particular major criteria division. Average percentage weightage has been calculated considering best one as unity and alignments ranked through a set of decision matrices. The corridor locations have then been evaluated with respect to the four major criteria assigning a relative weightage between them and the route receiving the highest percentage score have been taken as the most beneficial and hence recommended. In general, the weightage system of the evaluation of alternatives may appear to be somewhat subjective. Nevertheless, this methodology is quite robust, widely used and acceptable. Further more, while some difficulty was indeed faced in attributing the marking system in a multidimensional comparative study, the system of weighing adopted have tried to impart a degree of objectiveness through comparison of a wide range of sub-classifications related to numerical values of the items under the alternatives to the 'best' one under the group. DETAILED'PROJECT REPORT ROADS & HIGHWAYS L —J IZ 0 0 0 I I I 03 I I I < < < C CO CCC, Project : Consultancy Services for Feasibility Study and Detailed Project Page 7 of 9 Report for 416 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NI-1-34 Document : 2006115/RH/DPR/EIA/REP -04 Ana ysis of Alternatives (Technology and Site) The data sets as well as engineering and cost frame as used in this study have been derived on the basis of preliminary surveys and data collection backed by experience and appreciation of the issues by the Consultants. As such these may prima faci appear to be somewhat approximate, but considered quite sufficient and reasonable for the specific purpose of comparison of alternatives under this study. The comparison exercise was then tested under two sets of sensitivity Analyses by varying the relative importance/weightages of the testing criteria. The recommendation was then drawn up on the basis of the results of the evaluation and the subsequent sensitivity analysis. 5.4.4 Evaluation for Engineering Parameters The summary of engineering parameters related to the alignment, layout and geometry of various alternatives in different sections as conceived under this study in general as well as comparison of the same through a system of weightage, percentage of weightage and ranking as explained are presented in Table 5.4 and Table 5.5 for Kaliachawk Bypass and Maldah Bypass respectively. It may be seen that by this method of evaluation, Alignment-11 for Kaliachawk Bypass and Alignment-II for Maldah Bypass have been ranked 1 st through such evaluation. 5.4.5 Evaluation for Socio -Economic (Acquisition and Resettlement) Aspects These very aspects along with compensation and / or rehabilitation have a very important bearing on the resources and feasibility of the project. This aspect has been evaluated for each item / characteristic and presented along with relative weightages in Table 5.6 and Table 5.7 for Kaliachawk Bypass and Maldah Bypass respectively. Items evaluated include no. of different types of residential building, commercial structure, religious structures and institutions, as well as different types of land (agriculture, residential, garden etc.). It can be seen that for this aspect of evaluation, Alignment-I for Kaliachawk Bypass and Alignment-11 for Maldah Bypass has been ranked 1s t. 5.4.6 Evaluation for Cost Criterion Table 5.8 and Table 5.9 provide (for the two new bypasses) the evaluation of the alternatives with respect to total cost, i.e, construction cost as well as cost of compensation for land acquisition and resettlement of displaced families and various infrastructure/factories etc. Alignment-1 for Kaliachawk Bypass and Alignment-II for Maldah Bypass has been ranked 1 st under this evaluation. 5.4.7 Evaluation for Environmental Aspects Evaluation for this aspect has been presented in Tables 5.10 and 5.11 for ease of ready reference. Alignment-Ill for Kaliachawk and Alignment-III for Maldah Bypass has been ranked 1 st under this evaluation. 5.5 Overall Evaluation through Final Decision Matrix 5.5.1 Relative Weightages of the Major Criteria The final choice of alternatives as most favoured one should be confirmed through assessment with relative weightage factors from engineering, socio - economic, cost and environmental considerations 1. ROADS & HIGHWAYS -15;;TTIIILEO . R.ROJECT REPORT 8 of 9 Consultancy Services for Feasibility Study and Detailed Project Page Project : of Farakka-Raiganj (Km. 295 to Km. 398) Report for 4/6 Laning Revision: RO Section of NH-34 -04 Document : 2006115/RH/DPRJEIA/REP Analysis of Alternatives (Technology and Site) major the overall evaluation of the candidate options, the following weightages for the In and impact of each criteria have been assigned after considering relative importance criteria on this study. i) Engineering aspect - 20% ii) Socio- Economic aspect - 40% iii) Indicative Cost aspect - 30% iv) Environmental aspect - 10% The above weightages are admittedly subjective, but based on the overall understanding on the study area with particular reference to the objective and requirement of the project. Considering present social and economic scenario in West Bengal, the socio-economic aspect, which is related to acquisition of land and resettlement of people, have been given the highest weightage. This is followed by Indicative cost and engineering aspect. Total cost (including acquisition of land and resettlement) and cost of construction have been considered as indicative cost aspect. Variations in weightages reflect priorities in evaluation. Environmental consideration has been given the lowest priority for this exercise only as the analysis for this aspect has already been influenced and considered as such to quite an extent, as one of the characteristics under Socio- Economic criteria and engineering factors. So, accordingly a higher weightage could have been somewhat duplication. This should not be construed as dilution of the importance of this vital element particularly from aesthetics, public health, safety, noise, air, and water pollution point of view. But, at the same time, the adverse impact is not that conspicuous in non-urban areas, generally the land use of the route traversed. As a mater of fact, one set of sensitivity analysis has been done with much higher weightages for this element. 5.5.2 Evaluation Table 5.12 and Table 5.13 provide the final Decision Matrix for the three bypasses with weighted considerations of the influencing aspects. The evaluations for the three bypasses are given below. • For Kaliachawk Bypass, Alignment-I ranks 1st with a score of 80.82%. • For Maldah Bypass, Alignment-II ranks 1st with a score of 88.91%. 5.6 Sensitivity Analysis The acceptability of preferred corridors for the two respective bypasses are further established by the sensitively analyses. Because of the uncertainties surrounding many of the criteria / factors and somewhat subjectiveness of the relative weightages, sensitivity analyses were carried out to test the intrinsic strength of the conclusion to below: arrive at the most preferred corridor with two more sets of weightages, as listed Weightages under Criteria Sensitivity Test Set 1 Sensitivity Test Set 2 25% 10% ) Engineering Aspect 20% ii) Socio — Economic 25% 40% * , i Indicative Cost 25% E.P‘\\ ROADS & HIGHWAYS PROJECT REPORT '47- • • - 15E-TAH_ED Project : Consultancy Services for Feasibility Study and Detailed Project Page 9 of 9 Report for 4/6 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document : 2006115/RH/DPR/EIA/REP -04 Analysis of Alternatives (Technology and Site) Weightages under Criteria Sensitivity Test Set 1 Sensitivity Test Set 2 iv) Environmental Aspect 25% 30% The evaluations under these two sets of weightages are presented in Table 5.14 and Table 5.15 for test set-1 and in Table 5.16 and Table 5.17 for test set-2 respectively. Following chart shows that the preferred alternatives remain 1 st ranked evenafter sensitivity analyses, thereby implying that choice of the alignment is insensitive to a very wide band of weightage system adopted and as such strongly recommended. Table 5.3: Top Ranked Alignment after Sensitivity Analysis Sensitivity Test Test Set-1 Test Set-2 Kaliachawk Bypass I I Maldah Bypass II I l 5.7 Discussions and Conclusion As discussed earlier, two alternative alignments for Kaliachawk and Maldah bypass have been studied through different routes. After analyzing all the four criteria (engineering, social, environmental and cost), for various alternatives of the two respective bypass locations, Alignment-I for Kaliachawk Bypass and Alignment II for Maldah bypass are found to be the preferred ones. Alignment I and Alignment II for respective bypasses ranked first even in sensitivity tests. Thus these alignments have been recommended for economic evaluation. 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Z£8 Z£8 9 0 0 Leng t Ins ide Ha bita t ion -0 . h 1 (0. 100) 090' 0 0 0 00 N N 1; 'Pre O .0 sence 0 f Sens o it ive £1 co . 1Loca t ions ( 0.100) 09E 09E 990' 0 0 ZZ ZZ O 0 0 N N 1.6 •O 00 Z Z . 00 Ap p 0 rox ima te o s - Nos. f Tree . 1 to be Cu t (0.100) ea 0 0 9 1.6 . () () . 0 0 8' L8 To ta l We ig htag e ./ ./ 9Z 817 817 . 83' n. 1 017 . Averag e We ig htag e 111E 11 , , r> tt . ■ Table : 5. 12 Decision Matrix : For Ka liachawk Bypass (a- e- v) v) o- 1v 1v 4 1- SW0 4 1 1 Alt-II (A-B-E-D) 6ft , , 71 Engineering Asp e ct Perc e ntag e we ightag e in Ta b le 5.4 X 0. 20 9Z . . 61 1,91 . EL8Z EL8Z . So cio - Eco nomic Asp ect Perce ntag e we ightag e in Ta ble 5. 7 X 0. 40 Ci 9Z 9Z 7 98' . LZ LZ 00 0£ 0£ . Indicative Cost Per cen tag e w eightage in Ta ble 5. 10 X 0. 30 60' L L 98 .Z 9 9 17 17 . 1 Environmental Aspect Pe rce ntag e w e ightag e in Ta ble 5. 13 X 0. 10 99' .9 .9 1 Z' 99 99 t7 Z8' 08 08 V" Fin a l Ran k A A • A A C (o- a- Z VE9 r- SZ VZ H- . •L ZZ CI v) G) D- 00 1.6' 90 0E CV C- . . 88 0E 9E 91 B- L . A- I ( I s Alt- as Byp G) h L0' Ot7 Z9 F- ZZ Z8 lda E- . . . 99 9Z . 91 91 17 Ma A- . . r 5. 13 I ( : Fo Alt- : ix Ta ble tr Ma ion is 10 0 3 40 20 Dec 0. X 0. X 0. X 11 X 0. 9 7 5 5. 5. 5. 5. le SUI0 b ble ble ble Ta Ta Ta Ta t 1 .1 in in in ec t e in e e e e c e t Asp c htag htag htag htag e ic ig ig ig ig t l Asp e ta Asp nom we w we we n e e e o Cos e k ing r Ec tag tag tag tag ive nme n t n n - l Ran iro inee io ica rce na d Fi Percen Env In Perce Pe Soc Perce Eng Table : 5.14 Decision Matrix : Sensitivity Test Set 1 For Kaliachawk Bypass D) I F1-F2- E Alt- ll (A- 1 Alt-I (A-B-C-D) Alt- 1 (A-B-E-D) 0) CO 0) < - co r) U) w c5) O) E CD CD C x O C U) U) , _o _c cr a) as a) as 0 CD ) T 0 < LLI co . a) cf) 0 0) 0_ • O E o - o o (7) 1 0_ cs, U) O co szt _c a) co c 0) cL) C w 1 ] O CN1 C CNJ 71) O O L() c\I O > a) co E a) e U) 0.4 O a) U) F- _c) a) C a) 0) c 0 ,a) L o N C < .0) • 0 0) 0. a) co E • > 2 • I 1.0 O cp _o a) co C 0_ a) 0) cp CV CD 0 ti CV CD CD CD C LL 0") a) a) U) eL C CN1 12C LL C 4 Table : 5. 15 Dec is ion Ma trix : Sens itivity Tes t Se t 1 For Malda h Byp ass 0 1 S W1 1 1 . v) v) r- H- a- Alt-I (A-E-F-G) II (e- Alt- ( A-B-C-D-G) eng ineering 61- 61- Asp ect 80 . 68t . . L ,Percen tage we ightage in Ta ble 5. 5 X 0. 25 Socio 1 - . . Econom ic 79 Asp ect 1 Percentage we ig htage in Ta ble 5. 7 X 0. 25 In dicative Z Z Z 0 Cos t 0 6 6 9L . Percentage we ightage in Ta ble 5. 9 X 0. 25 Env n. NI ironmen tal Asp t 90 ec . L L Percentage we ightage in Ta ble 5. 11 X 0.25 1 9 9 C/ 7 9 99' Final 9 p ercentage We ightage Final Rank M Ta ble : 5. 16 Alt-I (A-B-C-D) Alt-II (A-B-E-D) Alt-III (A-F1- F2-D) E6 96 6C 1. 1. 2. 2. 2. 2. . . Eng inee ring Asp ect . Percen tag e we ightage in Ta ble 5.4 X 0.10 2 2 9 6 6 143' C . Socio - Economic Asp ec t Pe rcen tag e we ightag e in Table 5.6 X 0. 20 0 0 0 £Z 9C 9C t7 t7 . . Indica tive Cos t Percen tag e we ightag e in Ta ble 5. 8 X 0. 40 9 -Z -Z 81 t79 Z* , , 1 . Env iron men ta l Asp ec t Percentage w eightage in Ta ble 5. 10 X 0. 30 96' 89 89 Z9' 08 08 8' EL EL 7' 1 Fina l p ercentage We ightag e CI CNI r- Final Ra nk Table : 5. 17 Decision Matrix : Sensitivity Test Set 2 For Maldah Bypass v) v) r- a- (o- H- swe l l l Alt-I (A-E-F-G) Alt-II (A-B-C-D-G) 96' SC' 1,97 S S 9 9 _ _ Eng inee ring Asp ec t Pe rcen tag e w e ightag e in Ta ble 5. 5 X 0. 10 6 6 -C , , I . 1 So cio - Eco nom ic Asp ec t Per cen tag e we ightag e in Ta ble 5. 7X 0. 20 00' 9E 9E OZ' 01 Indica tive Cos t 7 Percen tag e we ightag e in Ta ble 5. 9 X 0. 40 Lt 71 , , En vironme nta l Asp ec t 71 Percen tag e we ightag e in Ta b le 5. 11 X 0. 30 9 9 69' LZ' L9 L9 99 99 17 117 Fina l p ercen tag e We ightag e T C' CNI e — , Fina l Ran k ' CHAPTER 6 ENVIRONMENTAL MANAGEMENT PLAN AND MONITORING PROGRAMME Project: Consultancy Services for Feasibility Study and Detailed Project Page 1 of 8 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO — Document: 2006115/RH/DPR/EIA/REP-04 Environmental Management Plan and Monitoring Programme CHAPTER - 6 ENVIRONMENTAL MANAGEMENT PLAN AND MONITORING PROGRAMME 6.0 Introduction An environmental management plan is required to be made along with the necessary institutional arrangements for effective implementation and monitoring activities of the project. It is expected that all stakeholders i.e. the NHAI, State Government Forest Department, the Design and Supervision Consultant, the Contractor, the Environmental Consultants, NGOs and the general public will play their respective role in effective implementation of EMP. Most of the environmental impacts from the project will arise during the construction phase. Items such as soil erosion, air pollution, surface water pollution, noise pollution, preservation of ecological resources, accidents and safety are to be controlled by making suitable provisions and assigning the responsibility for implementing mitigation measures to the contractor. Environmental Management Plan (EMP) is required at various stages of the projects: Conceptualization: Preliminary Environmental Assessment Planning: Detailed studies of environmental impacts and design of safeguards Execution: Implementation of environmental safety measures Operation: Monitoring effectiveness of built-in safeguards 6.1 Environmental Management Plan Environmental Management Plan (EMP) is proposed in the following section for effective implementation of the preventive and mitigation measures suggested to offset/minimise the identified impacts in the Chapter 4. Details of various actions required to be taken during construction and operation stages of the project have also been discussed. The Environmental -Management Plan (EMP) broadly refer to the following aspects: (i) Identification of implementing authority (ii) Implementation of the required mitigation measures (iii) Monitoring of the programme of implementation (iv) Reporting to designated institutions to establish accountability (v) Monitoring Plan (vi) Budget for EMP 6.1.1 Environmental Management Plan During Construction Stage The Environmental Management Plan for the construction stage shall comprise the following: • To verify whether all the recommended mitigative measures in environmental Impact assessment have been incorporated in the detailed design and engineering stages as well as in construction stage ;` . • T monitor the implementation of the mitigative measures during construction :stage DETAILED PROJECT REPORT ROADS d HIGHWAYS Page 2 of 8 — Project: Consultancy Services for Feasibility Study and Detailed Project Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Revision: RO — Section of NH-34 — Document: 2006115/RH/DPR/EIA/REP-04 Environmental Management Plan and Monitoring Programme and • Construction wastes generated during construction including cutting felling of trees shall be disposed off at specific dump site • Approved construction methodology shall be adopted • The construction personnel shall be properly trained for handling the work in accident free manner • Housing facilities with amenities for all project construction personnel, if required, shall be provided 6.1.2 Environmental Management Plan During Operation Stage During operation stages the major thrust of environmental management shall be on the following aspects: • Maintain a close vigil on the activities_ of the major vehicles to ensure efficient carrying out operation. Regularity on maintenance of the project implements, i.e. road surface, bridge, guard walls, road sign, road side plantation, road marking etc. • Monitoring pollution levels of air, water, noise, soil at certain time intervals, incorporation of newly developed/modified system, pollution control, whenever possible. 6.2 Identification of Implementing Authority The proposed project will be executed by NHAI. An Environmental Management Cell (EMC) will have to be set-up by them, who will implement and monitor the recommended mitigation measures. The EMC will comprise expertise from different fields of specialisation as required. In addition, EMC will collaborate with other institutions / organisations e.g. the West Bengal Transport Infrastructure Development Corporation, State Pollution Control Board, State Revenue Department, State Public Health Department etc. as and when required. 4 NHAI may appoint institutions/organisations for the implementation of all or some of the mitigation measures. In that case, although the appointed institution/organisation will implement the mitigation measures, the monitoring of the programme of implementation and reporting to the designated institutions to establish accountability will be done by the NHAI. 6.3 Monitoring Implementation of Recommended Mitigation Measures Detailed activities to be addressed in the Management Plan have been considered and discussed in detail in Table 6.1. This table presents an inventory of task to be performed for environmental management. It is envisaged that the mitigative measures for the impacts during construction phase will form a part of Tender Document for the construction work. The major instrument of environmental management plan would be detailed in Tender Document and monitoring performance of the construction by the EMC. The conditions which must appear in the Bid Document are suggested below: ROADS & HIGHWAYS DETAILED PROJECT REPORT — Project: Consultancy Services for Feasibility Study and Detailed Project Page 3 of 8 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO —Section of NH-34 — Document: 2006115/RH/DPRJEIA/REP -04 Environmental Management Plan and Monitoring Programme • All necessary measures and precautions will be cited so that the execution of the works and all associated operations on-site or off-site are carried out in conformity with statutory and regulatory environmental requirements • All necessary measures and precautions to avoid nuisance or disturbance arising from the execution of the work will be included, preferably at the source itself • Wastes such as spoils, debris, silt etc, are to be removed from work site immediately following construction and the affected areas will be restored to its original state • Workers Camp to be removed after completion of work 6.4 Monitoring Plan All the activities to be carried out during construction and operation stages are detailed in Table 6.1. The environmental monitoring plan during construction and operation phase has been presented in Table 6.2 and Table 6.3, respectively. NHAI (EMC) will monitor all the activities as mentioned in Table 6.4. The EMC will document all the monitoring results/observations. The EMC will report to the designated institutions i.e. NHAI, WBTIDC, SPCB, PHE etc. to establish accountability. The EMC will adopt suitable mitigation measures in consultation with the collaborating institutions, if any aspect is found to be non-conforming with the stipulated standards. 6.5 Environmental Training In addition to implementing and monitoring of different environmental attributes, the EMC shall also be actively involved in imparting training and raising the environmental awareness level of Construction Engineers/Contractors and other staff members/workers so as to enable them to take environmental aspects into consideration as and when required. 6.6 Budget for EMP The cost on this account should be covered within the construction budget and should not be seen as items of cost for implementing EMP. The estimated environmental cost considered here shall include: (a) During construction phase • Provision of sanitation at the workers camp • Provision of fuel to the workers • Dust suppression • Provision of drinking water • Provision of air, water, noise and soil monitoring • Tree Plantation (b) During Operation Phase e Monitoring of environmental parameters like air, water and noise O Monitoring of tree plantation The cost of environmental protection measures is stated in Table 6.4. DETAILED PROJECT ,REPORT ROADS & HIGHWAYS Page 4 of 8 Project: Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document: 2006115/RH/DPR/EIA/REP-04 Environmental Management Plan and Monitoring Programme Table — 6.1 Phase-wise Detailed Activity Implementation Schedule Responsible/ Supervising Action to be taken SI. Project related I Organisation/ Authority No. issues During Construction Phase Construction company in Select and finalise the Site for storage and • consultation with the NHAI, 1 sites for storage and construction Local Municipality/ Panchyat construction workers' camp workers' camp etc. Construction company in Proper sanitation Sewerage and solid • consultation with the NHAI, 2 at construction waste disposal at facilities SPCB and PHE/Local workers camp workers colonies Municipality! Panchyat. • Collection of domestic refuse and its suitable disposal Construction company in Deploying person at Traffic Management • with NHAI, construction site for traffic consultation WBTIDC & local diversion ° Municipality/Panchyat and • Safety measures will also be undertaken by local traffic police. installing road signs and marking for safe and smooth movement of traffic. • Temporary traffic and construction signs are to be provided at appropriate areas during construction for traffic diversion and pedestrian safety. These signs are to be regulatory, warning and informatory types and placed in the roadside. Construction company in Tree identification, Tree Felling • and 4 marking and felling activities consultation with DFO Activities NHAI/ Municipality/Panchyat in consultation with Forest and local people. Department to be performed Construction company In • Stationary construction Noise Level consultation with the NHAI, 5 related equipment will be SPCB and PHE/Local placed as far away as Municipality/ Panchyat. possible from inhabited areas to minimise noise impacts • Construction activities will be strictly prohibited between 10 pm and 6 am near inhabited areas but away from residential area, work may be continued c)1; during the night. cf4Vii 4 ROADS & HIGHWAYS DETAILED PROJECT REPORT Project: Consultancy Services for Feasibility Study and Detailed Project Page 5 of 8 Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) Section of NH-34 Revision: RO Document: 2006115/RH/DPRJEIA/REP-04 En vironmental Management Plan and Monitoring Programme S I. Project related Action to be taken Responsible/ Supervising No. issues Organisation/ Authority • Provision of earplugs for workers exposed to high noise level. Air Quality • Vehicles carrying Construction company in construction material shall consultation with the NHAI, be covered to avoid spilling. SPCB and Local • Asphalt mixing plant Municipality/ Panchyat. shall be placed far away from residential area considering wind direction • Mixing equipment shall be equipped with dust control device (e.g. cyclone separator, wet scrubber) • Water sprinkling in morning and evening hours at construction yard to avoid dust generation Water Quality • Prior permission of the Construction company in concerned Engineer and consultation with the NHAI, regulatory authorities shall SPCB and Local be taken regarding Municipality/ Panchyat. discharging or disposing of any material arising from the execution of works Occupational Health • Workers shall be Construction company in and Safety equipped with proper safety consultation with the NHAI gears like helmets, gloves and PHE/Local Municipality/ etc. Panchyat. • Periodic health checkup and medical camp for construction workers. Basic amenities and • Adequate sanitary Construction company in sanitation facilities facilities will be provided to consultation with the NHAI for construction the workers to avoid health and PHE/Local Municipality/ workers related problem Panchyat. • Periodic health checkup will be done. 10 Fuel for construction • Adequate supply of fuel Construction company in workers (kerosene) shall be provided consultation with the NHAI/ to construction workers for Municipality/ Panchyat. cooking and other household activities . 11 Drainage System • Avoiding obstruction of Construction company in existing drainage adjacent consultation with the State to the site. Govt./ NIHAU Municipality/ Panchyat. 12 Disposal of Solid 1 • Propel- solid waste Construction company in Wastes disposal facilities will be consultation with the State provided at the construction Govt./ NHAI and local DETAILED PROJECT REPORT ROADS & HIGHWAYS Page 6 of 8 C Project: Consultancy Services for Feasibility Study and Detailed Project Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: RO Section of NH-34 Document: 2006115/RHIDPRIEINREP-04 Environmental Management Plan and Monitoring Programme -1 Responsimei Supervfsmg --- T-- Action to be taken SL Project related Organisation/ Authority No. issues municipality.! Panchyat. workers' camp. • Debris generated from construction/ demolition activities will be transported to the dumping yard for final disposal. During Operation Phase Construction company/EMC Monitor periodically Air Quality • of NHAI in consultation with 1 ambient air quality at the Local Municipality/ selected locations Panchyat and SPCB. • Enforcing different control measures to minimise traffic related air pollution. Construction company/NHAI Prepare and administer Road Safety and • in consultation with the State 2 a monitoring system on road Traffic Management Police Department and local accidents. municipality/ Panchyat. • Adequate number of proper signs with clear visibility shall be installed along the road. Provide car parking space at parkomat to avoid congestion. Periodic monitoring of Construction company/EMC Noise Level • of NHAI in consultation with ambient noise levels at the Local Municipality! selected locations. Panchyat and SPCB. • Erecting signboards at sensitive and residential locations prohibiting use of air horns. Construction company/EMC • Provision of proper 4 Water Quality of NHAI in consultation with drainage system. the Local Municipality/ • Analysis of water quality Panchyat and SPCB. Construction company/EMC Proper solid waste Solid Waste • of NHAI in consultation with 5 disposal facilities will be Management the Local Municipality! provided in each of the A Panchyat and SPCB. proposed area for development. A A ik 0 ROADS & HIGHWAYS DETAILED PROJECT REPORT — Project: Consultancy Services for Feasibility Study and Detailed Project Page 7 of 8 — Report for 4/6 Laning of Farakka-Raiganj (km 295 to km 398) — Section of NH-34 Revision: RO — Document: 2006115/RH/DPR/E1A/REP-04 Environmental Management Plan and Monitoring Programme Table — 6.2 Environmental Monitoring During Construction Phase Parameters Location Duration Frequency Air Quality: At two locations 24 hours continuous Twice in a week for SPM, RPM, Close to Construction site sampling eight week other 802 , NOx and than monsoon CO Noise Level: Leg At two stations 24 hours continuous Twice in a year eg (day) and L sampling Other than monsoon (night) Water Quality: Two surface water Grab sampling Twice in a year (non- for different samples and two ground monsoon season) physical, water samples close to chemical and Construction site biological parameters Soil Quality: At two locations Grab sampling Twice in a year (non- Lead (Pb) and monsoon season) Oil & Grease Plantation & it s At selected locations Throughout the year Regularly throughout maintenance th6 year Table — 6.3 Environmental Monitoring During Operation Phase Parameters Location Duration Frequency Air Quality: SPM, Close to road side 24 hours continuous Once in a year other than RPM, SO2, NOx sensitive area sampling monsoon and CO Noise Level : Leg Close to road side 24 hours continuous Once in a year other than (day) and Leg (night) sensitive area sampling monsoon Water Quality : for Close to road side Grab sampling Once in a year other different physical, sensitive area than monsoon chemical and biological parameters Soil Quality Close to road side Grab sampling Once in a year other sensitive area than monsoon _1 DETAILED PROJECT REPORT ROADS & HIGHWAYS Page 8 of 8 Project: ConsultancY Services for Feasibility Study and Detailed Project RO — Report for 416 Laning of Farakka-Raiganj (km 295 to km 398) Revision: Section of NH-34 Document: 2006115/RH1DPR/EINREP-04 Environmental Management Plan and Monitoring Programme Table — 6.4 Cost of Environmental Management & Monitoring Amount I !nit Pate Quantity/ (in lakhs) Description (in rupees) Duration SI.No. Item Particulars During Construction P hase 7.50 Lump sum 2.5 Years Provision of sanitation at 1 Sanitation workers colony and supply of drinking water 24.0 8,000/- per 2.5 Years For 100 km Project 2 Dust Suppression Road km 32,000 160.0 At selected Locations 5001- per 3 Tree Plantation No. (approx.) At selected locations 96 6.72 week for eight 7000/- per Pollution Twice in a 4 Air than station Monitoring (SPM, week other at two RPM, SO 2 , NOx, monsoon locations CO, Pb) 12 0.06 At four stations over 24 5001- per 5 Noise Monitoring station hours once in a year 1.20 5000/- per 24 Quality Twice in a year at four 6 Water station stations Monitorin• 12 0.60 Twice in a year at two 5000/- per 7 Soil Quality station Monitoring : Lead locations (Pb) and Oil & Grease Total Cost = 200.08 say 200.00 ARO, ROADS & HIGHWAYS DETAILED PROJECT REPORT CHAPTER 7 PROJECT BENEFITS Project: Consultancy Services for Feasibility Study and Detailed Project Page 1 of 1 Report for 4/5 Laning of Farakka-Raiganj (Km. 295 to Km. 398) Revision: RO Section of NH-34 Document: 2006115/RH/DPRJEIA/REP -04 Project Benefits CHAPTER 7 PROJECT BENEFITS 7.1 Positive Attributes of the Proposed Project During environmental baseline survey and preliminary assessment to identify potential adverse impacts, some of the several beneficial impacts on human and natural environment are identified and briefly discussed in the following paragraph. 7.2 Reduction in Travel TiMe The proposed road widening project of NH — 34 will provide faster movement between Farakka to Raiganj passing through densely populated and congested area of Kaliachak (near km 307.00), Sujapur (km 315.000), Maldah (km 328.000), Itahar (km 383.000) and Gajol more (km 352.000). Thus these will be sustainable reduction in travel time. 7.3 Reduction of Fuel Consumption The reduction in travel congestion will result in reduction of fuel consumption thereby saving the vehicle operation cost. 7.4 Reduced Air Pollution The increased traffic speed and reduced fuel consumption will result in reduction of exhaust vehicular emission thereby reducing air pollution. The project will facilitate minimising accelerating, decelerating, stopping and idling which will result in reducing of air pollution. ir) 7.5 Reduced Vehicular Operating Cost The project provides smooth and uninterrupted movement of vehicles. It will reduce travel time, less fuel consumption and less maintenance and overhead expenses. All these will result in less vehicular operation cost. 7.6 Better Facilities to Road Users The planned and well designed project will provide better facilities to the road users. 7.7 Enhanced Safety The project will improve pavement, shoulder and intersections with functional and safety enhanced. It will provide cautionary and regulatory signs and markings. All these will enhance safety to the road users. 7.8 Enhanced Aesthetic and Landscaping The project will provide roadside trees, which ultimately enrich aesthetic beauty and landscaping. 7.9 Increase Job Opportunity The project will provide job opportunity to the local laborers, during construction as well as maintenance phase. HIGHWAYS ni Mit E7D PROJECT REPORT ROADS & 4