Executive Summary Page 0- 1 0.0 Executive Summary
0.1 Introduction
Madhya Pradesh State Roads Project aims to rehabilitate the key roads (state highways and major district roads) to upgrade to inherently sound facilities, now in a poor state of repair, in an effort to enhance their quality and life span and strengthen the ability of executing agencies to do more, faster and better working future resulting to an economic turnaround. Primary focus of the Project is to improve connectivity of the State Highways (SHs) and to the National Highway network and to improve rural connectivity and facilitate all round development in educational & health facilities and trade activities within the State for economic growth. The Project Road is Bhopal - Berasia - Sironj road section of SH-23 in the districts of Bhopal & Vidisha and comprising about 106.9 km of road length. The Project Road starts from Bhopal Talkies of Bhopal town (km 0/000) and terminates near Sironj town provided with 3 arm junction (km 4/100). The Environmental study has been carried out, in accordance with the requirements of the Government of India guidelines for Rail / Road / Highway projects. For the purpose of Environmental Study a corridor up to 10 km on either side of the project road has been studied. The Environment assessment process has included an inventory of baseline environmental conditions using data collected from secondary sources and field investigations; the identification of environmental issues / impacts and suggestion for mitigation measures to minimize adverse environmental impacts. The project detail overview is presented below in Table 1.1 . Table 1.1: Details of Project Road Sr. Particulars Existing Proposed No. 1 Road Length 106.900 km 106.320 km 2 Carriageway Two lane Two lane with Paved Shoulder for Bhopal – Berasia section & two lane with Earthen shoulder for Berasia –Sironj section 3 Right of Way ROW 15 m (except in built up areas, forest sections) from centreline of road. 4 Railway Crossing 5 Bypass 6 Major Bridges 02 Widening & Strengthening 7 Minor Bridges 24 8 Culverts 119 9 Bus stops 11 10 Junctions 43 Improvement 11 Safety Measures Crash Barriers, Road Signs Signals, Guard Post, Delineators, Ambulance
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Executive Summary Page 0- 2 0.2 Existing Environmental Features As mentioned, project road is situated in the districts of Bhopal and Vidisha and hence can be described as influenced districts along this project road. Both the districts are located in southern Madhya Pradesh. The project road lies between 77 o24’ (E) to 77 o40’ (E) longitude and 23 o15’ (N) to 24 o05’ (N) latitude. Climate: The region experiences typical tropical climate. It is characterized by hot summer season and general dryness except in the southwest monsoon season. The year may be divided into four seasons. The cold season from December to February is followed by the hot season from March to about the middle of June. The period from mid June to September is the southwest monsoon season. October and November constitute the post monsoon or retreating monsoon season. The maximum temperature during summers ranges from 33ºC to 44ºC while minimum temperature from 30ºC to 19ºC. The Temperature during the winter season ranges between of 27ºC to 10ºC. The monsoon season spreads from the month of June to September with average rainfall of 1000 mm in the west to 2000 mm in the eastern part of state. The mean annual rainfall in the state is 1200 mm. Humidity: Relative humidity in both the districts varies between 25 % to 75 %. Cloudiness:
During the monsoon season, the sky is mostly moderately to heavily cloud. In the rest of the year, the sky is generally clear or lightly clouded. Cloudy sky prevails for brief spell of a day or two in association with passing western disturbances in the cold season. There are approximately 6597 number of trees exist along the project road. The density of trees is low in most of the section. 0.3 Potential Impacts and Mitigation Measures 0.3.1 Physical Environment Meteorology
No change in the macro climatic settings (precipitation, temperature and wind) is envisaged due to the project. The microclimate is likely to be temporarily altered by vegetation removal and the addition of increased pavement surface. This will result in an increase in daytime temperature on the road surface and soils due to loss of shade trees and vegetative cover which is very limited in the region.
Mitigation Measures
Impacts to the micro climate will be unavoidable, but will be significant over a short term. In the long term, the impact will be reversible and will be mitigated by the establishment of
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Executive Summary Page 0- 3 new vegetation, including the addition of trees. The short term impact will be minimized to the extent possible by minimizing the number of trees to be removed through minor adjustments to the road alignment.
Geology, Soil and Mineral Resources
Construction phase
Large quantities of sand and aggregate materials are required for road sub base / base / pavement construction, and asphalt mixing. The volume of material required will depend on the volume of suitable material that is excavated during construction. Impacts resulting from the import of aggregate materials are highest if a new quarry is required. The impacts of establishing a new quarry are typically extensive, including impacts to soils / geology, agriculture or other land use, air quality (dust), noise / vibration (from blasting and / or scraping), traffic (truck hauling) and permanent aesthetic impacts to the landscape. In addition to these impacts, environmental effects will also be generated by the establishment and operation of concrete and asphalt plants that may be installed during operation. There is also potential for contamination of soils from spilled fuel, engine oil, bitumen / asphalt, etc. Routine runoff will also contain some contamination from fuel, oil and grease, but contamination of soils is unlikely due to drainage controls. Loss of cultivated top soil is expected due to the movement removal of topsoil for construction purpose. Mitigation Measures
The primary mitigation to reduce the impacts of sand and aggregate material excavation is to maximize the use of materials excavated from the construction site. Although specific quantities are not available at this stage of road design, it is expected that even with maximum use of available materials, some additional material will have to be excavated from borrow areas near the project. Mitigation to minimize this impact is to maximize the purchase of materials from pre established quarries. Any new borrow areas or quarries that are established within the vicinity of the road project, for the purposes of this road project, should be operated and closed in the context of a management plan, established prior to construction. The management plan should include provisions for minimizing noise and dust impacts during operation, and should provide details for rehabilitation at closure. Waste soils that are not suitable for construction will be used as much as possible to balance out fill areas, and residual volumes will be used in the rehabilitation of borrow areas for grading. Concrete and asphalt plants to be deployed for the project will be established at suitable distances from sensitive areas such as residential areas. Re vegetation of embankment slopes with grasses and other herbs and fast growing plants to limit erosion potential. The net environmental impacts to soils, geology and mineral resources could be significant during the construction stage of the project. Implementing mitigation measures, as outlined in this document and the Environmental Management Plan will help to reduce the significance of these impacts.
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Operation Phase
In general, impacts to geology, soils and mineral resources during the operation stage of the project are limited to the potential contamination of soils from the spill of contaminants, usually as a result of vehicle accidents. Mitigation of these impacts is addressed in the Environmental Management Plan, largely as institutional arrangements for emergency service personnel, including training in emergency response and contingency planning, plus the provision of suitable spill containment and clean up equipment. 0.3.2 Water Environment
Construction Phase
Construction activities can lead to marginal water quality degradation in the form of increased concentration of suspended solids (increase in turbidity by 5 20 NTU), resulting from windblown dust. However these effects will be minor. Drilling and piling could potentially cause local ground water flow modifications leading to localized deterioration of vegetation and increased susceptibility to erosion, as well as water table depletion, potentially resulting in impacts to local (ground) water supplies. Mitigation Measures Any watercourse diversions will be designed so as not to result in velocity impacts that could cause erosion of the stream channel, by incorporating energy dissipation into the diversion design. No work, including bridge pier or abutment construction, will be conducted directly in flowing water. Concrete and asphalt plants, equipment storage and maintenance areas, and construction camps will be located at a reasonable distance away from watercourses. Operation Phase
Sedimentation results from windblown dust, as well as the potential for deposition of
traces of NO x and SO x, although any increase in concentrations of these elements will result from the future increase in traffic volume rather than from development of the project. Mitigation Measures
Runoff into surface receivers during operation will be limited by the provision of storm water drainage ditches, and where considered necessary, sedimentation ponds to settle out suspended solids. Post construction monitoring of surface receivers should identify the need for any additional measures should it be demonstrated that turbidity levels and contaminant concentrations (predominantly hydrocarbons) exceed state and federal water quality standards as a result of highway runoff.
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0.3.3 Air Environment
Construction Phase
Impacts to the air environment during construction will largely result from the generation of dust. Dust will be generated as a result of site clearing and grading, heavy machinery travelling over exposed soils, truck traffic, and the production of construction materials at
borrow pits and off site quarries. Elevated levels of SO 2, CO, CO 2, NO x, O 3 and hydrocarbons (HC) are likely from hot mix plant operations.
Operation Phase
Current air quality of the study area is observed to be within permissible limits. However, emission levels are expected to increase with the increase in vehicle numbers. Increase in hydrocarbon & carbon monoxide levels are expected in future years.
Table 10.2, Table 10.3 & Table 10.4 give the typical projection of the pollutants loads in the present and future years for two locations. As shown in values given in Table 10.2 Carbon Monoxide (CO) levels are expected to increase at Lambakheda Junction by about 3.4 times over 2011 by year 2020 to a predicted concentration of 697 t/y (Year 2020) from 202 t/y. Similarly Hydrocarbon (HC) concentrations are also expected to increase beyond their levels of 68.95 t/y for the year 2011 to 120 (t/y) in the year 2020. NOx levels are also expected to increase from 144 t/y (Year 2011) to 258 (t/y) by year 2020. Similarly at Mahneem Choraha, emission loads of CO are expected to increase by about 3.5 times by the year 2020 over the emission load in 2011. HC concentrations are expected to increase approximately by 1.7 times of their existing emission loads in both these locations. Nox level are also expected to increase to 1.78 times over the emission loads for 2011. Table 10.2: Air Emission Loading (CO) in (t/y) along the Project Road Location CO (Tonnes / year) 2011 2014 2017 2020 At Lambakheda 202.56 258.36 439.45 697.86 At Mahneem Choraha 89.95 115.89 199.11 319.42 Table 10.3: Air Emission Loading (HC) in (t/y) along the Project Road Location HC (Tonnes / year) 2011 2014 2017 2020 At Lambakheda 68.95 83.26 99.89 120.05 At Mahneem Choraha 28.49 34.23 40.88 48.96
Table 10.4: Air Emission Loading (NO X) in (t/y) along the Project Road
Location NOX (Tonnes / year) 2011 2014 2017 2020 At Lambakheda 144.39 175.23 213.02 258.53 At Mahneem Choraha 60.10 72.78 88.34 107.14 This increase in pollution load will lead to the increase in the atmospheric concentration over permissible limits. The likely impacts on the communities are deposition of these
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Executive Summary Page 0- 6 pollutants to the adjacent properties and some health related problems particularly related to the respiratory system. However, due to smooth traffic flow dust level will decrease. Mitigation Measures During construction, water will be sprinkled regularly on exposed surfaces to reduce adverse effects caused by dust and particulate matter. Vehicles delivering construction materials will be covered to reduce spills and dust, and stringent control measures will be exercised on the maintenance of construction equipment, machinery and vehicles. Borrow pits, quarries concrete plants and asphalt mixing plants will be located more than 500 m away from any settlement.
0.3.4 Noise Environment
Construction Phase
Observations throughout the study area indicates that ambient noise levels very from very low in the rural / agricultural areas (daytime average of 55dB (A) to 60db (A)), to levels marginally higher in the urban, built up areas and at congested places. At rest of the areas noise quality is quite well within limits. Noise impacts due to various construction activities are likely but are expected to be confined to the immediate vicinity of the project corridor. Increased noise levels are expected due to the movement of construction machinery, concrete and asphalt plant operations and blasting/scraping in the vicinity of borrow pits and quarries. The likely noise generated during excavation, loading and transportation of material near the borrow areas will be in the range of 90 to 95 dB (A). Operation Phase
During the operation stage of the project, increased traffic volumes along the highway will result in increased noise levels. Long term noise level increases and were assessed at various sensitive receptor locations along the corridor, for the years 2012, 2018, 2024 and 2030 using the model developed by Federal Highway Administration called FHWA Transportation Noise Model. Receptor locations were set at 20 m, 50 m and 100 m from the centre of the outermost traffic lane. Results are shown in Table 10.5 & Table 10.6 .
Table 10.5: Predicted Noise Level (At Lambakheda) Year Distance from Carriageway in m / Locations At 20 m At 50 m At 100 m 2012 71.75 66.18 61.97 2018 73.48 67.91 63.69 2024 75.12 69.55 65.33 2030 76.64 71.07 66.86 Standards 65 65 65
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Table 10.6: Predicted Noise Level (At Mahneem Chowk) Year Distance from carriageway in m / Locations At 20 m At 50 m At 100 m 2012 65.99 60.42 56.21 2018 67.66 62.09 57.87 2024 69.25 63.68 59.47 2030 70.75 65.18 60.97 Standards 65 65 65
It can be seen that noise levels at Lambakehda are expected to increase by about 4.89 dB (A) within a 100 m distance from the carriageway, between 2012 and 2030, as well as within 20 m. While at other location i.e. at Mahneem Choraha, noise levels are expected to increase between 4.7 to 4.8 dB (A) within a 100 m distance from the carriageway between year 2012 and 2030 and between 4.7 to 4.8 dB (A) within 20 m of the carriageway between year 2012 and 2030. Noise levels along the project corridor are expected to exceed the regulatory standard of 65 dB (A) at within 50 m distances from the carriage way by the year 2030 at Mahneem Choraha, while at Lambakheda, it’s already crosses the regulatory standard by the base year i.e. 2012. For within 20 m distance from the carriageway, noise levels already cross the regulatory standard of 65 db (A) in the (Base Year) i.e. 2012, at both the locations. In general, an increase of more than 5 dB (A) is considered significant and absolute noise level above 65 dB (A) are considered unacceptable.
Mitigation Measures
In order to minimize the rise in noise levels, mixing plants should be located at least 1000 m away from built up areas. The contractor will be directed to provide earplugs to workers to reduce the impact. Noisy operations will be scheduled to prevent night time activities when increases above ambient levels are higher. In addition to the above, the contractor will follow guidelines given in CPCB for the operation of construction machinery. 0.3.5 Solid Waste Generation The main sources of solid waste are (a) Excavation of earth from sides of existing pavement for widening to two lanes with paved side shoulders / four lane in urban sections (b) Demolition of existing pavement, flexible shoulders in case of concentric widening for median construction and (c) Removal of existing PCC, RCC structures & stone / brick masonry, stone pitching for road widening. The solid waste mainly consists of top soil, overburden, rock, broken PCC/RCC material and demolished bituminous material.
Mitigation Measures
Top soil shall be restored on agricultural land, and will be used for the median filling and as top cover on slide slope stabilisation. Overburden and excavated material are to be used in construction work for land filling and compaction in road embankment. The solid waste like broken PCC / RCC material and demolished bituminous material should be
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Executive Summary Page 0- 8 used for bottom filling of median and in embankment to the extent feasible. All the remaining waste will be used for reclamation of borrow areas.
0.4 Socio-Economic Environment Madhya Pradesh is a land locked state in the central part of country with a population of about 60.3 million with more than 74 percent of the population living in the rural areas. The human population density is 196 persons/km 2 compared to 325 persons/km 2 for the entire country. Sex ratio is 920 against the 933 in the country. The demographic feature of Madhya Pradesh is unique in that there are many recognized tribes (about 40 percent of country), which inhabit mostly the remote areas and each with distinct culture, ethos, and traditional knowledge systems. The major minority groups in the state namely Gonds, Bhils and Oraons. The majority of the people survive on subsistence economy based mainly on the agriculture, supplemented with forest products, animal husbandry, crafts/handloom, etc. Table 10.7 below present the demographic features of the state.
Demographic Features of Madhya Pradesh & Country as per 2001 census Table 10.7: Sr. Feature Madhya Pradesh All India No. 1 Geographical Area (sq.km) 308,824 3287240 2 Total Population 6,03,85,118 1028737436 3 Male Population 3,14,56,873 532,223,090 4 Female Population 2,89,28,245 496,514,346 5 Rural Population 4,42,82,528 742,490,639 6 Urban Population 1,61,02,590 286,119,689 7 Density 196 325 8 Sex ratio (female/1000 male) 920 933 9 Literacy (%) 64.08 64.8 10 Male (%) 76.50 75.3 11 Female (%) 50.55 53.7 Source: 1) Census Data, Census of India, 2001 2) Statistical Abstract of State Government, Directorate of Economics and Statistics
Land Acquisition
There will be no land acquisition as the proposed widening will be accommodated within existing ROW. However, only 9.325 hac land will be acquired for toll plaza and deficient curves. Land Use Changes
The improvement of the project road is expected to cause negligible changes in the land use. This is because the proposed widening will be accommodated within existing ROW. Monuments/ Historical Areas
There are few shrines, temples and religious structures located within vicinity of the study
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Executive Summary Page 0- 9 area. Most of them are small, and are located outside the proposed ROW. As a result there will be no relocation.
Operation Phase
Traffic volumes and vehicle speeds are expected to increase after the proposed improvement / widening. In addition, access and egress from these access points will be more difficult due to increased vehicle movements and speeds. This in turn could result in increased risk of collisions, especially at night. Health, Safety and Hygiene of Construction Workers
The most significant impact of the project on public health is likely to arise from construction camps. These camps are anticipated to house about 200 300 people for a period of 24 30 months. Given this concentration of people, the potential for disease and illness transmission are likely to increase.
Mitigation Measures
Construction workers will be fully trained and will be provided adequate safety measures such as safety helmets, safety boots, earplugs, and gloves. During construction regular training will be given to construction workers in respect of safety measures as well as environmental protection measures. Construction workers will also be provided ready access to on or off site heath care facilities to reduce the transmission of infectious diseases, and provide first aid for minor injuries. 0.5 Ecological Resources
Vegetation
Construction Phase
Strengthening and Widening of the proposed highway will result in the removal of about 1137 trees. The removal of these trees and the loss of vegetation cover will have some effect on local ecological balance such as the disruption of habitat for small birds, mammals, etc., that will be forced to migrate to other areas. The removal of vegetation may also lead to minor climatic changes such as altered surface hydrology, increased temperatures due to reduced shade cover, etc. Mitigation Measures
Vegetation such as grasses and small shrubs will recover quickly, and for each tree that is removed, 2 trees per tree cut will be planted. Although it will take time for the trees to mature, the long term impact of removing the trees is expected to be minimal.
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Executive Summary Page 0- 10 Operation Stage
In the project corridor, where the habitat is generally less disturbed / urbanized and species diversity is expected to be lower, there is expected to be minimal animal movement across the highway by animals. Expansion of the highway from two to two lane with paved side shoulders / four lanes (in urban sections) would not have a significant effect on these species as the roadway would create a barrier to animals. Mitigation Measures
Number of trees to be cut has been kept at the minimum level by modifying alignments. No construction vehicle will be allowed to enter into the interior of social forest area. During construction proper care would be exercised to avoid additional loss / cutting of trees. Construction camps will be sited at least 1 km away from the dense plantation. To balance the ecological loss compensatory afforestation will be done according to the arboriculture and landscaping plan of the forest department. 0.6 Analysis of Alternative Since this is only widening of existing highway project, few new alignments have been considered. The analysis of alternatives has also been made on the basis of “with and without project scenarios” in terms of potential environmental impacts. It is found on the basis of analysis that “with” project scenario there will be improvement in the social economic environment of the region as compared to “without” project scenario. Hence the “with” project scenario with minor reversible impacts is an acceptable option. 0.7 Environmental Management Plan An Environmental Management Plan has been proposed along with institutional arrangements for effective implementation, monitoring and reporting. It is envisaged that all stake holders i.e. the MPRDC, Forest Department (Social forestry department, Reserve Forest Dept.), the supervision consultant, the design consultant, contractor, environmental consultant and public / NGO’s will play their role in effective implementation of the EMP. The efforts of all the agencies will be brought together by the ‘Environmental Management Unit’ proposed to be set up under the Project Implementation Unit (PIU) of the MPRDC. This unit will also arrange training of the staff involved in monitoring of EMP implementation, besides taking steps to create awareness amongst the public and stakeholders. The monitoring stations for environmental parameters shall be fixed based on observation of site conditions such as the nature of construction, developments, congestion, parking places, bus terminals, level of traffic and sources of pollution. The frequency and duration of testing will be as per the requirements of the SPCB. All tests shall be conducted, as per the relevant IS specification. There are a few primary long term environmental concerns to be mitigated. These are conservation of natural resources, air pollution, noise pollution, surface water pollution, soil erosion; cutting of trees, noise control and road safety. Cutting of trees will be compensated by transplantation of existing trees to the extent possible and compensatory afforestation of trees that have to be cut.
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Executive Summary Page 0- 11 Most environmental impacts from the project will arise during construction. Items such as air pollution, surface water pollution, ground water pollution, noise pollution, land pollution, preservation of ecological resources, respect for cultural and religion sentiments, labour health, accidents and safety will be controlled by making suitable provisions in the bid documents and assigning the responsibility for implementing mitigative measures to the contractor during the construction. During the operation phase it has been proposed that MPRDC will monitor periodically air, water and noise pollution for suitable action as necessary. The primary post construction responsibility of the MPRDC is maintenance of compensatory and transplanted trees by watering, manuring and spraying of pesticides and insecticides. A tentative cost, for implementing of various mitigation measures suggested on different items is expected to be about Rs. 40 Lacs.
0.8 Conclusion Salient features of project are: • The Bhopal – Berasia – Sironj project road, section of State Highway 23, passes through two districts of Madhya Pradesh namely Bhopal and Vidisha, • The project road alignment traverses through plain / rolling terrain throughout the length. • The project road lies between 77o24’ (E) to 77o40’ (E) longitude and 23o15’ (N) to 24o05’ (N) latitude. • The soil type in the area is mainly Black Cotton soil. • There are 2 major bridges, 24 minor bridges, 119 culverts in this corridor. • There are 5 major intersection and 38 minor intersections sighted on the road. • The average maximum temperature within the study area varies from 100 C to 440 C with the maximum temperature of 460 C. An intensely hot and dry summer season from the middle of March to the end of May, a warm and humid rainy season from mid June to the beginning of October and a mildly cold season from November to end of January. • Only 9.325 hac land will be acquired for toll plaza and deficient curves. • Annual average rainfall ranges from 900 mm to 1200 mm. • Result of samples reveals that SPM levels are less than prescribed standards. RPM level is below the prescribed standard (i.e. 100 g/m3) at all the monitoring locations. SO2 and NOx are well within the prescribed limits of 80 g/m3. • At all the monitoring locations, the noise level is within the prescribed limits i.e.65 dB (A) of the Central Pollution Control Board. • The water quality in the project area was found to be satisfactory. • There are 6597 trees of various species are observed along project road out of which about 1183 are likely to be cut. • There are some cultural properties and community properties / facilities within the ROW, but none are likely to be affected due to proposed project. On the basis of data analysis, nature of impacts and observations of the various affected groups due to project, it is concluded that Section of State Highway 23, Bhopal – Berasia – Sironj Road in Madhya Pradesh can be developed without causing significant adverse
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Executive Summary Page 0- 12 environmental impacts to the natural, social, economic or cultural environment of the study area, assuming the mitigation measures identified in EIA report are incorporated into design and implementation stage; the most important of these are: • Stringent Pollution Control Measures for activities responsible for pollution at construction as well as operation phase of the project, • • Incorporation of appropriate control techniques to protect elevated embankment, soil erosion and flood control, • Providing proper sanitation and improving traffic flow conditions, • Maintenance of roads periodically, • Awareness about the environment and its management, • Safety measures to the workers at construction sites. In general, it is suggested that the choice of developing additional paved shoulders to the right or left side of the existing carriageway and the routing of re alignments should be made so as to minimize: • The acquisition of forest land, • The acquisition of properties, • The relocation of residences, business / industries and or institutional facilities • Disturbance to natural water courses especially tanks / rivers • The relocation of cultural properties (temples / mosques), • The removal of trees, especially old / sacred trees, • The removal/relocation of other significant features such as wells bore wells etc.
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