Initial Environment Examination

Project Number: 49125-001 April 2018 (Addendum)

IND: Second State Road Project

Subproject : Construction of bypass part of RD02-Pachamba- Jamua-Sarwan road

Submitted by

Project Management Unit, State Highways Authority of Jharkhand,

This report has been submitted to ADB by the Project Management Unit, State Highways Authority of Jharkhand, Ranchi and is made publicly available in accordance with ADB’s Public Communications Policy (2011). It does not necessarily reflect the views of ADB. This report is an addendum to the IEE report posted in March 2015 available on https://www.adb.org/projects/documents/ind-second-jharkhand-state-road- project-mar-2015-iee This addendum to initial environment examination 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.

Addendum-Initial Environmental Examination

March-2018

IND: Second Jharkhand State Road Project Construction of Jamua bypass part of RD02-Pachamba- Jamua-Sarwan road subproject

Prepared by State Highways Authority of Jharkhand, Government of Jharkhand for the Asian Development Bank. CURRENCY EQUIVALENTS

(as of 03 December 2014)

Currency unit – Indian rupee (INR) INR1.00 = $ 0.01616 $1.00 = INR 61.8760

ABBREVIATIONS

AAQ - Ambient Air Quality AAQM - Ambient Air Quality Monitoring ADB - Asian Development Bank APHA - American Public Health Association BDL - Below Detection Limit BGL - Below Ground Level BOD - Biological Oxygen Demand BIS - Bureau of Indian Standard CO - Carbon Monoxide COD - Chemical Oxygen Demand CPCB - Central Pollution Control Board CSC - Construction Supervision Consultant CWLW - Chief Wild Life Warden DO - Dissolved Oxygen DoE - Department of Environment DPR - Detailed Project Report DFO - Divisional Forest Officer EA - Executing Agency EIA - Environmental Impact Assessment EMP - Environmental Management Plan EMoP - Environmental Monitoring Plan EO - Environmental Officer GDP - Gross Domestic Product GHG - Green House Gas GIS - Geographic Information System GoI - Government of GoJH - Government of Jharkhand GRC - Grievance Redress Committee GRM - Grievance Redressal Mechanism HFL - Highest Flood Level IEE - Initial Environmental Examination IMD - Indian Meteorological Department IRC - Indian Road Congress IS - Indian Standard JSRP - Jharkhand State Roads Project LPG - Liquefied Petroleum Gas Max. - Maximum Min. - Minimum MDRs - Major District Roads MoEFCC - Ministry of Environment, Forests and Climate Change MoRT&H - Ministry of Road Transport and Highways MSL - Mean Sea Level MW - Mega Watt NGO - Non Government Organization NH - National Highway NHAI - National Highway Authority of India NOx - Oxides of Nitrogen NTPC - National Thermal Power Corporation PHC - Primary Health Centre PIC - Project Implementation Cell PIU - Project Implementation Unit PMC - Project Management Consultant PF - Protected Forest RF - Reserve Forest RCD - Road Construction Department ROW - Right of Way SJSRP - Second Jharkhand State Road Project SEIAA - State Environment Impact Assessment Authority SEZ - Special Economic Zone SH - State Highway SPCB - State Pollution Control Board SPM - Suspended Particulate Matter

SO2 - Sulphur Dioxide SSI - Small Scale Industries SPS - Safeguard Policy Statement SPCB - State Pollution Control Board PPTA - Project Preparatory Technical Assistance TDS - Total Dissolved Solids UNDP - United Nation Development Program TSS - Total Suspended Solid

WEIGHTS AND MEASURES

dB (A) - A-weighted decibel Ha - Hectare Km - Kilometer km2 - Square kilometer KWA - kilowatt ampere Leq - equivalent continuous noise level Μg - Microgram M - Meter MW - Megawatt PM 2.5 or 10 - Particulate Matter of 2.5 micron or 10 micron size This addendum-initial environmental examination 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. Your attention is directed to the “terms of use” section of this website. 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. 4

TABLE OF CONTENTS

I. INTRODUCTION 6 A. Background 6 B. Need of Bypass 7 C. Extend of the Addendum 7 D. Outline of the Addendum 8 II. PROPOSED CHANGE IN SCOPE 9 A. Location of the Project 9 B. Justification for Proposed Change 10 C. Land requirement 10 D. Pavement Design 11 E. Implementing Schedule & Cost 12 III. Description of Existing Environment 13 IV. Anticipated Environmental Impacts and Mitigation Measures 21 A. Potential Beneficial Impacts 22 B. Potential Adverse Impacts 22 C. Pre-construction Phase Impacts 22 D. Construction Phase 23 E. Operational Phase 26 V. Environmental Management Plan, Institutional Requirements and Grievance Redress Mechanism 27 A. Environmental Management Plan 27 B. Organizational Set-up of implementing 27 C. Institutional Arrangement 28 D. Grievance Redress Mechanism 28 E. Environment Management Budget 29 VI. Public Consultation and Information Disclosure 29 VII. Conclusion 30 Annexure I (Site Photographs) 31 Annexure II (Public Consultancy Photographs) 34 Annexure III (Public Consultancy Record) 35 Figures 1. Location Map: RD 02 Pachamba-Jamua-Sarwan road indicating Jamua Bypass 9 2. Land Use / land Covered 16 5

3. Existing Organizational Set-up of Implementing Agency 27 Tables 1. Details of Roads 6 2. Details of Structure (Culverts) 10 3. Summary of Cost Abstract 12 4. Demography of the Project District 14 5. Ambient Air Quality in the Project Area 17 6. Noise Level in the Project Area 18 7. Groundwater in the Project Area 18 8. Surface water Quality 19 9. List of waterways/water bodies 19 10. Forest cover in Project Districts 20 11. Details of Trees affected 20 12. Summary of Impacts on Land & Assets 22

6

I. INTRODUCTION

A. Background

1. Jharkhand, the land of forests, is located in eastern part of India and covers an area of 79,714 sq. km. It was carved out of southern to form a separate state in the year 2000. Ranchi is its capital. The total population is 329.66 million which accounts for 2.72% of the country. It has sizeable tribal population of 26.3%. Despite its rich mineral wealth with over 40% of the country’s total reserve and extensive forest resources (29% of the total area), Jharkhand is one of the least developed states in India with a poverty incidence of above 40% and has the highest rural poverty incidence in the country. As per National Sample Survey Organization (NSSO), about 12.5% of households do not get two square meals a day. The poverty ratio in India has fallen down from 37.2% in 2004-05 to 21.9% in 2011-12, but decline in poverty ratio in Jharkhand is only 8%, from 45.3% in 2004-05 to 37.0% in 2013-14.

2. The deficient network and quality of the road infrastructure is an important deterrent factor constraining the development of major part of the state. Jharkhand has 21.4 km of roads per 100 sq.km against country’s 74.2km. Only 36% of the state’s villages have immediate access to all-weathered road compared to all India average of 57%. Less than 25% of the villages are connected with metalled roads compared to national figure of 45%. More than 50% of the roads are of intermediate lane configuration and the pavement condition is not good in 80% of the cases (vision document, Jharkhand Infrastructure Development Corporation, 2013).

3. Recognizing the importance of road in providing momentum for accelerating economic development, Government of Jharkhand (GoJH) has initiated several road improvement projects in its 12th five year plan including externally aided projects. In this series GoJH is executing Asian Development Bank’s (ADB) second loan for Second Jharkhand State Road Project (SJSRP) for improvement of four existing roads totalling 176.643km. State Highways Authority of Jharkhand (SHAJ) is the executing agency (EA) for the project. Details of roads under project are given in Table 1.

Table 1: Details of roads

Length S No ID. Name of Sub-project District (Km) 1. RD 01 SH-17 (- Hansdiha) 44.221 Dumka, 2. RD 02 MDR-86& 83 (Pachamba-Jamua-Sarwan 45.175 3. RD 03 SH-13 (Govindpur--Giridih) 43.550 , Giridih 4. RD 04 SH-3 (Khunti-Tamar) 43.697 Khunti, Saraikela

4. RD 02, Pachamba-Jamua-Sarwan: Sub-project is entirely located in and divided in two sections. First section; Pachamba-Jamua starts at existing km 1.2 of MDR 86 at intersecting point of proposed Giridih bypass and ends near Jamua traversing through villages like Parsatand, 7 Ranidih, Gharanja, Nawadih and Batti. Second section; Jamua-Sarwan stretch starts from Jamua existing Km 35.370 of MDR-83 and ends near Sarwan road at existing Km58.735 of MDR-83 after passing through few built-up areas of Mirjagunj, Panjdiha, , and Chatro. The length of the sub-project road is 45.175 km.

B. Need of Bypass:

5. This road provides important linkage between two industrial/mineral rich districts (Koderma and Giridih) and directly connects with Bihar. Jamua town is a major block and bottleneck in the subproject alignment. Traffic from Pachamba to Kharagdiha-Chatro-Sarwan passes through the Jamua town causing severe Traffic jam and chaos in the town. The traffic signal and traffic police are also not sufficient to solve the current day traffic and expected increase in traffic intensity after commissioning of the subproject road. A bypass for this road is necessary to achieve objective of the road sub-project.

6. The Jamua By-Pass is required on MDR-86 & 83 for the diversion of Pachamba-Kharagdiha- Chatro-Sarwan traffic, which passes through the congested Jamua town. After due diligence feasible alternative has been proposed.

7. Proposed Alignment is on the right side of Jamua town. The start point of proposed alignment is at Km.22+160 of MDR-86 (i.e. 0.993km from Jamua Junction). Then it crosses at Km.0+600 of the ODR road. The proposed alignment passes through fully agricultural area. The end point of the proposed bypass alignment is at km 36+710 of MDR-83 (i.e. 1.340km from Jamua Junction). The length of the proposed bypass alignment is 1.867Km. The length of the existing road is 2.333Km from start of bypass to end of bypass. So the difference of length to be decreased 0.466Km.

8. After construction of proposed Giridih bypass and Koderma –Jamua section, it will contribute to a high speed corridor like development for through traffic originating from Koderma and Bihar boarder and joining NH-2 near Govindpur via Giridih.

9. Since this inclusion of bypass is considered as a change in scope, as per provisions of the SPS 2009, an Addendum to the ADB- approved IEE is required to address potential environmental impacts and mitigation measures associated with proposed change in scope.

C. Extent of the Addendum

10. The IEE report covering all above four sub-projects have been approved by the ADB in March 2015. During the project implementation stage, Jamua bypass of length 1.867 km has been proposed under “Pachamba-Jamua-Sarwan road” (RD-02) and due to change of scope, the addendum to ADB-approved IEE report has been prepared. The length of existing road is 2.333Km from start to end of the bypass, so the difference of total length of RD-02 is getting decreased by 0.466 Km.

8 D. Outline of the Addendum

11. This Addendum has been presented key issues associated with proposed change in the scope and include sections on:  Chapter - I: Introduction: Presents background, extent of the Addendum and structure of the report.  Chapter - II: Proposed change in the Scope: Give details of the proposed change in the scope and its justification.  Chapter - III: Description of Existing Environment: Give details of the existing environmental setting of the area.  Chapter - IV: Anticipated Environmental Impacts and Mitigation Measures:

This chapter details out environmental impacts, mitigation, avoidance and enhancement measures due to change in the scope.

 Chapter - V: Environmental Management Plan, Institutional Requirements and Grievance Redress Mechanism:

Suggests key environmental impacts and mitigation measures, Institutional arrangement for implementation of environmental safeguard requirements and grievance redress mechanism.

 Chapter - VI: Public Consultation and Information disclosure: Gives details of the stakeholder and public consultations undertaken as part of change in scope and disclosure thereof;  Chapter - VII: Conclusions and Recommendations: Covers key findings and recommendations.

9

II. PROPOSED CHANGE IN SCOPE

A. Location of the Project

12. Location and spatial extent of candidate road is described in following paragraphs and location map is enclosed as figure 1.

Figure 1: Location Map: RD 02 Pachamba-Jamua-Sarwan road indicating Jamua Bypass

13. RD 02, Pachamba-Jamua-Sarwan: Sub-project is entirely located in Giridih district and divided in two sections. First section; Pachamba-Jamua starts at existing km 1.2 of MDR 86 at intersecting point of proposed Giridih bypass and ends near Jamua traversing through villages like Parsatand, Ranidih, Gharanja, Nawadih and Batti. Second section; Jamua-Sarwan stretch starts from Jamua at existing Km 35.370 of MDR-83and ends near Sarwan road at existing Km58.735 of MDR-83 10 after passing through few built-up areas of Mirjagunj, Panjdiha, Kharagdiha, and Chatro. The length of the sub-project road is 45.175 km. Site pictures are given in Annexure I.

B. Justification for proposed change

14. Pachamba- Jamua- Sarwan road provides important linkage between two industrial/mineral rich districts (Koderma and Giridih) and directly connects with Bihar. Jamua town is a major block and bottleneck in the subproject alignment. Traffic from Pachamba to Kharagdiha-Chatro-Sarwan passes through the Jamua town causing severe traffic jam and chaos in the town. The traffic signal and traffic police are also not sufficient to solve the current day traffic problem and expected increase in traffic intensity after commissioning of the subproject road. A bypass for this road is necessary to achieve objective of the road sub-project.

15. The Jamua By-Pass is required on MDR-86 & 83 for the diversion of Pachamba-Kharagdiha- Chatro-Sarwan traffic, which passes through the congested Jamua town. After due diligence feasible alternative has been proposed.

16. Proposed alignment for bypass is on the right side of Jamua town. The start point of proposed alignment is at Km.22+160 of MDR-86 (i.e. 0.993km from Jamua Junction). Then it crosses at Km.0+600 of the ODR road. The proposed alignment passes through agricultural area. The end point of the proposed bypass alignment is at km 36+710 of MDR-83 (i.e. 1.340km from Jamua Junction). The length of the proposed bypass alignment is 1.867Km which include four culverts and one minor bridge Table 2. The length of the existing road is 2.333Km from start of bypass to end of bypass. So the difference of length to be decreased 0.466Km.

Table 2: Details of Structure (Culverts)

S No Chainage Km) Type of Structure Proposed Span (m) 1 22+610 Box Culvert 1x 2.00 x 2.00 2 22+850 Box Culvert 1 x 2.00 x 2.00 3 23+075 Pipe Culvert 1 x 1000 Dia 4 23+640 Box Culvert 1 x 4.00 x 2.00 5 23+905 Minor Bridge 2 x 18 Source: As per proposed VO

C. Land Requirement:

17. For Jamua bypass of 1.867 km length, the land has been acquired covering 20 meters of ROW and total 2.36 hectares of land which include 1.771 hectares of agricultural land.

11 D. Pavement Design

18. Concept of Flexible Pavement: The concept of building stronger layers on top of weaker layers, allows load stresses to spread down through the pavement, and further supported by the horizontal extension of lower layers beyond stronger layers in a pyramidal way. This is very important while dealing with granular materials. Without their support, vehicle loads would cause failure along the pavement edge (edge dipping). The pavement structure as it is sometimes referred to, is built pavement layers designed to support traffic loads and distribute them to the roadbed soil or select embankment material over a larger area.

19. Wearing courses: This is the top layer of the pavement which comes in direct contact with traffic load. This layer absorbs the abrasive traffic stresses in addition to providing good riding surface. It also prevents the ingress of water to the roadbed. A properly designed mix should be able to prevent pavement distress confined to the wearing course. This way, the wearing course can be rehabilitated in time before distress propagates into the underlying layers

20. Structural Bituminous Course Bitumen bound layer is generally provided between wearing course and granular base course. The binder course is designed to distribute the traffic loadings to the base course and act as a superior bound base course layer.

21. Base Course: The base course is a course (or courses) of specified material of design thickness, which supports the bituminous course and distributes the traffic loads to the subbase and finally to subgrade. It also contributes to the drainage and is generally frost resistance. Granular base courses are typically constructed from sound durable aggregates of rock. Aggregates can be either natural or crushed rock.

22. Sub Base The subbase is a layer of specified material and design thickness that supports the base. It functions primarily as structural support and as well as it 1. Minimises the intrusion of fines from the subgrade into the pavement structure. 2. Improve subsurface drainage. 3. Minimises frost action damage. 4. Provide a working platform for construction operations

23. Sub-grade: The sub grade is top most layer that is 500 mm thick covering entire formation width of the road. This layer serves as a working platform and load bearing strata for the construction of the road pavement over it. It is compacted at optimum moisture content and serves as foundation of the road Pavement and entire load is taken evenly by the subgrade.

24. Leveling and Overbuild Course: The Levelling Course is built for longitudinal and cross-slope profile correction. The existing pavement should be brought to proper grade and profile before being overlaid. It is difficult to make up elevation differences or smoothen ruts by varying overlay thickness. Therefore, before applying the surface course the existing pavement is typically levelled by one or combination of the following methods. The first lift applied to the existing 12 pavement is used to fill the ruts and make up level differences. The top lift, which is relatively stronger, is used as the base for the wearing course.

E. Implementation Schedule & Cost

25. Project Construction, rehabilitation of two lanes with paved shoulders for the Pachamba- Jamua- Sarwan Road is awarded to GKC Projects Limited by State Highway Authority of Jharkhand (SHAJ), Ranchi at the original contract price of INR 1,701,015,184.0. Expected date of completion of the work 15th of September 2019.

26. Summary of Cost of Jamua Bypass is given in Table 3

Table 3: Summary of Cost Abstract

GENERAL COST ABSTRACT OF JAMUA BY-PASS Remarks Sl. No. Description Amount(INR)

1 Site Clearance and Earth Work 11836683.47

2 Sub-base, Base 40797290

3 Misc. items 1921447 Total (A) 54555420.47 Structure Woks (B) 4 29685513 Total Civil Cost (A+B) (C) 84240933.47

Total Civil Cost (Rs. In Cr.) 8.42 Lump sum Physical & Price Contingencies, interest during Construction and other 5 financing costs @ 25% on Civil Cost 21060233.37

Total Engineering Project Cost (EPC) 105301166.84 Land acquisition & social cost @15% on

6 civil cost 12636140.02

Total Project Cost(TPC) 117937306.86

Total Project Cost (Rs. in Cr) 11.79 Source: As per proposed VO 13

III. DESCRIPTION OF EXISTING ENVIRONMENT

27. Pachamba-Jamua-Sarwan Road roads being upgraded under SJSRP is located within Giridih, district. Giridih district is one of the twenty-four districts of Jharkhand state, India, and Giridih is the administrative headquarters of this district. As of 2011 it is the third most populous district of Jharkhand (out of 24), after Ranchi and Dhanbad.

28. Geography: The district, covering an area of around 4854 km², is bounded on the north by Jamua district and of Bihar state, on the east by the districts of and , on the south by Dhanbad and Bokaro, and on the west by Hazaribag and Koderma districts.

29. Giridih is located at 24.18°N & 86.3°E and an average elevation of 289 metres (948 feet). Sri Sammeta also known as the Hills, located in Giridih is the highest mountain peak in Jharkhand. It is a conical granite peak located 4,477 feet (1,365 metres) above the sea level.

30. Giridih District is geographically divided into two natural divisions, which are the central plateau and lower plateau. The central plateau touches the western portion of the district near block. The lower plateaus have an undulating surface and an average height of 1300 feet. In the north and north-west, the lower plateaus form fairly level tablelands until they reach the Ghats when they drop to about 700 feet.

31. Giridih is rich in mineral resources, particularly in mica and coal and has several large coal fields with one of the best qualities of metallurgical coal in India. Gawan and Tisari blocks of the district have several mica mines, and coal is found abundantly at several places throughout the district. Mica is of importance not only to Jharkhand but to India and other countries as well.

32. Parasnath Hills are located in the district. There are two major rivers, namely, the and the Sakri River. Barakar River passes through Birni and blocks. Sakari River drains the areas of Deori and Gawan blocks. There are several smaller rivers, including Usri, with a major tourist attraction - .

33. Climate: The project road is situated between 24°11' Latitude 86°18' Longitude and 24°28' Latitude 86°17' Longitude, the average temperatures range between 15°C in the winter to a maximum of 40°C to 45°C in the summer. The south-east monsoons appear in June. The average annual rainfall is 150 cm, most of which is recorded between June and October. This large variation in temperature is because extensive development and the accompanying loss of forest cover in North India provide no hindrance to the heat and cold waves, which sweep that region every year.

34. Demographics: According to the 2011 census Giridih district has a population of 2,445,474 roughly equal to the nation of or the US state of New Mexico. This gives it a ranking of 182nd in India (out of a total of 640). The district has a population density of 493 inhabitants per square kilometre (1,290 /sq. mi). Its population growth rate over the decade 2001-2011 was 28.41%. Giridih has a sex ratio of 942 females for every 1000 males, and a literacy rate of 63.14%. Table 4. 14

Table 4: Demography of the Project Districts Indicators Giridih Area Sq. Km 4,962 Actual Population 2,445,474 Male 1,258,098 Female 1,187,376 Population Growth 28.41% Density/km2 493 Sex Ratio (Per 1000) 944 Child Sex Ratio (0-6 ) 942 Average Literacy 63.14 Male Literacy 76.76 Female Literacy 48.72 Child Proportion (0-6) 18.82% Boys Proportion (0-6) 18.84% Girls Proportion(0-6 Age) 18.80% Source: Census of India, 2011

35. Khortha, a blend of Magahi and Bengali, is the main language spoken in Giridih district. The tribal people speak Santhali.

36. Divisions: The district comprises twelve community development blocks, namely, Giridih, , , Pirtand, Dumri, Bagodar, Birni, Dhanwar, Jamua, Deori, Tisri and Gawan.

37. There are six Vidhan Sabha (legislative assembly) constituencies in this district. Dhanwar, Bagodar, Jamua and Gandey assembly constituencies are part of Koderma constituency. Giridih and Dumri assembly constituencies are part of Giridih constituency.

Connectivity:

38. Rail: Giridih Station is connected to Madhupur Junction located 38 km away by a single broad gauge railway line. There is single passenger train which run 5 times during the day and it takes about an hour to reach Giridih. Parasnath Station, on the - line, is 48 km from Giridih. It is under the administration of the South of . There is a direct train service from Giridih to and . A new railway line project is going to be commissioned from Giridih-Koderma via Jamua.

39. Road: The passes through Giridih. Giridih lies on the junction of NH-2 and NH- 100.Giridih has a bus terminal in the center of the town. The bus stand is divided into platforms for private buses. A Government Bus Terminal is just adjacent to the main bus terminal. There are regular bus services from the city to other parts in the district. Bus service to Dhanbad, Bokaro, Hazaribag, Deoghar, , Patna, Ranchi and is available. Private cars and taxi facilities are available in the city. Other transport is trekkers, autos, rickshaws and mini buses.

40. Air: By Air There is a landing airstrip known as Boro aerodrome at the district headquarters of Giridih. The nearest airports to Giridih are: 1. , Ranchi 155 kilometres (96 mi) 2. 169 kilometres (105 mi) 3. Lok Nayak Jayaprakash Airport, Patna 223 kilometres (139 mi) 4. Netaji Subhash Chandra Bose International Airport, Kolkata 309 kilometres (192 mi) 15

Description of Jamua Town:

41. The Jamua town is block head quarter of Giridih district. The Jamua block covering an area of around 47850.12 ha. which has 6875.85 Ha forest area. As per 2011 census the total population of the Jamua block is 210107, which has 104803 male & 105304 female. The total Schedule Caste (SC) population is 32484, which has 15990 male & 16494 female. The total Schedule Tribe (ST) population is 2031, which has 1033 male & 998 female. The total literacy of the Jamua block is 77525, which has 55147 male & 22378 female. The main crops are Rice, Wheat, Maize, Marua and the main mineral is Mica. The main tourist places are Langta Baba Mazar, Surya Mandir (at Jagarnathdih).

42. The Jamua block has 42 panchayats: Karihari, Chungalkhar, Pandeydih, Palmo, Pataha, Dhuraita, Remba, Dhotho, Shali, Pindarsot, Baddiha, Dhurgadgi, Tara, Chunglo, Kendua, Chachghara, Charghara, Jaridih, Nawadih, Harladih, Pobi, Chakmanjo, Khargdiha, Baddiha, Jagranathdih, Tikamagha, Magha kala, Pratappur, Balgo, Dharmpur, Medho Chaparkho, Lataki, Chorgata, Goro, Siyatand, Chilga, Nawdiha, Kurhobindo, Malutand, Chitardih, Karodih, Behrabad

43. Land use / Land Cover: Land use of the 10 km buffer (Fig 2) largely replicates the land use of the state. First section of RD02 i.e Pachamba-Jamua is mainly open with very few settlements except Jamua market, the meeting point of both sections. Second section (Jamua-Sarwan) has also other market places like Mirjaganj, Kharagdiha and Chatro.

16

Figure 2: Land use/Land cover of RD 02 (Pachamba-Jamua-Sarwan)

Source: ADB approved IEE Second Jharkhand State Road Project.

17

44. Soil: The soil of Giridih district varies from deep sandy loam to shallow infertile coarse sand with occasional out crop of rock. Infertility in the soil is generally proportional to the slope and on steep slopes bare rocks are present. The soils are generally shallow on the ridges and plateaus and deep in the valleys. The fertility of soil is poor due to extensive erosion, acidic character and low retaining capacity. Red soil with some moorum is generally found along the project road. Sub-project specific sub-soil investigations were carried out to find its suitability for embankment formation. Only, soil samples conforming to MORTH specifications have been selected for embankment formation.

45. Air Quality: Project area is characterized mainly by rural/open areas and intermittently traversed by few semi-urban settlements/built-up areas. Sources of air pollution in the project area are mainly vehicular emission, dust emanation due to use of unpaved shoulders/deteriorated roads by vehicles and domestic fuel burning. As the project area is rich in vegetation, all such emissions will be very well dissipated.

46. Monitored 24 hourly parameters of ambient air quality are within the prescribed limits of National Ambient Air Quality Standard (NAAQS) and Central Pollution Control Board (CPCB). However, particulate matter (PM10) was observed slightly higher at Plant Yard (Stone Crusher & WMM Plant, Jamua). Increased level can be attributed to proximity to industrial activity, poor road conditions and high traffic density. Air quality data is presented in Table 5.

Table 5: Ambient Air Quality in the Project Area

S.N. Parameters PM10 PM 2.5 SOx NOx CO Pb

µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3

Locations NAAQS Limit 100 60 80 80 4.0 1.0

1. Plant Yard HM & Batching Plant (Jamua) 72 32 31.3 37.6 BDL BDL

2. Plant Yard Stone Crusher & WMM Plant 82 45 35.0 36.4 BDL BDL (Jamua) 3. Near Office (Jamua) 65 29 24.9 32.8 BDL BDL

Source: Environmental Monitoring data submitted by Contractor, testing conducted in the m/o December 2017 through Microtech, Systems & Services), *BDL= Below Detection Level

Noise Level

47. Traffic noise is the principal source of noise in the project area. The area mostly includes rural open areas with a good vegetation cover and therefore the noise levels are relatively low. Rich vegetation in the project area acts as an efficient noise absorbent. Noise level monitoring indicates that the noise level mostly meets the prescribed noise standards for all land use categories viz. commercial, industrial as well as residential zones. Slight increase noise level may be attributed to high traffic density, low maintenance of vehicles, frequent honking due to congestion, and use of low grade fuel. There is no continuous sound frequency of impulsive nature near industries. It is anticipated that noise level will decrease significantly after road expansion and improvement work enabling decongestion at existing built up areas. Noise level in the project area has been summarized in Table 6. 18

Table 6: Noise Level in the Project Area

Noise level S. No Locations dB (A) 1. Plant Yard HM & Batching Plant (Jamua) 60.35

2. Plant Yard Stone Crusher & WMM Plant (Jamua) 61.15

3 Near Office (Jamua) 51.85 Permissible Limits 75 Source: Environmental Monitoring data submitted by Contractor, testing conducted in the m/o December 2017 through Microtech, Systems & Services), *BDL= Below Detection Level

48. Groundwater-Availability, Occurrence and Yield: Groundwater constitutes a major and widely used resource in Jharkhand for drinking and domestic purposes. However, it is not uniformly distributed due to the varied hydrogeology of the state. The annual replenish able ground water resource in the state has been established at 5.58 bcm (billion cubic meters) and net annual ground water availability is estimated to be 5.25 bcm (Central Ground Water Board, 2006). Altogether, the state puts to use 21% of its ground water resources. The natural process of ground water recharging in the state is slow, also artificial ground water recharging facilities are undeveloped. Over-exploitation has rendered several areas devoid of ground water in peak summer, resulting in drying up of dug wells and tube wells. Excessive withdrawal of ground water by industrial units has created adverse effect. 49. Groundwater occurs under confined to semi-confined condition where the fractures are deep seated and are unconnected with the top weathered zone. Yield of the tube well is poor to moderate (1-20 m /hr). Depth to water table varies from 8-10m during pre-monsoon and 4-6m in post-monsoon. First fracture occurs between 50-70 m and second fracture is found between 100- 120 m depth. Discharge of bore wells varies between 10 to 30 m3 /hr in these areas. None of the project district is notified by Central Ground Water Authority (CGWA).

50. Groundwater Quality: Monitored parameters (Table 7) largely conforms to the drinking water standards (IS:10500-1991) prescribed by Bureau of Indian Standard This was also ascertained by the study done by Central Ground Water Board (CGWB) in the project districts. Some of the parameters like total dissolved solids (TDS), total hardness and alkalinity were found to be slightly high but are well within maximum permissible limit for water quality Table 7: Groundwater Quality in the Project Area

S. No Parameters and Unit Observed Values Permissible Limits IS:10500 Sampling Location: Base Camp (Jamua) 1 Odour Unobjection Unobjectionable 2 Taste Agreabelaeb le Agreeable 3 Ph 6.85 6.5-8.5 4 TDS (mg/l) 158 2000 5 Turbidity (NTU) <1.00 10 6 Total Hardness (mg/l) 102.08 600 7 Alkalinity (mg/l ) 102.40 600 8 Fluoride (mg/l) Nil 1.5 9 Sulphate (mg/l) 5.15 400 10 Chlorides(mg/l) 10.40 1000 11 Iron as Fe (mg/l) 0.07 1.00 19

12 Calcium as Ca (mg/l) 28.35 200 13 Total Coliform (MNP/100 ml) Nil <10 14 Fecal Coliform per 10ml Absent Absent Source: Environmental Monitoring data submitted by Contractor, testing conducted in the m/o December 2017 through Microtech, Systems & Services), *BDL= Below Detection Level

51. Surface water Quality: Surface water is not used for drinking or domestic purpose in the project area except for outdoor bathing in some rivers. Therefore surface water samples from rivers and ponds have been analysed to confirm its suitability for different classes prescribed for freshwater classification by CPCB. Analysed samples as summarised in Table 8 confirm the prescribed limits

Table 8: Surface Water Quality in the Project Area

Parameters and Unit Prescribed Permissible Limits limits IS:2296C

Sampling Location: Base Camp (Jamua) pH 6.2 5.5-9.0 Chemical Oxygen Demand (mg/l) 55 250 BOD (mg/l) 14 30 Suspended Solids (mg/l) 42 100 Oil and Grease 3.2 10 Source: Environmental Monitoring data submitted by Contractor, testing conducted in the m/o December 2017 through Microtech, Systems & Services), *BDL= Below Detection Level

Waterways and Water Bodies

52. Project area RD02 Pachamba Jamua Sarwan Road subproject area is drained by a number of rivers and water bodies. There are a number of ponds/stagnant water bodies. All waterways and water bodies have been listed in Table 9. A pond is located 100 meters from start point along the existing road on LHS and construction of proposed bypass will not have any impact on the pond. Table 9: List of waterways/ Water Bodies

Ch. Km Side Water Body/Waterway RD 02: Pachamba-Jamua-Chatro-Sarwan 3.2 Crossing Nala 4.2 Crossing Nawadih/ River 6.7 LHS Pond 8.1 Crossing Gadhari/Pathra River 17.5 Crossing Nala 22.6 LHS Pond 38.3 LHS Pond 42.3 RHS Pond 42.6 Crossing Usri River 45 Crossing 46.3 Crossing Karma River 55.2 RHS Pond 56.3 Crossing Lajoria River 56.5 LHS Pond

20

Forest in the Project Districts

53. Project district have very less forest cover compared to state. Giridih (18.72%), Proportion of open forest is highest followed by moderately dense and very dense forest. Forest cover in different canopy classes of the project districts is given in Table 10. Construction of proposed bypass does not involve any forest land.

Table 10: Forest Cover in Project Districts

Project Geographical Very Dense Moderately Open Total Forest % to District Area (sq. km Forest Dense Forest Forest Area (sq. Km) Total Area

Giridih 4963 77 339 469 885 18.72

Source: Forest Survey of India; state of Forest, 2013

Forest along the Project Corridors

54. Roadside plantations notified as protected forest is present sporadically in few stretches of RD02: Pachamba-Jamua- Sarwan road requiring forest clearance for about 3.52 hectare of forest land. All forests along RD02, are modified habitat as opening of the road approximately 15 years ago has brought changes in the composition of the natural vegetation. No loss of rare endangered or threatened species of flora is envisaged due to road side tree clearance for construction of proposed bypass.

55. Trees within Right of Way of proposed Bypass.

56. The road side plantation is mixed type and natural regeneration is seen. For construction of Jamua Bypass 31 tree comes in ROW. Trees are of different girth, size and height and the details are given in the Table 11.

Table 11: Details of Trees affected

Nature of Tree Offset From Type of Girth in Girth in Height S.no Chainage Side Land Id PCL Tree M Inch in Feet 1 23+724 Krashi 1 LHS 0.5 Sisam 0.900 35.433 26.25 2 23+724 Krashi 2 RHS 3 Sisam 0.9 35.433 26.25 3 23+745 Krashi 3 LHS 8.5 Prass 0.7 27.559 16.4 4 23+745 Krashi 4 LHS 8.7 Prass 0.9 35.433 19.69 5 23+750 Krashi 5 LHS 4.6 Sisam 0.8 31.496 19.69 6 23+760 Krashi 6 RHS 2 Sisam 0.95 37.401 22.97 7 23+762 Krashi 7 RHS 3.6 Prass 0.4 15.748 6.56 8 23+767 Krashi 8 RHS 7.5 Prass 0.8 31.496 13.12 9 23+770 Krashi 9 RHS 8 Krong 1.1 43.307 26.25 10 23+770 Krashi 10 RHS 8.6 Prass 1.1 43.307 13.12 11 23+771 Krashi 11 RHS 7.6 Prass 0.9 35.433 13.12 12 23+778 Krashi 12 LHS 1 Jamun 0.9 35.433 26.25 21

13 23+778 Krashi 13 LHS 1.5 Seris 1.4 55.118 13.12 14 23+784 Krashi 14 LHS 7 Seris 1 39.37 13.12 15 23+784 Krashi 15 LHS 6.7 Kho 0.7 27.559 9.84 16 23+785 Krashi 16 LHS 9.3 Seris 0.7 27.559 9.84 17 23+780 Krashi 17 RHS 8.2 Chodra 0.6 23.622 6.56 18 23+816 Krashi 18 RHS 5 Krong 0.8 31.496 16.4 19 23+824 Krashi 19 LHS 2.4 Krong 0.3 11.811 4.92 20 23+824 Krashi 20 LHS 2.6 Krong 0.8 31.496 13.12 21 23+825 Krashi 21 LHS 4.6 Nim 0.9 35.433 16.4 22 23+828 Krashi 22 LHS 6.3 Bair 1.3 51.181 16.4 23 23+829 Krashi 23 LHS 5.6 Sisam 0.5 19.685 16.4 24 23+834 Krashi 24 LHS 9 Krong 0.9 35.433 13.12 25 23+835 Krashi 25 LHS 9.2 Nim 0.6 23.622 16.4 26 23+835 Krashi 26 LHS 9 Dumar 1 39.37 19.69 27 23+835 Krashi 27 LHS 9.2 Krong 0.3 11.811 6.56 28 23+842 Krashi 28 RHS 9 Krong 2.1 82.677 19.69 29 23+845 Krashi 29 LHS 8 Bair 0.6 23.622 6.56 30 23+922 Krashi 30 RHS 8.3 Sisam 1.1 43.307 22.97 31 23+925 Krashi 31 RHS 9.7 Aam 3 118.11 9.84

Elephant Movement in the Project Area

57. Elephant crossings were reported in three sub-project roads namely i. Govindpur-Giridih; ii. Dumka-Hansdiha and iii. Khunti-Tamar out of four subprojects under Second Jharkhand State Road Project. A detailed study on elephants was conducted under SJSRP by the CSC Wildlife Specialist. The detailed study confirms no elephant movement in Pachamba-Jamua-Sarwan Road subproject.

Archaeological, Historical Monuments and Sensitive Receptors: 58. There are no archaeological or historical monuments along the project roads RD02, Pachamba- Jamua-Sarwan. However, there are a number of religious structures and other community property resources (CPR) 17 including sensitive receptors like schools and health centres, the details of which have already been captured in the earlier approved IEE report. There are no Archaeological, historical monument and sensitive receptors along the proposed Jamua bypass alignment.

IV. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

59. The preparation of this addendum to ADB-approved IEE report is accordance with the specified criteria provided in the SPS 2009. These criteria were used for identifying the potential environmental impacts due to the sub-project in originally approved IEE report. Construction of Jamua Bypass as part of Pachamba-Jamua-Sarwan Road subproject is likely to bring several changes in the local environment both beneficial and adverse. This section of IEE addendum identifies nature, extent and magnitude of all such likely changes vis-a-vis activities with respect to development of Bypass as part of ongoing RD02 Pachamba-Jamua-Sarwan Road improvement project. Beneficial impacts are mostly long-term and permanent whereas adverse impacts are localized and temporary in nature and are likely to occur mostly during construction stage.

22

60. Construction of Jamua Bypass being very small shall not change the environment category of sub project i.e. category-B. The potential environmental impacts anticipated is mainly due to activities during construction stage and have been specifically captured in the ADB-approved IEE report, which are also valid during construction of Jamua bypass. Following are the beneficial and adverse impacts specific to construction of Jamua Bypass.

A. Potential Beneficial Impacts

61. The immediate benefits of construction of bypass will be that, it will contribute in fulfilling the goal of providing a high speed corridor for traffic originating from Koderma and Bihar boarder and joining NH-2 near Govindpur via Giridih. It will solve the problem of major bottleneck for as traffic from Pachamba to Kharagdiha-Chatro-Sarwan passes through the Jamua town causing severe Traffic jam and chaos in the town. The desired linkage between two industrial/mineral rich districts (Koderma and Giridih) directly connecting with Bihar shall be achieved. Other benefits from the construction of Bypass are in the form of direct additional employment opportunities during construction for the roadside communities and specially those who are engaged as wage labourers, petty contractors and suppliers of raw materials.

B. Potential Adverse Impacts

62. Major anticipated impacts arising from the project road improvement are: (i) acquisition of private land and other assets impacting livelihood of local population, (ii) cutting of 31 trees, (iv) borrowing and quarrying, (iv) impact on water bodies due to partial filling in some cases, (v) increased risk of accident due to faster vehicular movement (iv) increase in air pollution and noise pollution due to increased traffic. Except for land acquisition, all impacts are reversible, temporary, localized in nature, and can be easily mitigated/minimized/avoided by effective implementation of environment management plan (EMP).

C. Pre-construction phase Impacts

Land and Assets

63. The total area of land required to be acquired for construction of bypass is approximately 2.362ha. 02 private structures (residential) will be affected. Overall the total number of affected households (title holder +non-titleholder) is 75 and affected persons are 315 (Approx.). No common property resources will be affected (schools, temples, grave years, well, health facility etc.) Information is summarised given in Table 12. Table 12: Summary of impacts on land and assets

Particulars RD 02 Land Acquisition (ha) 2.362 Agriculture Land 1.771 Fallow Land 0.591 No. of Affected Private Structures 02 No. of Affected CPRs Nil Total No. of Affected HHs 75 Total No. of Affected Persons 315 (Approx)

64. Adequate compensation and rehabilitation assistance has been proposed for affected households in consistent to ADB and GOI policies. Income restoration measures/livelihood options for vulnerable group/resource poor sections and other affected persons as recommended RP shall be 23

implemented. All impacted CPRs will be relocated and reconstructed in consultation with the respective local communities under the project. Further details on these can be seen in the RP.

Diversion of Forest Land and Tree Cutting 65. Proposed Jamua bypass part of RD02, Pachamba-Jamua-Sarwan road does not pass through forest and does not require diversion of forest land for widening. No loss of rare endangered or threatened species of flora is envisaged due to road side tree clearance. Design consideration has been made to reduce tree cutting. A total of 31 trees have been enumerated in proposed ROW. However, the need for tree cutting has been restricted to toe line of the formation width. The mandatory compensatory plantation1:2 basis will be done by the Forestry Department.

Natural Hazards 66. As described in earlier approved IEE project description chapter, project road in general is not liable to flooding. However, overtopping was reported at isolated bridge locations due to inadequate waterways. Absence of side drains are also causing water logging in built-up stretches during monsoon. Sub-project, RD 02 is in earthquake zone III. All CD structures have been designed for 50yr return period with anticipated risk of rarer flood of next higher frequency i.e. 100 yr return period flood on the designed structure. Waterway and elevation of most of the bridges are increased. Lined and unlined side drains have been included in the design of Jamua bypass to avoid water-logging. Relevant IS codes have been adopted in designing the structures to sustain the magnitude of earthquake corresponding to Seismic zone III.

D. Construction phase

Topography and Geology 67. Since scope is limited to construction of bypasses, there is some cut-and-fill operations required. The surplus soil from cut operations, which is unsuitable for selected sub grade, will be used to reinstate the borrow areas. Topography along the road will change a little on account of cutting, filling, and construction of project related structures. The overall impact on the physiography of the area will be limited along the RoW and therefore the impacts are categorized as low. Likely impact on the geological resources will occur from the extraction of materials (borrow of earth, granular sub base and aggregates for base courses and bridges). Boulders will be procured from the authorized suppliers and prevalent rules will be followed for borrowing of soil, sand and aggregates.

24

Mitigation Measures 68. Sources/sites of construction material sites have already been identified within the immediate vicinity of the road. No new quarry is being proposed for bypass. Only licensed quarries will be used as sources of coarse and fine aggregates. The CSC will ensure that the quarries have all appropriate licenses and being operated as per conditions of mine lease and pollution control board norms. Cut slopes should be re-vegetated.

Siltation and Deterioration in Surface Water Quality 69. Construction activities may increase turbidity level increasing the sediment load. Sometimes contamination of surface water may take place due to accidental spills of construction materials, oil, grease, fuel, and paint. Degradation of water quality is also possible due to accidental discharges into watercourses from drainage of workers camps and from spillages from vehicle parking and/or fuel and lubricant storage areas. During construction phase, care would be exercised to control silt so that the water available in the ponds and wells especially those located very near to the ROW may not be contaminated. Mitigation Measures

70. Construction works near waterways/water bodies will not be undertaken during the monsoon season 71. Retaining walls and breast walls have been proposed to prevent erosion 72. Install temporary silt traps or sedimentation basins along the drainage leading to the water bodies; 73. No construction camp within 500m of any water body 74. Locate all parking, repair and fuel and hazardous material storage area away from any water body. Vehicle parking and maintenance areas will have waterproof floors from which drainage is collected and treated to legal standards. 75. Refuel vehicles only in dedicated areas with waterproof floors from which drainage flows to an oil/water separator before discharge 76. Collect all waste oil, store in sealed damage-proof containers and dispose it to recyclers. 77. All equipment operators, drivers, and warehouse personnel will be trained in immediate response for spill containment and eventual clean-up. 78. temporary retention ponds, interception drains, and silt traps are installed to prevent silt laden water from entering adjacent water bodies/waterways; 79. The slopes of embankments leading to water bodies should be modified and re-channelized to prevent entry of contaminants. 80. Comply with requirements of the clearance issued by the relevant state authority for mining in rivers

Hydrology and Drainage 81. Few seasonal streams/nallahs drains the bypass alignment. Although these are seasonal in nature water logging/flood situation may arise due to construction of road embankment which may act as impediment to flow of water to its outfall in absence of adequate cross drainage/side drain. Water logging along the road will also have ill effects on the stability of embankment especially in the area of shallow water table. Meandering has not been noticed in recent past. Diversion of water channels during construction of cross drainage structures or otherwise is not envisaged. Substructure construction should be limited to the dry season and cofferdams may be constructed and utilized to lift the spoil directly out of it and carried to the river bank for land disposal. Mitigation Measures 82. Adequate cross drainage structures will be provided to avoid natural flow of water. Additional balancing culverts will be provided in flood prone areas. The embankment height will be designed consistent with the existing topography of the region. 25

83. Effective drainage system will be provided to drain the storm water from the roadway and embankment and to ensure minimum disturbance to natural drainage of surface and subsurface water of the area. 84. The design of drainage system such as surface and sub-surface drainage will be carried out as per IRC: SP: 42 and IRC: SP: 50. Surface runoff from the main highway, embankment slopes and the service roads will be discharged through longitudinal drains, designed for adequate cross section, bed slopes, invert levels and the outfalls. If necessary, the walls of the drains will be designed to retain the adjoining earth. 85. The design discharge will be evaluated for flood of 50-year return period for calculation of waterway and design of foundations. Proposed waterway will not be reduced from existing one. Linear waterways of the most of the major rivers are bank to bank. Therefore, proposed bridge length will be bank to bank.

Impact on Groundwater 86. Water for construction purpose will be sourced preferably from nearby surface water bodies if there are any nearby. . In absence of surface water availability, groundwater abstraction shall be abstracted after permission and used judiciously. Suitable arrangement for drinking in the campsite will be managed by contractor without affecting availability to local community. The area is not classified as critical semi-critical or overexploited by CGWB. However, uncontrolled abstraction can deteriorate the drinking water situation. Contamination of groundwater is not envisaged since all construction camps will have septic tanks or mobile toilets depending on the number of workers in each camp. Mitigation Measures 87. Requisite permission will be obtained for abstraction of groundwater. 88. The contractor will make arrangements for water required for construction in such a way that the water availability and supply to nearby communities remain unaffected. 89. Water harvesting structures are proposed for groundwater augmentation in the project area. 90. No change in groundwater regime is envisaged hence no mitigation is proposed.

Ecological Resources 91. Terrestrial: There are no national parks, wildlife sanctuaries or any other similar eco- sensitive areas in the project area. Project road, passes through some forest patches. The cutting of 31 trees will impact the local environment but will be compensated through planting of trees in ratio of 1:2 along the road that will improve the local climate in long term. No loss of any rare/endangered species is envisaged. Mitigation Measures 92. Requisite permission from Forest Department will be secured for cutting of trees. 93. Mandatory compensatory plantation will be done by forest department after depositing requisite money by SHAJ to the Compensatory Afforestation 94. Aquatic Ecology: Temporary sedimentation and water quality deterioration is expected during the construction stage. Increase in turbidity due to erosion will lead to reduction of light penetration and make it an undesirable place for aquatic fauna and flora. Further due to the reduced light penetration to the water body, the primary productivity of the biota in the water body will be reduced resulting in increased mortality. In addition, when these particles settle on the bottom it will affect the breeding ground of aquatic animals. Improvement of existing embankments particularly along the waterways may increase silt while accidental spill of materials, chemicals, and fuels will deteriorate receiving water quality. However, siltation of perennial waterways is not envisaged since no such river is in the alignment of Jamua Bypass. Siltation will be avoided by measures suggested above in impact on surface water resource section.

26

Impacts due to Construction Camp and Immigration of Workers 95. Related impacts have been captured in the already approved IEE and mitigation measures captured in EMP being implemented and monitored. No additional Construction Camp is envisaged to be setup for construction of Jamua Bypass.

96. Safety of Construction Workers and Accident Risk to Local Community 97. The following safety aspects will be observed: (i) safety of construction workers, (ii) safety of road users including pedestrians, (iii) safety to cattle, (iv) safety of local community, (iv) unsafe/ hazardous traffic conditions due to construction vehicle movement need to be considered during design and construction stage, and (v) conduct of safety audit. Impact and mitigations due to blasting operation as already been detailed in Noise and Vibration section. Mitigation Measures 98. During the construction phase, contractors will be required to adopt and maintain safe working practices. Internationally accepted and widely used safety procedures should be followed during: (i) road works (ii) handling of large construction equipment and machineries, (iii) handling of chemicals and hazardous materials and inflammable substances, (iii) welding, and (iv) electrical works etc. 99. Contractor will arrange all PPEs for workers, first aid and firefighting equipment at construction sites. An emergency plan will be prepared duly approved by engineer in charge to respond to any instance of safety hazard. 100. To avoid disruption of the existing traffic due to construction activities, comprehensive traffic management plan will be drawn up by the concessionaire. Traffic in construction zones will be managed as per the provisions of IRC SP 55. 101. After construction is completed in a particular zone, it will be opened for normal operation. All diversions should be closed before start of normal operation. 102. Use of retro-reflectorized traffic signs, and cantilever/gantry type’s overhead signs, thermoplastic road marking paints, delineators, traffic cones, empty bitumen drums, barricades, and flagmen will be used to ensure traffic management and safety. Conduct of regular safety audit on safety measures adopted during construction.

103. Transports and Storage of Materials 104. The construction material primarily will consist of aggregate, sand, cement, bitumen, and lubricating oil and fuel for vehicle and construction equipment. 105. These will be primarily stored temporarily at construction camps. The oils, fuels and chemicals will be stored on concreted platform with spills collection pits. The cement will be stored under cover. All these temporary storage areas will be located at least 150 M away from the habitat. The likely impacts due to transportation and storage including fugitive emission have already been covered under already approved IEE.

Chance find of Cultural or Archaeological significance 106. During construction activities sites, structures or artefacts of archaeological, cultural or religious importance may be found. In such instances all construction work must immediately be stopped in the respective construction area and the contractor and CSC environmental specialist must immediately inform the PIU. The PIU will then coordinate with the concerned local agency on procedures for recovering the artefacts or restoring and maintaining the site.

E. Operational Phase

107. Operation phase impacts and related mitigation measures have been measured and captured in already approved IEE and will apply to Jamua Bypass section.

27

V. ENVIRONMENTAL MANAGEMENT PLAN, INSTITUTIONAL REQUIREMENTS AND GRIEVANCE REDRESS MECHANISM

A. Environment Management Plan

108. The ADB-approved IEE report has suggested appropriate measures to mitigate impacts associated with construction activities. An Environmental Management Plan (EMP) has been prepared for the project that discussed the anticipated impacts, monitoring requirements and development of mitigation measures with respect to (i) Pre-construction (ii) Construction and (iii) Operation Stage. 109. The impacts associated with the construction of Jamua bypass are mainly due to activities during construction stage. Hence, the Environmental Management Plan prepared for the project is adequate to mitigate the impacts due to construction of Jamua bypass as part of ongoing RD02, Pachamba-Jamua-Sarwan road subproject. 110. The provision of environmental monitoring program, EMP and related budget was provided in original IEE report. The same is provided as Vol III PCC of the Contract Document with Contractor for implementation. 111. Presently, construction work is under progress. Based on this addendum to ADB-approved IEE report, no major environmental impacts are anticipated due to construction of Jamua Bypass.

B. Organizational Set-up of Implementing Agency

112. State Highways Authority of Jharkhand is the implementing agency for the project. SHAJ is an independent agency under the ambit of RCD and mandated with construction and maintenance of state highways and other roads and bridges with its own resources, private funding or external funding. Presently, it is having a lean organizational set-up in comparison to its mandate. It is headed by Chief Executive Officer (CEO). The CEO has joint charge as, under the Act, the position is held by the Principal Secretary, Road Construction Department. Technical wing is headed by Member Technical supported by General Managers, Deputy General Managers and Managers for different cells. The organizational structure of implementing agency has been illustrated in Figure 3.

Figure 3: Existing Organizational Set-up of Implementing Agency 28

C. Institutional Arrangement

113. SHAJ, as the Project Executing Agency, is responsible for overall implementation of the project, and shall perform, or cause to be performed, its obligations as set forth herein and the Project Agreement through Government of Jharkhand.

114. A dedicated safeguards team for implementation of safeguards for all projects under SHAJ including this current project, has been appointed. The team is headed by the Member (Administration) and supported by a Deputy General Manager (DGM) and Manager at the headquarter level and an engineer from each Project Implementation Unit (PIU) at the field level.

115. SHAJ has established 4 field Project Implementation Unit (PIUs) for implementing all projects which come under the purview of SHAJ. Of the 4 PIUs, 3 PIUs will oversee works for roads under the project. One of the engineers in each PIU will be appointed as the safeguards focal person and be responsible for overseeing implementation of EMP and RP

116. A construction supervision consultant (CSC) firm has been recruited to supervise and administer civil works contracts and to ensure the works are executed in accordance with the drawings, technical specifications and contract conditions including implementation of EMP in accordance to ADB’s Safeguard Policy Statement 2009 requirements. The CSC team include one environmental specialist and one wildlife specialist.

D. Grievance Redress Mechanism

117. All the three parties involved in this project implementation i.e. Contractor, CSC and executing agency will maintain complaint registers at their following respective offices: - Contractor’s main site offices i.e. office of the Project Manager;

- CSC’s main site office i.e. office of the Engineer’s Representative; and

- PIU DGM office i.e. Employer’s field office

118. Level 1 – PIU level: All public complaints regarding environmental issues received by any of the above mentioned offices will be entered into the register with specific details such as name and address of the person or representative of the community registering a complaint, the details of complaint, and time. The Executive Engineer and Engineer’s Representative will immediately communicate the details of the complaint to the Contractor. The environment and safety officer of the contractor will promptly investigate and review the environmental complaint and implement appropriate corrective actions to arrest or mitigate the cause of the complaints within 3 days time of receiving the complaint. The contractor will report to CSC environment expert about the action taken on the complaint, also within 3 days time of receiving the complaint, for his further intimation to DGM PIU. The person making the complaint will also be intimated by the complaint receiving person or his representative, about the action taken, within 3 days.

119. Level 2 – State level: Grievances not redressed by the PIU level will be brought to the State level Grievance Redress Committee (GRC). The State level GRC will be headed and chaired by Executive Engineer. The state level GRC will comprise of the following: i) Member (Administration), SHAJ

ii) Environmental Specialist, CSC 29

iii) A representative from the respective local community or JFM committee member iv) Representative of concerned agency such as Forestry Department or State Pollution Control Board depending on the nature of the complaint/issue

120. The main responsibilities of the GRC will be to: (i) record grievances, categorize, and prioritize grievances and resolve them as soon as possible; (ii) immediately inform the EA of serious cases; and (iii) report to complainants on decisions made regarding their grievances within three weeks of receiving the grievance from the PIU level. The decision must include the agreed timeline for addressing the grievance. Grievances related to resettlement benefits, compensation, relocation, replacement cost and other assistance will be addressed by following the grievance redress system provided in the RP. E. Environment Management Budget

121. Most of the measures have been addressed as part of good engineering practices, the costs for which have been accounted for in the engineering cost. All costs towards pre- construction clearances/permission will be borne by executing agency. These costs are indicative. A separate EMP budget due to Jamua bypass has not been proposed as part of addendum to ADB-approved bypass. The environmental budget for the various environmental management measures proposed under the project has been presented in ADB-approved IEE and EMP which forms the part of Contract (Vol. III) with the contractor.

VI. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE.

122. Meaningful consultations were carried out during detailed design and preparation of original IEE, the details of which are present in the original approved IEE. Additional consultations were undertaken as part of continuous participation with local community during the preparation of this addendum report to obtain their views regarding the construction of Jamua Bypass. Informal consultation with nearby community residing near the bypass alignment and project affected people was undertaken on 24.11.2017. During the consultation no concerns of significance were raised on environmental aspects of the project. The community welcomed the initiative and perceived benefits from the proposed intervention. The photographs and list of the participants during the consultation are given as Annexure II & III.

Disclosure of information

123. IEE addendum will be made available at SHAJ HQ and respective PIUs. The translation of executive summary of addendum to ADB-approved IEE report in local language () shall be done and disclosed at SHAJ HQ and respective PIUs. The same will be posted on SHAJ’s website. Based on ADB disclosure requirements, it will be posted on its website.

30

VII. CONCLUSION

124. Second Jharkhand State Road Project has been categorized as Category ‘B’ based on environmental screening and assessment of likely impacts. Initial environmental examination ascertains that it is unlikely to cause any significant environmental impacts. The proposed Construction of Jamua Bypass part of RD02, Pachamba Jamua Sarwan road subproject of will be done without any major environmental impacts and is beneficial to the society. As per the reconnaissance survey followed by discussion with stakeholders and public no major adverse impacts are anticipated.

125. Further, there are hardly any significant environmental impacts that may arise during construction and operation period, and it will be of short duration and site specific as well. For the anticipated impacts, the EMP prepared in ADB-approved IEE report is adequate and has been made a part of the bidding document and the contract document.

126. In general, the construction of Bypass received immense support from local people. The local people appreciated that improved connectivity will bear out several socio-economic positive benefits.

31

Annexure - I

Photographs of Sub-project site

Start point of Jamua Bypass Start point of Jamua Bypass

Agriculture fields along proposed alignment Agriculture fields along proposed alignment 32

Structures in alignment of Jamua bypass Structures in alignment of Jamua bypass

Plantation along Jamua bypass Plantation along Jamua bypass

33

Alignment of bypass cutting across village road Alignment of bypass cutting across village road

End point of the Jamua Bypass End point of the Jamua Bypass

34

Annexure - II

Public Consultation Photographs

Consultation with community Consultation with community

Consultation with community Consultation with community

35

Annexure -III

Public Consultation Record