Environmental Impactassessment (Volume V-A)

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EXECUTIVE SUMMARY

A.1 PROJECT BACKGROUND

A.2 PROJECT ROADS

The project roads are mainly in the South-East districts of Punjab State connecting major cities Patiala, Malerkotla and Ludhiana. The project roads comprise four different sections namely; 1) Patiala-Sirhind, MDR-31, 2) Kharar-Landran-Banur-Tepla, ODR-4 & 18) Phillaur-Nagar, ODR-5 and 4) Ludhiana-Malerkotla, SH- 11. The project roads total 115 km of priority sections as listed in Table A.1 and shown on the project location map in Figure 1.1 (next page). Table A.1: List of Project Roads

S No. Name of the Road Section District Length 1 Patiala - Sirhind, MDR-31 Fategarh Sahib/Patiala 30 km 2 Kharar - Landran - NH-64 (Banur) , ODR 4 Ropar 39 km NH-64 (Banur) -Tepla/Rajgarh, ODR 18 Patiala 3 Phillaur - Nagar (Crossing of Mukundpur-Apra Jalandh 6 km Road), ODR 5 Jalandhar 6 km 4 Ludhiana- Ahmedgarh - Malerkotla, SH-I I Ludhiana/Sangrur 40 km *Total 115 km

A.3 PROJECT DESCRIPTION Package III of phase I of Punjab State Road Sector Project involves upgrading of 115 km of road with 4 road sections. Patiala-Sirhind section of (30 km) is proposed for pavement rehabilitation. Ludhiana-Malerkotla section (40 km) is proposed to be upgraded from

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existing two lane carriageway to four lane carriageway. Kharar-Landran section (9.3 kin) is proposed to be upgraded from two lane carriageway to four lane and Landran-Banur-Tepla (30.6km) from the narrow 5.5m intermediate carriageway to full 2 lane with 2.5m wide paved shoulders for 30.6 km. Phillaur- Nagar section (6 km) will be upgraded from 5.5/ 7m carriageway to 7 in carriageway with paved shoulders. All the Project roads, pass through small and large village areas. The project roads fall in Patiala, Fatehgarh Sahib, Jalandhar, Rupnagar, Ludhiana, and Sangrur districts of Punjab State. The envisaged land acquisition for the project is about 30.00 hectares, of which the major area of the land is required for the Gill and Pohir bypasses of the Ludhiana- Malerkotla section.

A.4 ENVIRONMENTAL ASSESSMENT OF THE PROJECT The detailed design of the project has been closely coordinated with the preparation of this Environmental Impact Assessment Report and the Environmental Management Plans. The EA preparation led to identification of potential negative environmental impacts and their feasible remedial measures (including avoidance, mitigation and enhancements). Based on * these findings Environmental Management Plans (EMPs) have been prepared for the implementation for each construction package. The EMPs detail the potential negative impacts and list specific mitigation measures that are required to be included and will formn the part of the Contract documents between the Contractor and the Client.

A.5 THE STUDY METHODOLOGY Environmental Screening and Scoping Environmental screening exercise of the projects roads were undertaken to determine the major environmental issues and define the scope of work for conducting environmental assessment. As per the recommendation of the Environmental Screening report, detailed Environmental Assessment has been carried out for the project roads. Geographical Boundaries for the project roads were defined as Direct Impact ZoneI and project influence area2 to assess the impacts due to project activities.

Roadside features like roadside religious structures, educational institutions, medical amenities, water bodies, etc. on which impacts of road improvement are generally confined up-to ROW, whereas, Direct impact zone especially for roadside trees is limited upto toe line of the proposed road cross section.

2 For identification of impacts of road improvement on the sensitive & nationally/ regionally important environmental features like eco- sensitive areas (reserve forests, national parks, sanctuaries, bio-sphere reserves, sacred groves, protected areas, wetlands, major rivers etc.), cultural heritage & archaeological sites, as well as for defining general environmental setup like topography, climate, air, water & noise quality etc. the project influence area (or the study corridor) has been defined as the area falling within 7 km on either side of the project roads. However, for the roadside features like roadside religious structures, educational institutions, medical amenities, water bodies, roadside trees etc. on which impacts of road improvement are generally confined within few meters of the ROW, the project influence area has been taken as 100 m on either side ofthe project road.

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Adopted methodologies for the project pointed out below: * Review Policy, Legal and Administrative Framework

* Defining Geographical Boundaries

* Surveys for Collection of Baseline Data

* Testing and Monitoring * Assembly and Analysis of Data * Environmental Assessment of the Project

* Community Consultations * Analysis of Alternatives * Assessment of Potential Impacts * Mitigation and Enhancement Measures

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A.6 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK Review of the existing legislation, institutions and policies relevant to the Environmental Impact Assessment for Puiijab State Road Sector Project at the National and State levels are reviewed and identified the clearance requirement for the project at various stages of the project. The requirement obtaining the clearances for the project at project preparation stages are summarise in below table: Table A2: Clearance Requirement for the Project at Project Preparation Stage

Si. Type of Required Applicability to the No. Clearance Description Project Govt. of India 1 EIA Clearance The EIA notification of MoEF (1994, 1997 & 2002) Not Applicable as No From MoEF, states: marginal land Govt of India Environmental Clearance from the MoEF is not Acquisition, no road is required for Highway project relating to improvement passing through ec- work including widening and strengthening of roads if sensitive area and bypass marginal land acquisition along the existing alignment cost is not exceeding 100 does not exceed a total width of 20 metres on either crores. side of the existing alignment put together. Highways do not pass through ecologically sensitive areas such as National Parks, Sanctuaries, Tiger Reserve, and Reserve Forests etc. Further, it is also clarified that bypasses would be treated as standalone projects and would require environmental clearance if the cost of projects exceed Rs.100 crores each. 2 Forest Clearance Roadside trees are declared as Protected forest in Applicable as roadside Punjab. Cutting of these trees require Forest trees to be cut due to the Clearance from MoEF Regional Office, Chandigarh up gradation of the as per the Forest Conservation Act, 1980. Net Present project road. Value of the diverted forest land and two times compensatory plantation cost to paid to the Punjab State Forest Department for the Forests Clearance. State Level 3 NOC From No Objection Certificate (NOC) from Punjab Applicable, To ensure Punjab Pollution Pollution Control Board in pursuant to the Water the applicability, PRBDB Control Board (Prevention and Control of Pollution) Act of 1974, will apply for the NOC and the Air (prevention and Control of Pollution) Act from Punjab Pollution of 1981. Generally at project preparation stage this Control Board. NOC is needed if project requires EIA clearance from MoEF, GOI.

A.7 BASELINE ENVIRONMENTAL STATUS Baseline data has been collected including meteorological data, water quality, air quality, soil quality, noise levels, flora, fauna, land used and socio-economic status for the Project influence area during the project preparation stage, which is summarised as below:

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Table A3: Baseline Environmental Scenario in the Project Area Environmental Kharar-Tepla Ludhiana- 1Phillaur - Nagar [ Patiala - Sirhind Parameters |alerkotla Physical Environmental Terrain Flat terrain Flat terrain Flat terrain Flat terrain Gelogy Quaternary Quaternary Quaternary Quaternary Alluvium Alluvium Alluvium Alluvium Soil Type Seriozem, loamy Seriozem, loamy Seriozem, loamy Seriozem, loamy Surface water bodies 4 Streams 2 Canals 1 Canal 1 Stream crossing/ along the road: Canal/Stream/Ponds Ground Water 94 HP / 52 TW / 13 217 HP /62 TW /39 82 HP / 38 TW / 19 25 HP /4 TW / I W Bodies along the W W W road: HP/TW/Well Surface and ground Within permissible Within permissible Within permissible Within permissible Water Quality limit limit limit limit Air Quality Only SPM- Higher Only SPM- Higher Within permissible Only SPM- Higher than permissible than permissible limit than permissible limit limit limit Noise Level Higher than Higher than Higher than Higher than * permissible limit permissible limit permissible limit permissible limit Natural Environmental Forest Along the Road side trees Road side trees Road side trees Road side trees Road declared as declared as declared as declared as Protected Forest in Protected Forest in Protected Forest in Protected Forest in Punjab Punjab Punjab Punjab

Eco-sensitive area Nil Nil Nil Nil with 7 kin ImI_I Avenue Trees along 11200 Nos. 14190 Nos. 1250 Nos. 7500 Nos. the road Socio-cultural Environment Settlements Along 15 Nos. 15 Nos. 02 Nos. 10 Nos. the road Religious Properties Temple-12 Nos., Temple-16 Nos., Gurudwara-4 Nos. Temple-6 Nos., along the road Dargah-2 Nos. Gurudwara-8 Nos., Gurudwara-l Nos. Mosque-3 Nos., Dargah-4 Nos. Educational 7 Nos. 17 Nos. 11 Nos. I1 Nos. Institutes Along the road

A.8 PUBLIC CONSULTATIONS Discussions were held with most of the stake holders with different type of consultations such as formal, informal and group discussions. All of the concerns were considered at the feasibility stage and design stage. One concern that could not be addressed in the project is the possible grade separation at junctions with National Highways and a bypass for Kharar as this will be considered as part of a separate National Highway program.

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Public consultations have been carried out for identification for need of bypass, to raise public Key Stakeholders awareness and to identify stakeholder concerns. The * Affected Communities; Central point of discussion in the public consultations * Selected Govt. agencies; and was to ascertain what alternatives were possible and * Other stakeholders. for bypasses which option was considered preferable. For other alignment, drainage problem, cutting of roadside trees, enhancement of the bus stops and road safety issues consultations were held at many villages along the roadside. Most of the concerns are taken care in the design and provided bypasses, lined and covered drains, bus stops etc. public consultations details are summarised as below: Table A.4: Summary of details of Stakeholders Local level Consultations

Project Number of Number of Typical issues Remarks Corridor consultations participants

Kharar-Tepla 6 135 * Relocations of the structures Issues considered * Drainage problem in design * Road Safety * Bus stop Ludhiana- 5 125 * Bypasses and Realignments Issues considered Malerkotla * Relocations of the structures in design * Drainage problem * Road Safety * Bus stop * Land Phillaur - Nagar 2 40 * Junction improvement Issues considered * Drainage problem in design * Road Safety * Bus stop Patiala - Sirhind 3 40 * Road Safety Issues considered * Bus stop in design CONTINUED PARTICIPATION MECHANISM Regarding alignment issues, the follow up consultations for three times held at Dehlon and one time at Ahmedgarh. At Dehlon, the effort was made in minimising the acquisition of Gurudwara land and to avoid temple. The alignment has been revised thrice and discussed with the local public with different alignments and come to one conclusion with most preferred option. The bypass alignment proposed at Pohir village was discussed at with Ahmedgarh municipality chairman and other representatives. Effort was made in convincing about the alignment proposed for Pohir in terms of techno-feasible option. INFORMATION DISCLOSURE As required by World Bank Policy on involuntary disclosure, the R&R Policy of Punjab State Road Sector project (PSRSP) was disclosed at Ludhiana on 12th May, 2006 at the an auditorium in Guru Nanak Dev Engineering College and at Mohali on 15th May, 2006 in a Community Hall, Phase 3B-1.

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A.9 ANALYSIS OF ALTERNATIVES Analysis for alternatives was carried out for different parameters as given below: With and Without Project Alternatives Development of transport infrastructure facilities in the project area will result in increased revenue generation from the agricultural industry, which will lead to enhanced economic growth. The project area has a high incidence of road accidents. With the widening of the road, provision of a median and adoption of traffic calming and road safety measures, the accident rate may reduce. Keeping in view the site conditions and the scope of development of the area, the 'With' and 'Without' project scenarios have been compared and detailed out in this section. Analysis of Alternative Options for Widening of Existing Roads The choice of widening options depend to large extents on site constraint and construction methodology. It has been endeavour of consultant to propose widening option keeping in view minimising interference with religious structures such as temples, mosques, churches, crematories, mazar etc., minimum impact on residential and commercial property abutting the corridor, Land use and availability of land, optimum utilisation of existing pavement and ROW at location of curve improvement, drainage consideration, construction problems, least disturbance to traffic during construction and minimum impact on the environment. Based on the above factors, the following cross sections have been adopted: 0 Provision of four lanes as a divided dual carriageway, each 7.0 m, with 1.5 m Median (plus kerb shying of 0.25 m) and 2.5 m shoulders (1.5 m paved and 1.0 m granular material), in rural areas; * Widening and rehabilitation of narrow 2 lane carriageways to 7.0 m and the construction of 3.5 m shoulders (2.5 m paved and 1.0 m granular material), in rural areas; Provision of a four lane cross-section in densely settled areas with sidewalks (footpaths), covered drainage channels and median. Analysis of Alignments for Bypasses The project road passes through the congested towns of Gill and Pohir, where the options of providing bypasses were studied in details by the Consultants. The various alternative alignments were studied keeping in view of the avoidance marshy ground, steep terrain, unsuitable hill features and areas subject to flooding and inundation, shorter route length, minimum impact on existing settlements, businesses and public utilities, improvement in geometrics, avoid conflict with future planned developments, integrate with existing roads to important towns and villages, optimization of traffic capacity and road safety, minimum impact to the environment.

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Technology and Engineering Alternatives There are no real major alternatives to following the existing road Right of Way (ROW) as any completely new alignment would mean extensive land acquisition of valuable agricultural land and the consequent redundancy of the old road alignment. There are some minor design alternatives that have been considered. The basic road cross section is dictated by the traffic projections and the necessary road capacity. The vertical alignment is dictated by the standards for minimum sight distances (road safety) and the requirements to raise the road where flooding is a problem that cannot be solved by wider bridges at the same level or increased cross culverts. The horizontal alignment is dictated by the design speed and maximum super-elevation. Pavement alternatives include the choice of rigid or flexible pavement. Both use the same aggregate sources and similar quantities so this environmental impact is very similar for each. However rigid pavements generate considerably more traffic noise and any defects can be very expensive in terms of repair and maintenance costs. For the 15 year design life the flexible alternative is the most economic and with the noise considerations is the preferred option. All the project roads show a high incidence of accidents due to excessive speed in busy / confined stretches and reckless driving like overtaking on undivided roads. In all major villages with high approach speeds traffic calming measures have been proposed. It is also proposed to implement a high standard of road signs and road markings placed at appropriate locations and bridge approaches will be provided with proper safety barriers. In addition pedestrian crossings and well-located bus bays will be provided, and segregation of traffic and pedestrians will be encouraged through design details.

A.10 PREDICTION OF IMPACTS

Key Environmental Issues along the Project Road: Major issues in the project area are given below: * Roadside Tree Cutting and diversion of roadside protected forest areas * Existing drainage is not adequate * Relocation of Religious structures * Diversion of fertile agricultural land * Need for minimise traffic noise impacts Due to activities of proposed improvements there will be some potential in the surrounding improvements. The assessment of impacts on various environmental components from the project roads is summarised below:

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Table A.5: Environmental Impact Summary

S. I Parametcr Kharar- Ludhiana- Phillaur- Patiala- Total No ITepaMalerkotla Nagar Sirhind Negative Impacts

1 Hand Pumps/Tube wells Relocation (Nos.) 50 90 11 0 151

2 Pond Area (sq.m) 425 2,190 190 0 2,805

3 Relocation of Relegeous properties 4 2 0 0 6

4 Transfer of Agricultural land (ha.) 4.91 25.57 0 0 30

5 Borrow Earth (Cum) 456,000 630,000 61,000 39,000 1,186,000

6 Quarry Material (Cum) 515,000 621,000 70,000 21,000 1,227,000

7 Water (cu.m) 103,680 123,120 14,850 10,000 251,650

8 Nos oftrees to be felled 7,055 9,365 803 0 17,223 Positive Impacts 1 Enhancement sites

A Cultural/Religious Properties 2 3 1 1 7

B Surface water body 5 7 1 1 14

C Educational Institute 2 2 1 2 7

D Safe Access to educational institution 7 17 1 1 36 E Enhancement of Bus bays 20 18 5 8 51

F Rotory Junctions 0 4 0 0 4

G Village gates 2 2 1 1 6 H Sitting Arrangement 4 6 2 3 15

I Vegetative / Wall Noise Barrier I & 3 4 & 5 0&2 1 & 1 6& 11

J Tree Saving (Nos.) 4,145 4,825 447 0 9,417

K Waste Reuse (cum) 159,000 262,035 23,450 35,750 480,235

2 Proposed Plantation 14,110 18,730 1,606 0 34,446 3 Road safety Measures A Major junction improvement (nos.) 3 I1 1 6 B Proposal for Rotary Junctions (nos.) 0 4 0 0 4 C Intersections / Access improvement (nos.) 50 59 10 57 176

D Bus Bays (nos.) 20 18 5 8 51

E Pedestrian Crossing (locations) 29 29 4 0 62

F Street lighting (locations) 9 12 4 0 25

G Signage boards (nos.) 136 229 57 187 609

H Side walk (locations) 4 14 2 0 20

I Traffic calming measures (locations) 8 7 3 5 23 J Lined Drain (length in Krn) 4.5 6.9 1.5 0.0 12.9 K Four lane sections (length in Km) 9.2 40.0 0.0 8.0 57.2

L Crash Barriers / Gaurdrail(locations) 8 10 3 6 27 M Crash Barriers / Gaurdrail(length in m) 4,790 3,725 910 1,220 10,645

A.11 AVOIDANCE, MITIGATION AND ENHANCEMENT MEASURES As far as possible avoidance and reduction of adverse impacts approaches were adopted during the design stage with consideration of the views of local communities and the design team including engineers, environmental and social experts. This is reflected in the

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finalization of the cross sections, construction methods, construction materials and alignment. Avoidance measures are summarised in Table A6. Table A.6: Avoidance measure Adopted in the Design

Kharar- Banur-Tepla Ludhiana- Malerkotla Phillaur- Nagar

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Trees (nos.) 8100 7055 1050 11345 9365 1980 980 803 177 Forest Area (ha.) 45.3 37.1 8.2 63.2 51.4 11.8 6.8 5.4 1.4 Ponds (nos.) 5 3 2 4 2 2 1 1 Nil Tube wells / Hand 116 50 66 124 90 34 29 11 18 pumps (nos.) Open wells (nos.) 8 5 3 7 2 Nil I 0 1 Religious Properties 7 4 3 6 2 4 1 0 1 Land Acquisition (ha.) 6.2 4.91 1.29 31.0 25.57 5.3 0 0 Nil The widening of the existing road and construction of new bypasses will have certain negative impacts on environmental components, during all stages of the Project implementation. Cognizant efforts have been made to minimize adverse impacts and enhance the positive impacts to reduce overall negative impacts on the environmental and social components, however certain limited negative impacts are inevitable. Based on their applicability, both general and case specific measures were incorporated as follows: Standard: The 'Standard design' of various sections of existing road and bypasses, were arrived at after detailed deliberations between the highway design engineers, road safety and environmental experts. General measures: To avoid or mitigate impacts on environmental components, general mitigation measures were identified. Specific: Appropriate Specific designs have been prepared to mitigate the environmental impacts and enhancement & management measures are provided in details in respective Environmental Management Plan for the project road. The following sub sections outline the mitigation measures adopted to minimize the adverse impacts envisaged from the proposed Project.

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Table A.7: Key Environmental Impacts and Management Measures

Area Impacts Management Measures * Construction Phase Topography & Disfiguration & change in existing Borrow pits will be restricted to I m depth fol]owed by * geology profile of the land due to borrow pits & resurfacing of pits. construction of new bypass. Road building materials will be procured from approved and * *Disturbance on geological setting due to licensed quarries only. quarrying. Suitable seismic design of the bridge structures will be adopted * Uncontrolled digging of borrow pits to mitigate the earthquake impacts. resulting in water accumulation & breeding of vector disease. Soil Disruption & loss of productive top soil Adequate measures like adequate drainage, embankment from agricultural fields due to borrow consolidation & slope stabilization will be taken along the road pits which may reduce crop yield. to avoid soil erosion. 9 Loosening of top soil & loss of vegetative Top soils (15 cm) of borrow pit sites will be conserved and cover along the road due to excavation & restored after excavation is over. * back filling which will lead to enhanced Accidental spillage of lubricants/oil and molten asphalt will be soil erosion. avoided by adherence to good practices. * Land use * Loss of agricultural landresources due to * Earth material generated from excavation of roadways & land acquisition for the road. drainage will be reused during site development. * Generation of solid waste in the form of * Construction debris will be disposed of in suitable pre- construction spoils from construction identified dumping areas. sites. - Dumping areas will be biologically reclaimed. * Changes in existing land use pattern of * Construction camp will be provided to avoid indiscriminate * the ROW for construction of the road. settlement of construction workers. * Generation of bituminous waste due to Staging of the debris on / along the road will not be allowed. scarifying of damaged pavement Regular inspection of construction site will be carried out to ensure for this. Scarified bitumen will be recycled for use below Subgrade under pavement or below GSB under shoulder. * Drainage - Change in drainage pattern of the land. Adequate lined and covered drains are provided for the project * Increased incidence and duration of to facilitate its long life, and to avoid soil erosion & land floods due to obstruction of natural degradation. drainage courses by the road Adequate cross drainage works & structures will be provided embankment. for smooth passage of runoff to avoid flooding. * Chances of filling of existing drainage Steps at the bridge sites will be provided to inspect, regular courses during earth tilling. cleaning and inspection of these sites. * Filling of existing drainage courses will be strictly avoided. * Suitable drainage at construction site & camp will be provided to avoid water stagnation, soil erosion & mosquito breeding. Water bodies * Loss of water resources due to complete Filling of water bodies along the road alignment will be * or partial filling up of few ponds/water minimized by providing retaining walls. bodies along the road. Water use * Impact on the local water sources due to * Minimum use of existing water sources for construction will be use of construction water. ensured to minimize likely impacts on other users. Water quality * Increase of sediment load in the run off * Sediment traps will be provided to reduce sediment load in from construction sites and increase in construction wastewater. * turbidity in receiving streams/water *Proper sanitation facilities will be provided in construction bodies. camp to prevent health related problems. * Water pollution due to sewage from All the construction activities will be carried out during dry construction camps. seasons only. * Air quality - Deterioration of air quality due to Construction materials will be stored in enclosed spaces to fugitive dusts emission from construction prevent fugitive emissions. activities like excavation, backfilling & Truck carrying soil, sand and stone will be duly covered to concreting, and hauling & dumping of avoid spilling. earth materials & construction spoils, and Adequate dust suppression measures such as regular water vehicular movement along unpaved sprinkling on haul & unpaved roads particularly near habitation * roads. will be undertaken to control fugitive dust. * Deterioration of air quality due to Stringent construction material handling/overhauling procedures * gaseous emissions from construction will be followed.

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Area Impacts MIanagement Measures equipment & vehicular traffic. Low emission construction equipment & vehicles will be used. Deterioration of air quality due to * It will be ensured that all construction equipment & vehicles are emission from asphalt and hot mix in good working condition, properly tuned & maintained to plants. keep emissions within permissible limits. Asphalt and hot mix plants will be located at least 500 m away from inhabited areas and 300 m from the road. Noise level Increase in noise level due to Construction camp and temporary labour sheds will be located construction activities like operation of away from the immediate vicinity of the construction sites and construction equipment & vehicular major road traffic. traffic. * Protective gears such as ear plugs etc. will be provided to construction personnel exposed to high noise levels as preventive measure. * Low noise construction equipment will be used. * It will be ensured that all construction equipment & vehicles are in good working condition, properly lubricated & maintained to keep noise within permissible limits. * Stationary construction equipment will be placed sufficiently away from inhabited areas and silence zones. * Construction activities carried out near residential area will be scheduled to the day time only so that minimum disturbances are caused to people. * Vegetative and wall barrier provided to minimise the noise level at identified locations (Total 6 vegetative & 11 wall barrier Nos.). Floral & fauna * Loss of flora & loss of habitat of avian No tree shall be felled beyond the toe line of proposed cross fauna due to felling of trees along the section. ROW. * Tvo times of area of diverted forest land will be afforested as * Short term disturbance to avian fauna. per direction of forest department. PRBDB will deposit the required amount for afforested as forest department will specify for compensatory plantation. In addition to this NET present value for the diverted forest land will be paid to forest department * Median hedge will be developed to enhance the aesthetic look & reduce headlight glare on the four lane roads. * Cooking fuel should be provided to construction workers to avoid cutting/felling of trees for fuel wood. Amenities & cultural * Partial or total effect on roadside * Affected tube wells, temples & mosques will be suitably properties educational, medical & other amenities, relocated. and religious & cultural properties like Compensation will be given for other affected amenities like temples & mosques due to additional schools, colleges, hospitals, banks, post-offices & markets. land acquisition. Rehabilitation & Acquisition of agricultural land which is Adequate & equitable compensation, rehabilitation & resettlement the source of sustenance of those resettlement measures for PAPs are provided in RAP prepared families. for the project. * Demolition of houses & other structures within ROW resulting in displacement of people. Construction camp * Influx of construction work-force & Temporary construction camps with adequate potable water supplier who are likely to construct supply, sanitation & primary health facilities and fuel for cooking temporary tents in the vicinity. will be provided to accommodate construction workers. * Likely sanitation & health hazards & * It will be ensured that the construction workers are provided other impacts on the surrounding fuel for cooking to avoid cutting of trees from the adjoining environment due to inflow of areas. construction labourers. * Domestic as well as the sanitary wastes from construction camps will be cleared regularly and disposed as per local practice stipulated by local administration (Municipalities, Panchayats etc.). Occupational health Health & safety related problems to Adequate safety measures complying to the occupational safety & safety construction workers due to inadequate manuals will be adopted to prevent accidents/hazards to the health & safety measures. construction workers

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Area Impacts Management Measures Periodic health check-up of construction workers will be done. Road safety Increase on incidence of road accidents Proper traffic diversion and management will be ensured during due to disruptions caused in existing construction at the interactions and construction areas. traffic movements. Traffic calming measures are provided at 23 locations. Operation Phase: Land use & Change of land use by squatter/ Planning agencies and Collector/ Revenue Officer will be made Encroachment encroachment within ROW and induced involved for controlled development and prohibiting squatter/ development outside the ROW. encroachment within ROW. Drainage Filthy environment due to improper Drainage system will be properly maintained. maintenance of drainage. Water quality Chances of contamination of water * Oil interceptor will be provided at construction yard. bodies from road surface run off . Contingent actions will be taken for speedy cleaning up of oil containing oil spills due to traffic spills, fuel and toxic chemicals in the event of accidents. movement & accidents. Air quality Air pollution due to vehicular emission Vehicular emission will be controlled through enforcement of from road traffic. laws and public awareness. * Truck parking lay-byes and bus bays will be provided at required locations to facilitate smooth traffic flow. * Regular monitoring of air quality at specified locations will be conducted. Noise level Noise pollution due to traffic noise. Vehicular noise & use of horns will be controlled through enforcement of laws and public awareness. * Road signs prohibiting the use of horns will be placed at residential areas, sensitive locations & silence zones. * Regular monitoring of noise level at specified locations will be conducted by PRBDB. Flora & fauna Illegal felling ofroad side plantation. Plantation along the ROW will be maintained properly and Effect on aquatic fauna in case of protected from illegal felling. accidental spill of oil, fuel & toxic Contingent actions will be taken in the event accidental spill of chemicals into wvater bodies. oil, fuel & toxic chemicals. Access Significant severance problem on Intersection & approach of existing major cross roads will be pedestrian & cattle crossing and cross upgraded. traffic due to widening, partially access * Cattle/animal crossings to facilitate smooth traffic & pedestrian control & increase in traffic speed. movement to avoid accidents. * Access of primary schools will be modified in S shaped to slow down the speed of the primary school children, when they come out. It will avoid chances for accidents of school children. Bus bays will be provided at suggested suitable locations. Road safety Impacts on human health due to Adequate traffic safety measures e.g. crash barriers & pedestrian accidents. railings will be provided wherever required. Damage of road due to wear & tear. Proper & adequate road signs, road markings, kerb paintings and road furniture like overhead gantry signs, roadway delineators etc. will be provided. *Adequate illumination will be provided at interchange locations for safe and efficient traffic operations especially during night and inclement weather. * Periodical inspection of the road will be conducted to detect anomalies in pavement. * Emergency telephone communication system, highway patrolling, crane and ambulance facilities will be provided. Environmental Enhancement Measure To improve the aesthetic beauty of the corridor enhancement measures are provided for the project summarised below:

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Table A.8: Enhancement Measures Provided for the Project

Corridor Name Religious School Waste Water Pond Structure Enhancement Enhancement (Nos.) Enhancement (Nos.) (Nos.) Ludhiana- Malerkotla 3 2 7 Kharar - Tepla Section 2 2 5 0Phillaur- Nagar 1 1 1 Patiala-Sirhind 1 2 1 Environmental Budget An indicative estimate of the cost component involved in mitigation of impacts, enhancements (through landscaping or specific enhancement measures for cultural properties and typical enhancements such as ponds) monitoring and evaluation of various components in pre-construction, construction and operation period has been estimated. A total of Rs. 118.402 million has been allocated for the environmental management for the Project roads of Package III.

A.12 INSTITUTIONAL ARRANGEMENTS PRBDB is headed by the Chief Engineer who will be responsible for the successful implementation of the Project. The Chief Engineer will be assisted by the Project Director, Contract Management Unit, Project Management Information System and the Environmental and Social Expert at the head office. Executive Engineers and his supporting staff as Employers representatives nominated for the Project will be responsible for the implementation of the Projects under his division. The Environmental and Social Expert of PRBDB will look after the environmental issues during the Project preparation and implementation with the assistance of the Environmental Specialist of the Design and Supervision Consultant. Training will also be conducted at pre-construction stage, construction stage, on site at construction stage, before de-mobilisation of the construction and after completion of the construction.

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TABLE OF CONTENTS

EXECUTIVE SUMMARY

TABLE OF CONTENTS

LIST OF ABBREVIATIONS

SECTION 1 INTRODUCTION

1.1 BACKGROUND ...... I 1.1.1 General ...... 1.1.2 Present Study ...... 1.2 PROJECT ROADS ...... 1 1.3 OUTCOMES OF ENVIRONMENTAL SCREENING ...... 4 1.4 CATEGORIZATION OF THE PROJECT ...... 4 1.5 ENVIRONMENTAL ASSESSMENT OF THE PROJECT ...... 4 1.6 SCOPE OF THESTUDY ...... 4 1.7 THE STUDY METHODOLOGY ...... 5 1.7.1 Environmental Screening and Scoping ...... 5 1.7.2 Review Policy, Legal and Administrative Framework ...... 5 1.7.3 Defining Geographical Boundaries ...... 6 1.7.4 Surveys for Collection of Baseline Data ...... 6 1.7.5 Testing and Monitoring ...... 6 1.7.6 Environmental Assessment of the Project ...... 6 1.7.7 Assembly and Analysis of Data ...... 7 1.7.8 Community Consultations ...... 7 1.7.9 Analysis of Altematives ...... 7 1.7.10 Assessment of Potential Impacts ...... 7 1.7.11 Mitigation and Enhancement Measures ...... 7 1.7.12 Preparation of the Environmental Management Plan ...... 7 1.8 STRUCTURE OF THE OF REPORT ...... 8

SECTION 2 DESCRIPTION OF THE PROJECT

2.1 GENERAL ...... 9 2.2 RIGHT OF WAY ...... 9 2.3 CROSS SECTION ...... 10 2.4 PAVEMENT ...... 10 2.5 CROSS DRAINAGE STRUCTURES ...... 1 2.6 CONSTRUCTION MATERIALS ...... 12 2.7 FLY ASH ...... 12 2.8 INTERSECTIONS ...... 13 2.9 SETTLEMENTS ...... 14 2.10 BYPASSES ...... 15 2.11 TRAFFIC ...... 15 2.1 1.1 Traffic Projections ...... 15 2.12 ROADSAFETY ...... 16 2.13 TYPICAL ROAD SECTIONS ...... 17

SECTION 3 POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

3.1 ENVIRONMENTAL POLICY FRAMEWORK ...... 19

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3.1.1 International Treaties and Conventions binding upon GOI ...... 19 3.1.2 National Environmental Policy Framework ...... 21 3.2 LEGAL FRAMEWORK ...... 24 3.3 INSTITUTIONAL FRAMEWORK ...... 29 3.3.1 Institutional Framework for the Project ...... 29 3.3.2 Institutional Setting in the Environmental Context ...... 29 3.4 ENVIRONMENTAL CLEARANCE REQUIREMENTS ...... 30 3.4.1 GOI Requirements ...... 30 3.4.2 State Level Clearance Requirements ...... 31 3.4.3 World Bank Requirements ...... 31 3.4.4 Clearance Requirements for the Project ...... 32

SECTION 4 BASELINE ENVIRONMENTAL STATUS

4.1 GENERAL ...... 35 4.2 METEOROLOGY ...... 35 4.2.1 Climatic Conditions ...... 35 4.2.2 Temperature ...... 36 4.2.3 Rainfall ...... 36 4.2.4 Humidity ...... 37 4.2.5 Cloud Cover ...... 37 4.2.6 Wind Speed and Direction ...... 38 4.3 PHYSICAL ENVIRONMENT ...... 39 4.3.1 Air Environment ...... 39 4.3.2 Noise Environment ...... 45 4.3.3 Water Environ ent ...... 48 4.3.4 Land Environment ...... 53 4.3.5 Natural Resources Consumption ...... 59 4.4 ECOLOGICAL RESOURCES 1...... 61 4.4.1 Flora ...... 61 4.4.2 Fauna ...... 62 4.5 SOCIO-CULTURAL ENVIRONMENT ...... 62 4.5.1 Demographic Features ...... 62 4.5.2 Socio-economic Profile of Project Affected People ...... 63 4.5.3 Human Use And Cultural Values ...... 63 4.5.4 Places of Historical and Cultural Significance ...... 63 4.5.2 Educational Institutions and Health Care Facilities ...... 64

SECTION 5 PUBLIC CONSULTATIONS

5.1 INTRODUCTION ...... 65 5.2 OBJECTIVES ...... 66 5.3 METHODOLOGY ADOPTED FOR PUBLIC CONSULTATIONS ...... 66 5.3.1 Levels of Public Consultations and Profile of Stakeholders ...... 66 5.3.2 Tools for Consultations ...... 68 5.3.3 Selection of Locations for Consultations ...... 68 5.4 CONSULTATION PROGRAMME ...... 69 5.5 ISSUES RAISED BY STAKEHOLDERS ...... 69 5.6 MITIGATION MEASURES PROPOSED BY STAKEHOLDERS ...... 70 5.7 CONTINUED PARTICIPATION MECHANISM ...... 71 5.8 INFORMATION DISCLOSURE ...... 72 5.9 REDRESS OF ISSUES ...... 72 5.10 PHOTOGRAPHS ...... 74

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SECTION 6 IMPACT PREDICTIONS

6.1 GENERAL ...... 75 6.2 WITH AND WITHOUT PROJECT ALTERNATIVES ...... 75 6.3 ANALYSIS OF ALTERNATIVE ALIGNMENTS ...... 76 6.3.1 Analysis of Alternative Options for Widening of Existing Roads ...... 76 6.3.2 Analysis of Alignments for Bypasses ...... 78 6.3.3 Bypass for Gill Town ...... 78 6.3.4 Bypass for Pohir Village ...... 81 6.3.5 Bypass for Dehlon Village ...... 82 6.4 TECHNOLOGY AND ENGINEERING ALTERNATIVES ...... 84

SECTION 7 ENVIRONMENTAL IMPACTS

7.1 GENERAL ...... 89 7.2 IMPACTS ON PHYSICAL ENVIRONMENT ...... 91 7.2.1 Impact on Meteorology ...... 91 7.2.2 Impact on Physiography ...... 91 7.2.3 Impact on Topography ...... 91 7.2.4 Impact on Geology ...... 92 7.2.5 Impact on Soil ...... 92 7.2.6 Impact on Water Resources ...... 96 7.2.7 Impact on Air Environment ...... 101 7.2.8 Noise Environent ...... 106 7.3 NATURAL ENVIRONMENT ...... 110 7.4 IMPACT ON SOCIO-CULTURAL ENVIRONMENT ...... 112 7.5 Impact on Safety and Public Health ...... 115 7.5.1 Impact on Safety ...... 115 7.5.2 Impact on Public Health ...... 116

SECTION 8 AVOIDANCE, MITIGATION AND ENHANCEMENT MEASURES

8.1 OVERVIEW ...... 118 8.2 METEOROLOGICAL PARAMETERS ...... 121 8.3 PHYSICAL ENVIRONMENT ...... 121 8.3.1 Topography ...... 121 8.3.2 Soil ...... 122 8.3.3 Water Environment ...... 129 8.3.4 Air Environment ...... 134 8.3.5 Noise Environment ...... 135 8.3.6 Construction Camp ...... 138 8.4 NATURAL ENVIRONMENT ...... 139 8.4.1 Landscaping Strategy for Project Corridor ...... 140 8.4.2 Nursery Plan ...... 142 8.4.3 Fauna ...... 142 8.5 SOCIO-CULTURAL ENVIRONMENT ...... 143 8.6 ENHANCEMENT MEASURES ...... 143 8.7 SAFETY MEASURES ...... 145 8.7.1 Health/Safety Measures for Labors ...... 145 8.7.2 Traffic Safety Plans ...... 145 8.7.3 Handling of Petroleum Products ...... 147 8.7.4 Accidents involving Hazardous Materials ...... 147 8.8 ENVIRONMENTAL MANAGEMENT PLANS ...... 147

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8.8.1 Monitoring Plans ...... 147 8.8.2 Reporting System ...... 151 8.8.3 Environmental Budget ...... 151

SECTION 9 INSTITUTIONAL ARRANGEMENTS

9.1 GENERAL ...... 153 9.2 EXISTING INSTITUTIONAL ARRANGEMENTS ...... 153 9.2.1 Existing Institutional Capacity in PRBDB ...... 153 9.2.2 Other Stake Holders ...... 153 9.3 NEED FOR FURTHER STRENGTHENING ...... 154 9.4 PROPOSED INSTITUTIONAL CAPACITY ...... 154 9.4.1 Proposed Setup for PRBDB ...... 154 9.4.2 Other Stakeholders ...... 155 9.5 ENVIRONMENTAL REPORTING SYSTEM ...... 156 9.6 OPERATIONALIZATION ...... 156 9.6.1 Appointment of Staff ...... 157 9.6.2 Construction Supervision Consultant (CSC) ...... 157 9.6.3 Contractors ...... 157 9.7 TRAINING ...... 157

LIST OF TABLES

Table 1.1: List of Project Roads 2 Table 2.1 Details of Present and Proposed Carriageway Widths including paved shoulders 10 Table 2.2 Details of the Reconstruction Stretches and Use of Scarified Materials 11 Table 2.3 Composition of existing and proposed pavements I I Table 2.4: Details ofthe Cross Drainage Structures ofthe Package III 12 Table 2.5: Traffic Details of the major Intersections 13 Table 2.6: List of villages & towns on the project corridors on the project corridors 14 Table 2.7: Details of Bypasses 15 Table 2.8: Traffic in base year (2005) 15 Table 2.9: Projected Traffic details along the project corridors of Package III of Phase I 16 Table 2.8: Reported Personal Injury Accidents (PIA), 2001-03 16 Table 3.1: Summary of Key Legislations Relevant to the Project 25 Table 3.2: Clearances Required for the Project 33 Table 4.1: Monthly Average Range in Dry Bulb Temperatures (°C) 36 Table 4.2: Monthly Total Rainfall in mm 36 Table 4.3: Monthly Average Range of Relative Humidity in %age 37 Table 4.4: Monthly Average Range of Cloud Cover in Oktas 38 Table 4.5: Monthly Average Wind Speed in kmph 38 Table 4.6: Details of Ambient Air Quality Monitoring Locations 40 Table 4.7: National Ambient Air Quality Standards (CPCB, 1997) 43 Table 4.8: Onsite 24-Hourly Ambient Air Quality along the Project Roads 43 Table 4.9: National Ambient Noise Levels Standards (as per CPCB) 45 Table 4.10: Recorded Noise Levels At Various 46 Table 4.11: Surface and Groundwater Sources in the Project Area 48 Table 4.12: Details ofthe Cross Drainage Structures 49 Table 4.13: Details of the Sampling Locations of the Surface and Ground Water 49 Table 4.14: Characteristics of Surface Water 52 Table 4.15: Characteristics of Ground Water 52 Table 4.16: Location Details of Soil Samples 54 Table 4.17: Soil Characteristics of along the Project Roads 56 Table 4.18: Locations use Pattern along the Project Road 58

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Table 4.19: Locations of Soil Borrow Areas for Earth Works 59 Table 4.20: Details of the Source of Aggregates and Lead Distances from Project Roads 60 Table 4.20a: Details of Roadside Protected Forest Area and Trees within RoW 62 Table 4.21: Details of the Cultural Properties 64 Table 4.22: Number of Educational Institutions and Hospitals 64 Table 5.1: Summary of details of Stakeholders Local level Consultations 69 Table 5.2: Address of General Issues and Concerns Under the Project 72 Table 6.1: 'With and 'Without' Project Scenario 76 Table 6.2: Evaluation of Options for Gill Bypass 80 Table 6.3: Evaluation of Options for Pohir Bypass 82 Table 6.4: Comparison of options for Dehlon Bypass 84 Table 7.1: Environmental Impact Summary 89 Table 7.2: Impact Matrix 90 Table 7.3: Land to be acquired for the Project 92 Table 7.4: Details of the Quantities of materials Required for Construction 94 Table 7.5: Details of the Quantities of Fill and Spoil 94 Table 7.6: Impact on Water Resources and Indicator 96 Table 7.7: Impacted Wastewater Ponds along the Project Road 97 Table 7.8: Affected Hand pumps and Wells 97 Table 7.9: Details of Raised Portions of Project Roads 98 Table 7.10: Requirement of Water for Proposed Construction Works 100 Table 7.11: Speed Corrected Emission factors (in gm/km/vehicle) 104 Table 7.12: Details of the Predicted Air Pollution Levels 105 Table 7.13: Typical noise levels of principal construction equipments (Noise Level in dB (A) at 50 Feet) 108 Table 7.14: Protected Noise Levels 109 Table 7.15: Sensitive Receptors with respect to Noise Pollution 110 Table 7.16: Details of Diverted Protected Forest Area and Trees to be cut within RoW 111 Table 7.17: Project Affected Persons (PAPs) 113 Table 7.18: Affected Cultural Properties along the Project road 114 Table 8.1: Avoidance measure Adopted in the Design 118 Table 8.2: Reason for Not Avoided the Impacts on Religious Properties 118 Table 8.3: Key Environmental Impacts and Management in the Project 120 Table 8.4: Details of the Retaining Walls 122 Table 8.5: Erosion Control Measures 126 Table 8.6: Number of Silt Fencing proposed 129 Table 8.7: Details of proposed Lined drains in urban locations 132 Table 8.8: Recommended Pollution Resistant Species to be Planted at Congested Areas 135 Table 8.9: Details of Locations of Noise Barrier Proposed 137 Table 8.10: Trees along the Project Roads 140 Table 8.11: Underpasses for Cattle/other Domestic Animals 142 Table 8.12: Locations of Enhancement Sites 145 Table 8.13: List of Personal Protective Equipment 145 Table 8.14: Locations of Traffic Calming Measures Proposed 146 Table 8.15: Environmental Monitoring Plan 149 Table 8.16: Environmental Monitoring Locations 150 Table 8.17: Environmental Budget for the Package III Roads 152

LIST OF FIGURES

Figure 1.1: Project Location Map 3 Figure 2.1: Typical Section (Banur-Tepla) 17 Figure 2.2: Section of Sirhind-Patiala Section 17 Figure 4.1: Location Map for Ambient Air Quality Stations 42 Figure 4.2: Location of Noise Samples 47 Figure 4.3: Location Map for Ground and Surface Water Samples 51

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Figure 4.4: Soil Sample Locations 55 Figure 5.1: Public Consultation at Village Dehlon 74 Figure 5.2: Public Consultation at Village Dehlon 74 Figure 5.3: Public Consultation at Village Ahmedgarh 74 Figure 5.4: Public Consultation at Village Bhagu Mazra 74 Figure 5.5: Public Consultation at Village Bhagu Mazra 74 Figure 5.6: Public Consultation at Village Soneta 74 Figure 6.1: Congestion at Gill Village 78 Figure 6.2: Location Map of Alternative Options for Gill Bypass 86 Figure 6.3 Congestion at Pohir Village 81 Figure 6.4: Location Map of Alternative Options for Pohir Bypass 87 Figure 6.5: Proposed Alignment at Dehlon 88 Figure 8.1 Oil Interceptor 130

LIST OF ANNEXURE

Annex 4.1: Wind Rose Diagram Annex 4.2: Location of Streams and Canals Annex 4.3: List of Ground Water Sources Annex 4.4: Location of Borrow Areas Annex 4.5: Location of Sources for Material Annex 4.6: Detail of Flora Presence Annex 4.7: Detail of Fauna Presence Annex 4.8: Detail of Cultural Properties along the project corridor Annex 4.9: Detail of Educational Institutions and Hospitals along the project roads Annex 5.1: Detail of Stakeholders Local level consultations Annex 7.1: List of Cross Drainage Structures Annex 7.2: Details of Trees affected Annex 7.3: Species wise Trees affected Annex 8.1: Silt Fencing Annex 8.2: Locations of Silt Fencing proposed Annex 8.3: Typical Design of Noise Barriers Annex 8.4: Typical Layout of Construction Camp Annex 8.5: Typical Design of Enhancement of Wastewater pond Annex 8.6: List of Enhancement sites Annex 8.7: Budget

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ABBREVIATIONS

SOS Strategic Option Study PWD Public Works Department SH State Highway MDR Major District Road IMD India Meteorological Department SPM Suspended Particulate Matter RPM Respirable Particulate Matter CPCB Central Pollution Control Board EMP Environmental Management Plan MoEF Ministry of Environment and Forest FHWA Federal Highways Authority EA Environmental Assessment ODR Other District Road COI Corridor of Impact ROW Right of Way AADT Annual Average Daily Traffic DoE Department of Environmental EIA Environmental Impact Assessment PUC Pollution Under Control Certificate ASI Archaeological Survey of India. NOC No Objection Certificates PIA Project Impact Area RH Relative Humidity AAQ Ambient Air Quality PAP Project Affected Person RAP Resettlement Action Plan OMC optimum Moisture Content CSC Construction Supervision Consultant IER Independent Environmental Review CMU Central Monitoring Unit

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INTRODUCTION

1.1 BACKGROUND 1.1.1 General

The Government of India has requested the assistance of the World Bank for the improvement and rehabilitation of State Highways, Major District Roads and Other District Roads in the State of Punjab. A Strategic Option Study (SOS), carried out for the PPublic Works Department (PWD), has prioritised road sections for improvement from the 1698 km of State Highways (SH), Major District Roads (MDR) and Other District Roads (ODR). The major criteria used for selection in SOS are restricted carriageway width and /or pavement conditions, which result in capacity constraints for the high volumes of traffic carried by the roads, and also consider the connectivity of the roads. Technical and Economic feasibility studies for the Punjab State Road Project are being undertaken separately. The Government of Punjab has pre-selected approximately 367 km of roads for Phase-I (comprising approx 252 km roads for rehabilitation and another 115 km for up-grading works). The detailed engineering study is now required as part of the preparation for the upgrading works on 115 km roads. The upgrading works will consist mainly of (a) raising the formation level (b) widening to two lane from the existing intermediate-lane width, (c) providing paved shoulders in the case of two lane roads and (d) pavement strengthening. Certain road stretches may also require upgrading to four-lane, and provision of drains, service roads, sidewalks, and pedestrian crossings and parking where required. At a few locations, new alignment (bypasses) and/or re-alignment may also be necessary. 1.1.2 Present Study This report relates to the present contract for Package 3 Phase 1 of the Punjab State Road Sector Project and the services will be undertaken in two stages:

* Part A Services (Project Preparation - 8 months), which will include the detailed design including environmental and social assessments and preparation of bid documents for roads proposed under the Project (estimated to be around 115 kin). * Part B Services (Construction Supervision - 30 months). Carry out construction supervision services for upgrading works of about 115 km of roads. This report is part of consultancy Part A services.

1.2 PROJECT ROADS The project roads are mainly in the South-East districts of Punjab State connecting major cities Patiala, Maler Kotla and Ludhiana. The project roads comprise four different

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sections namely; 1) Patiala-Sirhind, MDR-31, 2) Kharar-Landran-Banur-Tepla, ODR-4 & 18 3) Phillaur-Nagar, ODR-5 and 4) Ludhiana-Ahmedgarh-Maler Kotla, SH- 11. The project roads total 115 km of priority sections as listed in Table 1.1 and shown on the project location map in Figure 1.1.

Table 1.1: Details of Project Roads

S Name of the Road Section District Length Average No. ROW I Patiala - Sirhind, MDR-31 Fategarh Sahib 30 km 23.0 m ______/P atia la_ _ _ _ _ 2 Kharar - Landran - NH-64 (Banur) , ODR 4 Ropar 39 km 28.8 m NH-64 (Banur) - Tepla/Rajgarh, ODR 18 Patiala Phillaur - Nagar (Crossing of Mukundpur- Jalandhar 6 km 23.5 m Apra Road), ODR 5 _ 4 Ludhiana - Ahmedgarh - Malerkotla, SH-11 I Ludhiana/Sangrur 40 km 29.5 m Total 115 km I The section Patiala-Sirhind, MDR-31 (29.48km) starts in an urban area of Patiala at Gurudwara (kml .27) and runs northward out of Patiala and ends in Sirhind on the Delhi- Chandigarh section of NH-1. This section falls within two districts, namely Patiala (km 1.27 to km 15.5) and Fategargsahib (km 15.5 to km 29.48). The project road passes through 10 small villages and no major towns.

The section Kharar-Landran-Banur-Tepla, ODR 4 & ODR 18 (39.6km) starts at a junction on NH-21 at km 0 in Kharar town and runs southwards ending at Tepla, at the junction of NH-1. The section crosses NH-64, Rajpura-Chandigarh road at km 22.2 and falls within two districts Ropar (km 0 to km 22.2) and Patiala (km 22.2 to km 39.6). The project road passes through 8 small villages and no major towns.

The section Phillaur-Nagar, ODR 5 (6 km) starts at a junction on NH-1 at km 0 in Phillaur town and runs eastwards ending in Nagar at the Mukundpur-Apra road junction. This road is in Jalandhar district and passes through 4 small villages and no major towns, except Nagar where the road passes through a congested narrow stretch of built-up area. The section Ludhiana-Maler Kotla, SH-11 (40km) starts at km 6.0 in the southern suburbs of Ludhiana at Guru Nanak Dev Polytechnic, and runs southwards ending at the bypass just north of Maler Kotla at km 45. This section falls within two districts, namely Ludhiana (km 6.0 to km 28) and Sangrur (km 28 to km 45.0). The project road passes through 15 villages; of which Gill and Pohir are the most important and where the built-up area is narrow and congested.

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1.3 OUTCOMES OF ENVIRONMENTAL SCREENING Environmental Screening exercise was carried out by Consulting Engineering Services (I) Pvt. Ltd.. Findings of environmental screening ensured that the project road is not passing through any sensitive zone like reserve forests, national park and sanctuaries. Roadside tree plantation is declared as Protected Forest in Punjab and cutting of these roadside tree plantations due to the road up-gradation work is one of the main issue in this project. Other environmental issues in this project includes: improvement of junctions, higher air and noise pollution due to poor road condition, relocation of religious structures etc..

1.4 CATEGORIZATION OF THE PROJECT The present project has been categorized as Category A project according to the World Bank Policy i.e. OP 4.01 due to cumulative impacts from the Project. The impacts are loss of trees, the project affected people and loss of household and business structures, and loss of agricultural land. Accordingly, Environmental Impact Assessment has been carried out and stand alone Environmental Management Plans have prepared for each contract package.

1.5 ENVIRONMENTAL ASSESSMENT OF THE PROJECT The detailed design of the project has been closely coordinated with the preparation of an Environmental Assessment Report and Environmental Management Plan. The EA preparation led to identification of potential environmental hazards and their feasible remedial measures (including avoidance, mitigation and enhancements), based on these findings Environmental Management Plans (EMP) have been prepared for the implementation for each construction package. These EMPs will form the part of the Contract documents between the Contractor and the Client.

1.6 SCOPE OF THE STUDY

The Environmental Impact Assessment (EIA) study was undertaken to incorporate the environmental and social considerations into the project planning and design process in order to ensure that the road improvement options under consideration are environmentally sound and sustainable. The EIA report is based on data collected from primary and secondary sources that include:

* Collection of information on existing baseline conditions in order to identify the environmental issues in the area. * Identification of environmentally sensitive locations i.e. water bodies, roadside utilities/facflities, sites of cultural/ historical/ archaeological importance.

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* Detailed Tree Inventory with details of the girth size of trees and location * Ambient air, water and soil quality and noise level monitoring

* Conduct Public Consultation with Project Affected Persons (PAPs), Stakeholders and to incorporate their views on the local environmental issues.

* Assess the adverse impacts on the environment and to avoidance the impacts, suggest cost effective mitigation and management measures to mitigate the negative impacts.

* Preparation of Environmental Management Plan, which will include implementation schedule and associated costs for execution of mitigation and enhancement, works; development of an environmental monitoring program for construction and operational phases; detailing of the requirements for institutional strengthening and training.

1.7 THE STUDY METHODOLOGY

Methodology adopted for the Environmental Impact Assessment was in accordance with the requirements of the term of reference (TOR), EIA Notifications of Ministry of Environmental and Forests (MOEF) (1994 and 1997), Indian Roads Congress Guidelines for EIA for Highway Projects (1983) and other Govt of India (Gol) guidelines. The World Bank Operational Policies on Environmental Assessment (OP 4.01, BP 4.01, GP 4.01), Natural Habitats (OP 4.04, BP 4.04, GP 4.04), Forestry (OP 4.36, GP 4.36), Cultural Property (OP 11.1), Indigenous People (OD 4.20) and Involuntary Resettlement (OD 4.20) were followed during the data collection and EIA Report preparation.

The environmental impact assessment was undertaken simultaneously with detailed design of the project. The important findings of the assessment gave important feedback to the design team, especially in terms of the sensitive receptors, utility /facilities to be impacted. It helped modify the designs at locations where impacts had to be avoided and incorporate mitigation measures wherever the impacts were unavoidable due to other constraints. The methodology adopted for the EIA is as follows: 1.7.1 Environmental Screening and Scoping

Environmental screening exercise of the projects roads were undertaken to determine the major environmental issues and define the scope of work for conducting environmental assessment. As per the recommendation of the Environmental Screening report, detailed Environmental Assessment has been carried out for the project roads. 1.7.2 Review Policy, Legal and Administrative Framework

This step discusses the policy, legal framework with in which the Environmental Impact Assessment (EIA) is prepared and also reviewed the existing institutions and legislations relevant to the project corridor, at the national and state level.

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1.7.3 Defining Geographical Boundaries Geographical Boundaries for the project roads were defined as Direct Impact Zone' and project influence area' to assess the impacts due to project activities. 1.7.4 Surveys for Collection of Baseline Data The study team of design engineers along with the environmental and social team visited the selected alignment and information on each kilometre was collected. Detailed strip mapping carried out as part of the detailed design data collection, which has also been provided valuable information regarding area adjacent to the alignment. Data was collected on the various environmental components of soil, climate, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural properties etc, to establish the baseline environmental setup. Secondary data on environment for the project corridor was collected from published and other relevant sources e.g., the Departments of Forest, the State Pollution Control Board, etc. The data collection from the field was completed with the help of enumerators/ investigators who were trained on site under the supervision of the environmental specialist and with the help of the design team. 1.7.5 Testing and Monitoring In order to assess the situation in different sections of the project corridor, different locations were identified for testing & monitoring the noise level, ambient air, soil and water quality. Monitoring has been carried out at various rural/residential, commercial and sensitive locations to establish the baseline conditions of the project area according to the standard procedure laid down by the CPCB/MoEF in consultation with the officials of the Punjab Pollution Control Board. 1.7.6 Environmental Assessment of the Project The detailed design of the project has been closely coordinated with the preparation of an Environmental Assessment Report and Environmental Management Plan. The EA preparation led to identification of potential environmental hazards and their feasible remedial measures (including avoidance, mitigation and enhancements), based on these findings Environmental Management Plans (EMP) have been prepared for the implementation for each construction package. These EMPs will form the part of the Contract documents between the Contractor and the Client.

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1.7.7 Assembly and Analysis of Data The data from surveys was fed to customised spreadsheets for ease of analysis. Supplementary information was collected from Survey of India toposheets, census handbooks and other government publications as well as reports prepared for other projects in Punjab. Standard statistical techniques were used for analysis of the socio-economic data. Qualitative analysis was done for more descriptive data. The documentation of the baseline conditions was completed for a 7 km wide strip on both sides of the road alignment as Project Influence Area (PIA) as per the MOEF guidelines. 1.7.8 Community Consultations

Consultation with likely affected groups along the project road and government bodies, Punjab State Pollution Control Board, Forest Departments of the various districts has been undertaken and information at different levels was collected to determine public opinion regarding the proposed project and associated impacts. 1.7.9 Analysis of Alternatives

Alternative alignments are assessed considering environmental, resettlement and rehabilitation issues for selection of bypass and widening options. 1.7.10 Assessment of Potential Impacts Potential and significant impacts were identified on the basis of analytical review of baseline data; review of land use and environmental factors; analytical review of the socio- economic conditions within the Project Influence Area (PIA); and review of assessment of potential impacts as identified for other similar highway projects. 1.7.11 Mitigation and Enhancenient Measures Positive and suitable actions have been determined, not only to avoid adverse impacts, but also to capitalize on opportunities and to correct environmental degradation or improve environmental conditions. In view of the presence of sensitive receptors along the proposed alignment, appropriate mitigation measures have been specified where adverse impacts could not be avoided. Enhancement measures including roadside plantation and enhancement for the roadside amenities and for cultural properties identified along the alignment have been identified for the sensitive receptors and community resources along the highway. Details are provided in the Environmental Management Plan and in the drawings and specifications. 1.7.12 Preparation of the Environmental Management Plan The Environmental Management Plan (EMP) is a stand-alone document and has been prepared separately for each contract as part of the Environmental Assessment. The EMP includes responsibilities assigned for the various actions identified to limit the adverse impacts of the project and budget allocations made for the funds required for mitigation as well as enhancement measures. The environmental management plans cover the three phases namely pre-construction, construction and operation (Post Construction).

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* 1.8 STRUCTURE OF THE OF REPORT

The report has been divided into 9 chapters including this Introduction as follows:

* Chapter 2 Project Description. In this section Project road details are described from an environmental perspective with salient features such as ROW, roadway improvements * proposed, cross sections, cross drainage structures, community facilities, traffic projections * etc.

* Chapter 3 details the Policy, Legal and Institutional Framework within which the project is set. The major stakeholder departments of the State and Central Governments * with their specific roles along with applicable Acts and Laws are described. At the end of this chapter clearance requirements are presented.

* Chapter 4 describes the Existing Baseline Environmental situation in detail. Details of the Meteorological baseline, components of the biophysical and natural environments, cultural properties along the corridor and quality of life add up to give a comprehensive 0 picture of the existing environment along the project road and its area of influence. The data presented in the chapter is gathered from primary and secondary sources.

v Chapter 5 details the overview of the Public Consultation carried out during the project preparation stage and people's perceptions of the project benefits and the potential impacts. Chapter 6 provided the Analysis of Alternatives considered during the project design. * The minimisation of environmental impacts by considering design alternatives determines v the extent of mainstreaming of the environmental component.

v Chapter 7 identifies and quantifies the Potential Impacts on each of the environrnental components due to the proposed project.

0 Chapter 8 provides details of Mitigation, Avoidance and Enhancement Measures for * the adverse impacts identified in earlier section. This section forms the basis for the * comprehensive Environmental Management Plans prepared for each project road. In addition to the avoidance and mitigation measures for the biophysical and natural * environmental components and discusses various environmental enhancements suggested * by the project including the enhancement of common property resources such as 0 community wastewater bodies and cultural resources along the project.

Chapter 9 reviews the existing Implementation Arrangements for the implementation of 0 the environmental component of the project. It provides recommendations on reporting * system and training needs to ensure that the expertise required for effective implementation 0 of EA provisions is established in PRBDB.

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* 2 DESCRIPTION OF THE PROJECT

* 2.1 GENERAL . The present project roads are divided into four road sections (see Figure 1.1 previous * section) as follows: 0 * Patiala- Sirhind (30 km) is proposed for rehabilitation with a simple overlay. Road * passes through 10 villages and predominantly agricultural land. . * Ludhiana - Malerkotla (40 kin) is proposed to be upgraded from existing two lane * road to four lane divided carriageway with paved and unpaved shoulders. Road * passes through 18 villages and predominantly agricultural land.

* * Kharar- Landran- Banur- Tepla (39 km) is proposed to be upgraded from two lane * to four lane for 9.3 km and from 5.5m road to full 2 lane with paved and unpaved shoulders for 30.6 km. Road passes through 15 villages and predominantly * agricultural land. . * Phillaur- Nagar section (6 km) will be upgraded from 5.5/ 7m carriageway to 7 m carriageway with paved and unpaved shoulders. Road passes through 4 villages and * predominantly agricultural land.

* The following sections of this chapter provide details of the present characteristics and * proposed improvements of the corridors covered in Package III of the Project. .

2.2 RIGHT OF WAY 0 The existing right of way along the project corridors varies from 12.8 m to 39 m. Encroachment is evident along the existing carriageway with shops and residences in the urban areas. The proposed improvements require a Corridor of Impact (COI) of between 10 m to 34 m. Most of the cross sections fit within the existing Right of Way (ROW), however some stretches falling in the Ludhiana- Malerkotla and Kharar-Banur-Tepla sections need additional land for improvement of horizontal and vertical alignment and for * bridge approaches on 4 lane sections and where raising the road is required. The total land to be acquired is about 23.50 hectares of which 9.72 hectares is required for the Gill bypass, 6.3 hectares for the Pohir bypass and 3.23 hectares for the remaining sections of * Ludhiana- Malerkotla Section. Only 2.8 hectares of land is to be acquired in Kharar- Banur-Tepla section and land acquisition is not envisaged for Phillaur - Nagar and Patiala- Sirhind sections, as the designed cross sections fit within the existing ROW. PRBDB will

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acquire the land required for the Project. Refer table 1.1 of earlier chapter for details of existing ROW. .

2.3 CROSS SECTION

Existing carriageway widths (including paved shoulder) of roads varies from 5.5 m to 14.0 * m along various stretches. All roads identified for the Project are bituminous surfaced. Earthen shoulders exist for rural stretches of all roads. The pavement width of all project corridors will be widened except for Patiala-Sirhind section, where only strengthening will be carried out. Details of the present and proposed road pavement widths including paved shoulder are presented in Table 2.1 and principal typical cross sections are presented in Annex 2.1. The lane requirements are finalised based on traffic studies and traffic projections. The proposed carriageway width including paved shoulders varies from 12.00 m to 17.00 m. * Both concentric and eccentric widening is proposed to accommodate the proposed * improvements within the available ROW. This will accommodate the future traffic, minimum displacement of people and minimum land acquisition. Table 2.1: Details of Present and Proposed Carriageway Widths including paved shoulder Si. No Name of the road Present (m) Proposed (m) * Kharar - Banur - Tepla 9 /7 /5.5 17 / 12 *2 Ludhiana - Malerkotla 7 17 * 3 Phillaur - Nagar 7 /5.5 10 4 Patiala-Sirhind 14 /10 No change

* 2.4 PAVEMENT

* During the pavement study it was noted that the project roads have been overlaid or * strengthened on previous occasions. The proposed pavement construction involves construction of new lanes, concentric widening and eccentric widening. The proposed pavement layers provided for in the design are earthen embankment, subgrade, granular * sub base (GSB), wet mix macadam (WMM), bituminous macadam (BM), dense bituminous macadam (DBM), semi-dense bituminous concrete (SDBC) and bituminous concrete (BC). New alignment construction involves all the pavement layers and * rehabilitation/ strengthening involves only surface bituminous layers. Details of the *pavement compositions are presented in Table 2.3.

* Reconstruction is envisaged for 11.3km of which 8.3 km is on Kharar- Banur-Tepla 49 section and 3 km on Phillaur-Nagar section. Reconstruction of 8.25 km will not generate bituminous waste materials as the process of construction 0 involves scarification and re

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compaction before placing the next layers. The reconstruction of 3.05 km in Kharar-Banur- Tepla will generate bituminous waste materials, these materials are proposed to be used in * the shoulder construction. Details of the reconstruction stretches are presented in Table E 2.2.

* Table 2.2: Details of the Reconstruction Stretches and Use of Scarified Materials * Road Chainage in Km Length in Km Quantity in Remarks cum 4.900-5.700 0.900 630 * 11.000- 12.300 1.300 910 Scarified 18.800-20.750 1.950 1100 materials will * Kharar- Banur- Tepla 20.750-22.250 1.500 825 be compacted * 22.250-23.200 0.950 525 and used in the 30.900-32.250 1.350 750 same pavement * 32.250-32.700 0.450 250 2.500- 2.900 0.400 225 * . 2.900-3.900 Phillaur -Nagar 1.000 550 * As above 3.900-4.400 0.500 275 * 4.400-5.500 1.100 610

Table 2.3: Composition of existing and proposed pavements

Corridor Existing Pavement Layers Proposed Pavement Layers

Kharar - Landran - Banur- Tepla GSB, Water Bound Macadam Select Subgrade, GSB, WMM, (WBM), BM and SDBC DBM and BC / SDBC * Ludhiana - Malerkotla GSB, Water Bound Macadam Select Subgrade, GSB, WMM, (WBM), BM and SDBC DBM and BC / SDBC * Patiala - Sirhind GSB, Water Bound Macadam DBM and BC * (WBM), BM and SDBC Phillaur- Nagar GSB, Water Bound Macadam Select Subgrade, GSB, WMM, * (WBM), BM and SDBC DBM and BC / SDBC

* 2.5 CROSS DRAINAGE STRUCTURES

The roads included in Package III cross over canals, seasonal drains and streams. The * -terrain of the project area is fairly level and several natural streams cross the Kharar - Banur road and one small one crosses the Phillaur- Nagar road. Two bridges are overtopped during the monsoon and cause flooding as the waterway area is inadequate, one * is at km 21+835 on Kharar Banur road and the other at km 2+170 on Phillaur Nagar road. * The road at these two bridges will be raised and replaced with new bridges and the channel at km 21+835 will be improved with training works. A short section on the Banur Tepla road at km 31 is overtopped during the monsoon when the Ghagghar river is in high flood. * This section will be raised to allow passage of traffic and the flood waters will be confined 0 to the adjacent river course to dissipate.

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The bridges and culverts are important from the environmental point of view since they will minimize disturbance of the natural drainage pattern which would otherwise lead to stagnation and water logging especially near settlements. Details of the existing and proposed cross drainage structures of the Project corridors are presented in Table 2.4.

Table 2.4: Details of the existing and proposed Cross Drainage Structures of the Package III

Project Culverts Bridges Corridor - Existing New Total Widenn Replaced IBypZsded Total Widenin Replaced I Bpssed Slab Pipe Slab Pipe Slob Pipe Slab Pipe Slab Pipe Major Minor Major I Minor Major Minorl IMlajor Mtinor KBT 36 15 33 4 3 l 0 0 2 0 2 6 1 3 1 3 0 0 LM 29 12 26 2 1 7 3 1 5 0 2 2 2 1 0 I 0 0 PN 2 1 2 0 0 10 0 0 0 0 1 0 0 PS 21 21 00 0 0 0 0 0 The details of the proposed improvement for the cross drainage structures are:

* Replacement of existing structures which are observed as non functional or serious structural faults with new structures. * Widening of existing structures to the fit the proposed widening of the road. * Reconstruction or repairing of parapet walls * Pitching of slopes for the control of erosion in seasonal water channels.

2.6 CONSTRUCTION MATERIALS

The major construction materials required for the Project are soil, sand, aggregates, bitumen, steel and cement. Selected soil required for the project will be procured from local borrow areas, which are located mainly in agricultural fields where topsoil has been removed. The gravel material excavated from the riverbed of rivers/streams originating in the hills and deposited at the foot hills will be used as Granular Sub Base. The boulders transported by the river get deposited on the riverbed as the river enters into the plains. These boulders are being collected at various locations and crushed to required sizes for Wet Mix Macadam and Bituminous courses as well as structural concrete works which is normal practice in Punjab. Cement, bitumen and steel will be procured from the authorized suppliers of reputed manufacturers.

2.7 FLY ASH

The embankments design should provide for maximum utilization of locally available materials consistent with economy. Use of fly ash wherever available with in economical

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leads must be considered. In accordance with Government norms, use of flyash within lOOkms from Thermal Power Stations is mandatory.

As the improvement of the project roads involves overlay on existing and widening on side portions and roads are not in high embankments, the roadway excavation material will in higher side comparative to fill. the excavated martial in Kharar-Tepla and Ludhiana- Malerkotla road is more comparative to Embankment fill and in Phillaur-Nagar and Patiala- Sirhind, it is slightly less. The excavated material is sufficient for embankment fill for all the four roads and no additional soil material or fly ash is required.

As the extra excavated material (spoil) is not qualifying the properties of sub-grade, The sub-grade material is borrowed from the borrow areas. The borrowed pits for the sub-grade can be filled with this excess material left from excavation. Hence the provision of flyash is not anticipated.

2.8 INTERSECTIONS

Six major intersections are located along the Project roads, of which five intersections are with national highways and one with a state highway. Another four minor intersections with other district roads are also located on the project roads. The Consultant has carried out detailed traffic surveys for the major intersections. The hourly peak traffic flow through the major intersections ranges from 6000 PCUs to 2500 PCUS. Details of the flow of the traffic of the intersections are presented in the Table 2.5. In addition to these intersections there are many small access roads from the villages and settlements located along the project roads.

Table 2.5: Traffic Details of the major Intersections Intersection Intersection Corridor Peak Hour Flow Year of ID (PCU's) warranting * Flyovers Int-I Sirhind (Junction with Sirhind- Patiala 09:00 to 10:00 2451 2028

Int Kharar (Junction with Kharar-Banur- Tepla 17:00 to 18:00 6086 2013 Int-3 Banur (Junction NH-64) with Kharar-Banur- Tepla 17:00 to 18:00 3133 2022 Int-4 Tepla (Junction with Kharar-Banur- ______NH-I) Tepla 15:00 to 16:00 3862 2021 Int-5 Phillaur (Junction with Phillaur- Nagar * ~ ~ ~~~~NH-1) 18:00 to 19:00 5717 2015 ______For the present traffic volume grade separation is not envisaged as part of this project, but will be required in the future. The Police have confirmed that some of these junctions have a bad accident records. In the absence of any firm proposals from the National Highway Authority of India (NHAI) it is recommended that these junctions be signalised (the

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v Sirhind junction with NH-I is already signalised, but some further improvements are needed). This is the simplest and most cost-effective way to improve the safety of the * junctions. The proposal for Phillaur would require closing a road and this has been rejected a in public consultations so the existing arrangements will be retained pending development of the junction by National Highways. The Phillaur and Kharar junctions will need * extensive upgrading towards the end of the planning period, but a decision on this can only a be taken within the context of NHAI's plans for upgrading these junctions. 0

* 2.9 SETTLEMENTS 0 The roads of the Package-III pass through rural settlements, agricultural areas and two towns. The details of the settlements along the project corridor are presented in the Table * 2.6. The proposed Gill and Pohir bypasses avoid traffic through the settlement.

* Table 2.6: List of villages & towns with chainage on the project corridors

* |Chaina e S. No Location Type Stretch District From To 1I Kharar 0 2.6 Town Kharar-Landran Roopnagar 2 Sante Majra 2.6 5.5 Small Village Kharar-Landran Roopnagar * 3 Landran 5.5 8.25 Large Village Kharar-Landran Roopnagar 4 Bhago Majra 9.15 9.85 Small Village Landran-Tepla Patiala * 5 Saneta 12.29 14.47 Small Village Landran-Tepla Patiala * 6 Darri 14.47 15.45 Hamlet Landran-Tepla Patiala 7 Tangori 15.45 20 Small Village Landran-Tepla Patiala * 8 Banur 20 27 Small Village Landran-Tepla Patiala * 9 Basma 31.5 34.6 Small Village Landran-Tepla Patiala 10 Tepla 34.6 36.25 Small Village Landran-Tepla Patiala * 11 Rajgarh 36.25 39.1 Small Village Landran-Tepla Patiala 12 Phillaur 0 4.8 Large Village Phillaur-Nagar Jalandhar * 13 Nagar 4.8 7.5 Large Village Phillaur-Nagar Jalandhar * 14 Gill 5.9 10 Large Village Ludhiana-Malerkotla Ludhiana 15 Sarinh 10 14 Small Village Ludhiana-Malerkotla Ludhiana * 16 Kaind 14 15.2 Small Village Ludhiana-Malerkotla Ludhiana * 17 Dehlon 15.2 20.5 Large Village Ludhiana-Malerkotla Ludhiana 18 Gopalpur 20.5 22.5 Small Village Ludhiana-Malerkotla Ludhiana * 19 Pohir 23.7 27 Large Village Ludhiana-Malerkotla Ludhiana 20 Ahmadgarh 25 25 Town Ludhiana-Malerkotla Ludhiana * 21 Akbarpur Channa 27 29.5 Small Village Ludhiana-Malerkotla Sangroor 22 Kup Kalan 34.50 36.23 Large Village Ludhiana-Malerkotla Sangroor 23 Bhogiwal 36.23 39.65 Large Village Ludhiana-Malerkotla Sangroor * 24 fMalerkotla 40.975 45 Town Ludhiana-Malerkotla Sangroor .

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2.10 BYPASSES

The project envisaged two bypasses at the towns of Gill and Pohir due to poor existing alignment, limited ROW and congestion due to heavy settlements. These bypasses are located on the Ludhiana- Malerkotla section. Public consultations were carried out for three bypasses including a proposal for bypass at Dehlon and the opinion of the public was considered in finalizing these bypasses. During the public consultations at the three villages, consensus was reached for bypasses at Gill and Pohir, however since there was sufficient ROW for a substantial length of the road at Dehlon, widening of road along the present alignment is considered feasible and has been agreed with the local community. Accordingly it is decided to construct two new bypasses at Gill and Pohir. The details of length of bypasses are given in Table 2.7 Table 2.7: Details of Bypasses

Chaina Je (km) Length Name of the Bypass Start End (m) Side to existing road Gill 6+800 8+700 2400 Right Pohir 24+600 27+200 1400 Left

2.11 TRAFFIC

The improvements of the identified roads are proposed based on the existing and projected traffic as it is the most important criterion of determination of the level of improvement to be carried out. The traffic along the corridors selected in Package III is a mix of slow and fast moving traffic. The proportion of slow moving to fast moving traffic is given in Table 2.8 below:

Table 2.8: Traffic in base year (2005) along the corridors

Corridor Section AADT AADT Total (all) (fast) (PCUs) Karar-Landran 11961 9923 16655 Kharar-Landran-Banur-Tepla Landran-Banur 7814 7002 9429 Banur-Tepla 3756 3421 5987 Ludhiana- Malerkotla 12717 11536 17852 Patiala- Sirhind 8757 8312 11005 Phillaur- Nagar 7439 5478 8685 2.11.1 Traffic Projections

The classified traffic volumes obtained during the traffic surveys were analysed both in terms of the vehicles and PCUs. Annual Average Daily Traffic(AADT) on the study stretch was estimated from the 3- days observed counts including diverted and generated traffic

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and compared with the traffic data of the Feasibility study Consultant. Traffic on different sections of the project corridor is forecast to 2033 using growth rates furnished by the * feasibility consultants and given for vehicle type in Table 2.9.

Table 2.9: Projected Traffic Details along the project corridors of Package III of Phase I

From To Traffic Volumes * Two wheelers Three Wheelers Cars Busesv and Goods

2005 Kharar1 20101 20201 2033 20051 2010 2020 1vehicles12033 20051 20,1d 2020 2033 2005 2010 2020 2033 Patiala Sirhind 2052|3109|8034|22355 44|67 | 1 74 1 485 4346|16161 13478131830 1869 2483|4209|7327 Kharar-Landran-Banur-T pla * Kharar Landran 3342 5025 12803 35273 95 143 365 1003 2760 4087 9192 16183 3727 5151 9036 15803 Landran Banur 3054 4594 11708 32258 87 130 334 840 2065 3059 6880 16183 1795 2480 4344 7599 Banur Tepla 969 1456 3709 10219 46 69 179 493 843 1248 2805 6599 1562 2140 3703 6410 Ludhiana1 Malerkotla 3461 5206 13268 36556 54 81 203 560 3498 4925 10653 24948 4523 6151 10778 19030 FPhillur _3366, JNagar 12367 7703,201351 161 227 ,518 1l352,1532, 20571 4065 ,9106 ,1418, 1795 2825,4702

2.12 ROAD SAFETY 0 a Accident records were compiled from Police Stations for the years 2001 to 2003. This covered three of the four project roads. Table 2.10 below summarises the accident situation * on the three project roads.

0 Table 2-10: Reported Personal Injury Accidents (PIA), 2001-03 . a) Kharar-Tepla Road

Accident Number of Reported Accidents Total Casualties * Severity Type of Collision Hit Hit and Side Head- Rear Other 0 pedestrian run swipe on end Fatal injury 3 7 10 10 4 0 34 killed * Serious injury 1 3 7 2 1 1 23 serious injured Minor injury 2 5 3 3 3 0 27 minor injured * Total 6 15 20 1 15 8 1 l D b) Ludhiana-Malerkotla Road * Accident Severity Number of Reported Accidents Total Casualties Hl 9 Type of Collision l | | Hit |Hit and Side Head- Rear Other pedestrian run swipe on end | l _l * Fatal injury 14 5 j 5 38 14 3 87 killed Serious injury I 0 4 19 4 2 51 serious injured 0 Minor injury | 2 2 | 1 10 | 5 | 2 194 minor injured Total l 17 7 _ 10 67 23 _ 0 7 _ 0

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c) Patiala-Sirhind Road

Accident Number of Reported Accidents Total Casualties Severity Type of Collision

Hit - Hit and Side Head- Rear Other pedestrian run swipe on end Fatal injury 10 5 3 12 15 3 51 killed Serious injury 3 1 3 6 3 1 25 serious injured Minor injury 0 3 0 4 8 1 63 minor injured Total 13 9 6 22 26 5 Our consultation exercise with Police and local residents revealed the following views:

* Excessive speed is the biggest cause of accidents on these roads.

* Many accidents happen when it is foggy.

* Many accidents involve speeding vehicles running into the back of stopped (often broken-down) vehicles - this is especially a problem at night. * Some accidents occur because vehicles carry loads that overhang too far over the back or sides of the vehicle.

* Problems arise due to the mix of slow-moving agricultural tractors and faster vehicles.

2.13 TYPICAL ROAD SECTIONS

The following photos illustrate the existing road environment.

P."I

Figure 2.1: Typical Section (Banur-Tepla) IFigure 2.2:-- Section of Sirhind- Patiala Section3 0o~/^- . - :..SlL v f,

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Flooding on Kharar to Banur Road

Inadequate Waterway Area Km 21+850 Outlet Channel

Accident on existing narrow road Bridge to be replaced (Kharar Banur) (Displaced Central Pier Foundation)

0a v Pj A d - h S--- Bw

* F AciE-o PunjabS ntoxisting narrow roadl Bridge oahrtnc be roneplaed Dbo *(LuhianarMaler)Kta (DislcdCentngRalPidefr Founatine)

Existing 2 lane Canal Bridge Encroachers in congested Dehion *(Ludhiana Maler Kotla) (Widening RH side for 4 lane)

* _

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* SECTION 3: POLICY, LEGAL AND INSTITUTIONAL * FRAME WORK S S Sb S S S BCEOM in JViith ARVEE ENVIRONMENTAL IMPA CTASSESSMENT (VOLUME V-A) July 2006

3 POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

3.1 ENVIRONMENTAL POLICY FRAMEWORK

The chapter presents a review of the existing institutions and legislations relevant to the project at the International, National and State levels. The various statutory clearances from various state and central government authorities and the institutional framework are discussed below.

3.1.1 International Treaties and Conventions binding upon GOI There are various international treaties and conventions to which India is a party and these are binding upon the country. Though, most of these treaties and environmental agreements are not directly applicable to the Project, some of the treaties and environmental agreements are discussed briefly below.

(i) Ramsar Convention on Wetlands:

The Convention on Wetlands was signed in Iran in 1971 and came into force in 1975. It is an intergovernmental treaty, which provides the framework for national action and international cooperation for the conservation and wise use of wetlands and their resources. The broad aim of the Convention is to halt the worldwide loss of wetlands and to conserve the existing ones through wise use and management. There are presently 152 Contracting Parties to the Convention, with 1608 wetland sites, totaling 140 million hectares, designated for inclusion in the Ramsar List of Wetlands of International Importance. India is a Party to Ramsar Convention.

(ii) Convention concerning the Protection of the World Cultural and Natural Heritage

The Convention concerning the Protection of the World Cultural and Natural Heritage was adopted in the general conference of United Nations Educational, Scientific and Cultural Organization (UNESCO) in Paris in 1972. The Convention was adopted to establish an effective system of collective protection of the cultural and natural heritage of outstanding universal value, organized on a permanent basis and in accordance with modem scientific methods. The Convention promotes an international perspective on cultural heritage by inviting member states to submit an inventory of properties forming its national cultural and natural heritage to be included in a list of World Heritage sites. India is a member state and there are 26 World Heritage Properties in India, out of which 21 are Cultural Properties and 5 are Natural Properties.

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(iii) Convention on Biological Diversity

The Convention on Biological Diversity was adopted at Rio de Janeiro Earth Summit in 1992 with 150 signatories. The Convention on Biological Diversity is dedicated to promoting sustainable development with the aim of conservation of biodiversity through sustainable use of components of biodiversity and sharing the benefits arising from the commercial and other utilization of genetic resources in a fair and equitable manner. The Cartagena Protocol on Biosafety is a supplementary agreement that seeks to protect biological diversity from potential risks posed by Living Modified Organisms (LMOs) resulting out of modern biotechnology. The Convention on Biological Diversity is legally binding on the signatory parties. India is a party and has ratified to the Convention on Biological Diversity on 18th 1994 and the Cartagena Protocol on 11 th September 2003. (iv) Convention on International Trade in Endangered Species of Wild Flora and Fauna (CITES)

The Convention on International Trade in Endangered Species of Wild Flora and Fauna (CITES) is an international agreement between governments to safeguard certain species from over exploitation. The aim is to ensure that international trade in specimens of wild animals and plants does not threaten their survival. The text of the Convention was adopted in 1973 and it entered into force on I" July, 1975 in Washington, DC. At present, there are 169 parties to the agreement. India is also a party to the Convention.

(v) Millennium Development Goals

The Millennium Development Goals (MDGs) were adopted in the General Assembly of the United Nations in the year 2000 by all the countries of the world and the world's leading development institutions. The target date for achieving the MGDs by all the countries has been fixed as 2015. The MGDs are as follows:

* Eradicate extreme hunger and poverty

* Achieve universal primary education

* Promote gender equality and empower women

* Reduce child mortality

* Improve maternal health

* Combat HIV / AIDS malaria and other diseases

* Ensure environmental sustainability

* Develop a global partnership for development

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Applicability of International Treaties and Conventions; There are no wetlands, world cultural or heritage sites, or endangered species in the greater area of the project roads. Though the MGDs do not directly apply to the project, the mitigation measures while preparing the Environmental Management Plan and Resettlement Action Plan will make the project sustainable and can help achieve some of the goals in the regional context.

3.1.2 National Environmental Policy Framework

In the constitutional provision, Govt. of India (Gol) has the responsibility for protection and improvement of the environment. As per the constitutional provision:

The state shall endeavor to protect and to improve the environment and safeguardforests and wildlife of the country (Article 48A) and

Every citizen is bound to protect and improve the natural environment and to have compassionfor living creatures (Articles 51A(g)).

The various national environmental policies prevalent in India is described briefly as follows:

The National Forest Policy, 1988

The National Forest Policy, 1988 envisages that 1/3rd of the total geographical area of the country should be brought under forest/tree cover. Its one of the basic goals is to substantially increase the forest/tree cover on all denuded and degraded lands.

The salient features of the national forest policy, 1988 are:

* Maintenance of environmental stability through preservation and restoration of ecological balance,

Conservation of the natural heritage of the country by preserving the remaining natural forests and protecting the vast genetic resource for the benefit of the posterity,

Meeting the basic needs of the people, especially fuel wood, fodder and small timber for the rural and the tribal people and

Maintaining the intrinsic relationship between forests and the tribal and other poor people living in and around forests by protecting their customary rights and concessions on the forests.

The main approach outlined is as follows:

Protection of the existing forest land and forests, improvement of their productivity and emphasis on enhancement of forest cover on hill slopes and catchment areas of rivers,

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* In order to conserve biological diversity, a network of sanctuaries, national parks, biosphere reserves and other protected areas will be extended and better managed, * Non-forest land should be selected for compensatory afforestation projects and * Involvement of the people actively in environment programmes such as protection, conservation and management of forests.

National Water Policy, 2002

The National Water Policy was initially adopted in September 1987 and since then a number of issues and challenges have emerged in the development and management of water resources, hence the water policy was reviewed and updated in 2002. The main focus areas of the National Water Policy are:

A wvell developed information system for water related data.

> Planning and the management of water resources.

* Review and strengthening of the institutional mechanism.

> Planning of water development projects.

> Development of groundwater resources.

> Provision of safe drinking water

> Irrigation

> Participatory approach to water resource management

> Private Sector Participation

> Monitoring of water quality

> Water Zoning

> Conservation of water

* Flood Control and Management

* Drought prone Area Development Programme

* Water Sharing and Distribution among states

National Environment Policy, 2004

The National Environment Policy has been formulated to integrate environmental concerns of all developmental activities. The NEP, 2004 is intended to be a guide to action: in regulatory reform, programmes and projects for environmental conservation; and review and enactment of legislation, by agencies of the Central, State, and Local Governments. It

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also seeks to stimulate partnerships of different stakeholders, i.e. public agencies, local communities, the investment community, and international development partners, in harnessing their respective resources and strengths for environmental management. On the whole, it is expected to do better than fiscal neutrality, and likely raise substantial resources from outside the fiscal regime to realize its objectives.

National Conservation Strategy

The National Conservation Strategy has been formulated for laying down the guidelines to integrate environmental considerations into the fabric of our life and of our development process. The key sectors of development activities where steps for environmental conservation and sustainable development are being taken are:

Agriculture and Irrigation

Animal Husbandry

> Energy Generation and Use

> Industrial Development

> Mining and Quarrying

Tourism

Transportation

* Human Settlements

Wildlife Conservation Strategy, 2002 and Policy Statement on Environment and Development

The Wildlife Conservation Strategy of 2002 and Policy Statement on Environment and Development has the following salient features with respect to wildlife conservation in India.

Wildlife to be declared priority sector at the national level for which funds should be earmarked.

> Fully tap the wildlife tourism potential and at the same time ensure it does not have adverse impact on the wildlife and protected areas. > Protecting the interests of the poor and tribals living around protected areas and to ensure maximum participation of affected people.

> Respond to newer threats such as toxic chemicals and pesticide use. > Governmental and societal recognition for the NGOs involved in wildlife

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conservation.

* ~No diversion of forestland for non-forest purposes from critically and ecologically fragile wildlife habitat.

Lands falling within 7 km. of the boundaries of National Parks and Sanctuaries should be notified as eco-fragile zones under section 3(v) of the Environment (Protection) Act and Rule 5 Sub-rule 5(viii) & (x) of the Environment (Protection) Rules.

Removal of encroachments and illegal activities from within forestlands and protected areas.

National Policy on Resettlement and Rehabilitation for Project Affected Families, 2003

The National Policy on Resettlement and Rehabilitation for Project Affected Families, 2003 addresses the need to provide succour to the assetless rural poor, support the rehabilitation efforts of the resource poor sections, namely, small and marginal farmers, SCs/STs and women who have been displaced. Besides, it seeks to provide a broad canvas for an effective dialogue between the Project Affected Families and the Administration for Resettlement & Rehabilitation. The National Policy on the Resettlement and Rehabilitation of Project Affected Families will be in the form of broad guidelines and executive instructions for guidance of all concerned and will be applicable to Projects displacing 500 families or more en masse in plain areas and 250 families en masse in hilly areas, Desert Development Programme (DDP) blocks, areas mentioned in Schedule V and Schedule VI of the Constitution of India. The rehabilitation grants and other monetary benefits proposed in the Policy would be the minimum and applicable to all project affected families whether belonging to BPL or non-BPL families. The objectives of the policy are as follows:

To minimize displacement and to identify non-displacing or least-displacing alternatives;

> To plan the resettlement and rehabilitation of Project Affected Families, (PAFs) including special needs of Tribals and vulnerable sections;

> To provide better standard of living to PAFs; and

> To facilitate harmonious relationship between the Requiring Body and PAFs through mutual cooperation.

3.2 LEGAL FRAMEWORK

The Government of India has laid out various policy guidelines, acts and regulations pertaining to sustenance of environment. The Environment (Protection) Act, 1986 provides

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umbrella legislation for the protection of environment. As per this Act, the responsibility to administer the legislation has been jointly entrusted to the Central Ministry of Environment and Forests (MOEF) and the Central Pollution Control Board (CPCB) / State Pollution Control Board (SPCB).

The legislations/acts followed for present study has been summarized in Table 3.1.

Table 3-1: Summary of Key Legislations Relevant to the Project Act or Notification Year Objective Responsible Agency

The Environment 1986 To protect and to improve the MoEF, CPCB, SPCB (Protection) Act. quality of the environment and The Environment to prevent, control and abate (Protection) Rules environmental pollution. The Forest (Conservation) 1980 To check deforestation by MoEF, State Deptt. Of Act restricting conversion of Forests The Forest (Conservation) forested areas into non- Rules as amended in 2003 forested areas. and 2004 The Wildlife (Protection) 1972 To protect wildlife through Chief Conservator, Act as amended in 2002 creation of National Parks and Chief Wildlife Sanctuaries Warden, Wildlife Wing, F. The Air (Prevention and 1972 To prevent, control and reduce SPCB & CPCB Control of Pollution) Act amend air pollution including noise ed in pollution as per the prescribed 1981 standards. The Water (Prevention & 1974 To control water pollution and SPCB & CPCB Control of Pollution) Act restoration of water quality as per the prescribed standards. The Water (Prevention & 1977 To levy and collect Cess from Control of Pollution) Cess industries based on water Act consumption. The EIA Notification and 1994 To issue environmental MOEF, SPCB its subsequent amendments clearance to development projects based on EIA report. Ancient Monuments and 1938 Conservation of Cultural and Archaeological Archaeological Sites and historical remains found in Survey of India and Remains Act. India State Department of I__IArchaeology The legal framework for the project is summarized in following sections.

The Environment (Protection) Act, 1986 and the Environmental Impact Assessment Notification, 1994

The Environment (Protection) Act, 1986 is the fundamental legislation providing for the protection of environment in the country. This act provides the Environment (Protection) Rules, which were formulated in 1986. The principal environmental regulatory Authority in India is the Ministry of Environment and Forests (MoEF) of the Government of India.

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MoEF formulates environmental policies and accords environmental clearances under the EIA notification. The Environmental Impact Assessment Notification, 1994 and the various amendments thereto have been notified under this act.

As per the EIA notification dated 27 th January 1994, Item No. 21 of Schedule I (highway projects) require Environmental Clearance from the Central Government in form of approved EIA. The project authority has to apply to the MOEF for environmental clearance with an environmental impact statement (EIS), which is accompanied by a feasibility report, a completely filled environmental questionnaire, an application form, a No Objection Certificate (NOC) from the concerned state govt., and an EIA and EMP report. As per subsequent amendments, environmental clearance from the ministry is required for highway widening and strengthening projects if they involve land acquisition of more than 20 m, on either side put together and/or cut across or pass through environmentally sensitive areas as reserved forests, wildlife sanctuaries, biosphere reserves etc. Also, the bypasses are to be treated as stand alone projects and require Environmental Clearance if the costs exceeds Rs. 100 crore.

The Forest (Conservation) Act 1980 (Central Act No. 69 of 1980) and The Forest (Conservation) Rules, 2003

The act empowers the government to take following action:

> To declare reserved and protected forests and to acquire land for extension and preservation of forests,

> To enforce non-conversion of forest land for non-forest activity like setting up of industry, cultivation or any purpose other than reafforestation,

> To constitute a committee consisting of number of persons to advise the Government with regard to (i) the grant of approval for Forest Clearance (ii) conservation of forests and (iii) penalization and

> To grant clearance for all proposals involving clearing of naturally grown trees in forest land or portion thereof.

Land acquired by the government for laying of roads, railway lines, canals and the unused vacant area that are not yet notified as protected forest areas will not come under the provisions of the Forest (Conservation) Act, 1980 for the purpose of widening or expansion or re-alignment. If already notified, then it needs approval from the central government under this act.

Applicability of the provision of the Forest (Conservation) Act, 1980 to the linear (road or canal side) plantations has been modified by a notification from the GOI, MOEF, dated 18 February 1998. The new notification recognized that the spirit behind the Forest

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(Conservation) Act, 1980, was conservation of natural forests not strip plantations. In case of roadside plantations as "notified to be protected", the clearance now may be given by the concerned regional offices of the MOEF, irrespective of the area of plantation lost. According to the Forest (Conservation) Rules, 2003, proposals involving forestland of more than forty hectares shall be sent Central Government and proposals involving less than forty hectares of forest hectare shall be sent to Chief Conservator of Forests or Conservator of Forests of the concerned Regional Office of the Ministry of Environment and Forests.

The Wild Life (Protection) Act, 1972 (as amended in 2002)

The Wildlife (Protection) Act, 1972 as amended in 2002 has allowed the government to establish a number of National Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the state and prohibit surveys, investigations and explorations in sanctuaries, national parks and biosphere reserves.

The act will not be applicable, as the proposed alignment does not pass through any National Park or Sanctuary.

The Water and Air (Prevention and Control of Pollution) Acts

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

The Motor Vehicles Act, 1988

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

The Ancient Monuments and Archaeological Sites and Remains Act, 1958 According to this Act, area within the radii of 100m and 300m from the "protected property" are designated as "protected area" and "controlled area" respectively. No development activity (including building, mining, excavating, blasting) is permitted in the *"protected area" and development activities likely to damage the protected property are not permitted in the "controlled area" without prior permission of the Archaeological Survey of

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India (ASI), if the site/remains/ monuments are protected by ASI. The Act will not be applicable as there is no declared protected archaeological monument near the project corridor.

The Building and other Construction Workers (Regulation of Employment and Conditions of Service) Act 1996

All the establishments who carry on any building or other construction work and employ 10 or more workers are covered under this Act. All such establishments are required to pay cess at rate not exceeding 2% of the cost of construction as may be notified by the Government. The employer of the establishment is required to provide safety measures at the Building or Construction work and other welfare measures, such as Canteens, First-aid facilities, Ambulance, Housing accommodation for workers near the workplace etc. The employer to whom the Act applies has to obtain a registration certificate from the Registering Officer appointed by the Government.

State Level Legislations and Other Acts

Applicability of the provision of the Forest (Conservation) Act, 1980 to the linear (road or canal side) plantations has been modified by a notification from the Gol, MOEF, dated 18 February 1998. The new notification recognized that the spirit behind the Forest (Conservation) Act, 1980, was conservation of natural forests not strip plantations. In case of roadside plantations as "notified to be protected", the clearance now may be given by the concerned regional offices of the MoEF, irrespective of the area of plantation lost. In the project area, the roadside plantations are declared as protected forests and forest clearance from the regional office of MoEF is mandatory.

Consent of the SPCB will be required for setting up hot-mix plants, batching plants, etc., under the Air (Prevention and Control of Pollution) Act of 1981 and the Water (Prevention and Control of Pollution) Act of 1974. Clearance from the State Department of Mining is required for establishing new quarries. Clearance from the State Ground Water Boards/Authorities is required for establishment of new tube-wells/bore-holes, etc. In addition, with respect to hygiene and health, during the construction period, the provisions as laid down in the Factories Act, 1948 and the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 would apply. With limited possibility, the provisions of the Hazardous Wastes (Management and Handling) Rules, 1989 and the Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996 would also apply during the construction and the operation periods.

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* 3.3 INSTITUTIONAL FRAMEWORK

* 3.3.1 Institutional Framework for the Project

* The Punjab Roads & Bridges Development Board (PRBDB) was constituted by the * Government of Punjab (vide Punjab Act No. 22 of 1998) as an undertaking of the State Government to act as a catalyst for infrastructure development in the road sector in the State of Punjab. The Project will be implemented by PRBDB. It is staffed from the PWD * with the mandate to develop and maintain the state highway network. The management of the PRBDB views their role primarily as planning and management of the road sector, with the implementation of the works contracted out to the private sector. PRBDB has appointed Consultants for the project preparation and supervision of implementation and the capacity * of PRBDB and the Super vision Consultant is discussed in Section 9.

* 3.3.2 Institutional Setting in the Environmental Context

Ministry of Environment and Forests: The primary responsibility for administration and * implementation of the Government of India's policy with respect to environmental * management, conservation, ecologically sustainable development and pollution control rests with the Ministry of Environment and Forests (MOEF). Established in 1983, MOEF is * the agency primarily responsible for the review and approval of EIA pursuant to GOI * legislation.

* MoEF Regional Offices: The Ministry of Environment and Forests has set up regional offices, in the four regions of the country. The regional office for the present project is located at Chandigarh. This office is responsible for collection and furnishing of state * information relating to EIA of projects, pollution control measures, status of compliance of various conditions in projects cleared by MOEF, legal and enforcement measures and environmental protection in special conservation areas such as wetlands, and otlher biological reserves.

Central Pollution Control Board (CPCB): CPCB is a statutory authority attached to the l* MOEF and located in New Delhi. The main responsibilities of CPCB include inter-alia the l* following

0 Plan and implement water and air pollution monitoring programs

Advise the Central Government on water and air pollution monitoring programs

Set air and water standards, and

* > Co-ordinate with the State Pollution Control Boards.

* State Pollution Control Board (SPCB): The Punjab Pollution Control Board (PPCB) will -

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be the government agency responsible for ensuring the compliance with the relevant standards related to discharge of pollutant into the environment. The following activities of * the PPCB will be relevant to the project. 0 Planning and executing state level air and water quality initiatives 0 0 Advising state government on air, water and industry issues 0 > Establishing standards based on National Minimum standards 0 > Enforcing monitoring of all activities within the state under the Air Act, the Water Act and the Cess Act etc., and * > Issuing No Objection Certificate (NOC) for various developmental projects. Punjab State Forest Department: The Punjab State Forest Department is responsible for * the protection and managing the notified forests within the state. The road side plantation * in the state of Punjab has been designated as Protected Forests. Permission has to be taken 0 from the Forest Department for cutting of the roadside trees under the Forest (Conservation) Act, 1980. Compensatory afforestation work will be under taken to mitigate * tree cutting from the designated protected forests area under the project at various 0 locations. Forest clearance is required for private tree cutting in the proposed Gill and Pohir bypasses. 0 0 * 3.4 ENVIRONMENTAL CLEARANCE REQUIREMENTS

* 3.4.1 GOI Requirements

* The primary responsibility for administration and implementation of the Govt. Policy with * respect to conservation, ecologically sustainable development and pollution control rests 0 with the MOEF. The MOEF is responsible to enforce the regulations established pursuant to the National Conservation Strategy, National Forest Policy, and the Policy for * Abatement of Pollution (1992) and the Indian Environmental (Protection) Act 1986. 0 The Environmental Impact Assessment Notification, 1994 identified highways (item 21 of * Schedule-1) as one of the projects requiring prior clearance from the MOEF. Therefore, the environmental impact assessment (EIA) is a statutory requirement for obtaining clearance. * In April 1997, MOEF amending Schedule-I of the EIA Notification, 1994, which lists 0 projects requiring Environmental Clearance, issued a circular.

'... As per the provisions of the EIA Notification of 27th January 94 and as amended on I o1h April, 97, environmental clearance is required for highway projects except projects relating * to improvement work including widening and strengthening of roads with marginal land 0

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acquisition along the existing alignments provided they do not pass through ecologically sensitive areas such as national parks, sanctuaries, tiger reserves, reserve forests. It is * hereby clarified that marginal land acquisition means land acquisition not exceeding a total * width of 20 meters on either side of the existing alignment put together. Further, it is also clarified that bypasses would be treated as stand-alone projects and would require * environmental clearance only if the cost of the projects exceed Rs.100 crores each'. Source. MOEF CircularNo. 2101Z126-99-/A-M dated 13 October 1999Source: Gazette * Notification, Government of India, dated April 19, 97 * MOEF CircularNo. Z-12013/4/89-IA. I (Part) dated 13 June, 2002 . The proposed Project corridors will not be required to take Environmental Clearance from * the MoEF, Govt. of India as;

a) Land Acquisition is not requiredin two roads, 4.91 hectaresfor one road * and 25.57 hectares of land acquisition are requiredfor one road includingfor tivo bypasses. * b) No link pass through ecologically sensitive areas, and

* c) Cost of the two new bypasses is less than Rs. 100 crores.

3.4.2 State Level Clearance Requirements 0 Besides, the GOI environmental clearance requirements, the project also requires clearance * from some of the state level agencies as discussed below.

Forest Clearances: Permission has to be taken from the Forest Department for cutting of * the road side trees under the Forest (Conservation) Act, 1980 as the road side plantation in 0 the state of Punjab has been designated as Protected Forests. Forest clearance has also to be taken for cutting of private tree in the proposed Gill and Pohir bypasses.

a State Pollution Control Board: The Project also requires obtaining 'No Objection Certificate' (NOC) from PPCB in pursuant of the Water (Prevention and 'Control of Pollution) Act of 1974, The Cess Act of 1977 and the Air (Prevention and Control of a Pollution) Act of 1981. Consent for the Establishment and Operation has to be taken during the Construction stage of the Project for the operation of all Construction Plants. * 3.4.3 World Bank Requirements

The World Bank environmental assessment (EA) requirements are based on a three- * category classification system (Category A, B and C) as defined by the World Bank OP 4.01. A project designated as Category A, requires a full environmental assessment (EA), l* Category B projects require a lesser level of environmental investigation. Category C projects require no environmental analysis beyond that determination. This project has been classified as Category 'A' project due to the cumulative impacts from the project on

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the environmental and social components. In accordance with the requirements of the Category A projects of the World Bank, full Environmental Analysis and Environmental Management Plan for the project has been carried out. In this project much emphasis has been given in the integration of mitigation measures into the project design and mainstreaming environment in all stages of project. The World Bank's Operational Policy OP-4.01, its associate procedures and guidelines have been considered for the preparation of the EIA. World Bank policies/guidelines (1999) such as Environmental assessment, OP 4.01, Environment Action Plans, OP/BP/GP 4.02, Natural habitats, OP 4.04, Forestry, OP/GP 4.36 and guidelines on Occupational Health and Safety, Ports and Harbors Development, Coastal and Marine Sources Management, etc. relevant to the project, have been referred to carry out EA.

3.4.4 Clearance Requirements for the Project

The following environmental, labour and other departmental permissions are required for implementation of the construction stage of the project:

* No Objection Certificate / Consent to Establish under the Water (Prevention and Control) Act, 1974 and Air (Prevention and Control) Act, 1981 from Punjab Pollution Control Board.

No Objection Certificate (NOC) from Punjab Pollution Control Board for the Establishment and Operation of all Construction Plants.

** Forestry Clearance from the State Forest Department, Punjab.

* Permission from the Central Ground Water Board/Authority for withdrawal of ground water from the regulated areas.

* Permission from the Irrigation Department for taking water from the irrigation canals.

* Permission from the Labour Department for engaging Labour in the Construction works.

0 License from Explosives Department for setting up of diesel pump.

* Registration of Workers under Building and Other Construction Workers Act, 1996.

* Permission from the local body and local health department for setting up the construction camp.

* Pollution Under Control Certificate for all machinery and vehicles under Motor Vehicles Act, 1988.

The various clearance required for highway project and their applicability viz this project is given in Table 3.2.

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Table 3.2: Clearances Required for the Project

Sl rances Act Approving Agency No. Applicability Time { Responsibility to the Project Required Execution Supervision PROJECT PREPARATION STAGE I No Objection Certificate Water (Prevention and Punjab Pollution Control Control of Pollution) Act Board 1974, / Air (Prevention and 3 months "EO PRBDB" Project Director Control of Pollution) Act PRBDB _____1981 2 Environment Clearance Environment Protection Ministry of Environment and Act 1986 Forest New Delhi X 3 Wild Life Clearance Wild Life Act 1972 Hon'ble Supreme Court x 4 Diversion of forest land and Forest Conservation Act Regional Office Permission MoEF / 6 months "EO PRBDB" for felling of trees (1980) Chandigarh Project Director PROJECT IMPLEMENTATION STAGE PRBDB 5 Permission for Withdrawl of Environment Protection Central Ground Water Board I month Ground Water Act 1986 CONTRACTOR CMU (PRBDB) 6 Permission for Withdrawl of Irrigation Authorities for use To the Surface Water from Extent River/ of water from Irrigation Irrigation Canals Possible Canal. Ground Water River Board / Authorities for will be used, withdrawal of water from However Rivers where unavoidable month CONTRACTOR CMU (PRBDB) after taking consent from CMU (PRBDB) Surface water may be 7 NOC from Archaeological used The Ancient Monument Department of Archaeology Survey of India and Archaeological sites Govt. of Punjab x 2 months and Remains Act 1958. 8 Permission for Sand Mining Punjab Mines and Minerals River Board Authorities/ from river bed Concession Rules 1969 Department of Mining Govt. / CONTRACTOR CMU (PRBDB) ____ of Punjab

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4 BASELINE ENVIRONMENTAL STATUS

4.1 GENERAL

As a precursor for the prediction of various types of environmental impacts likely to arise due to implementation of this Project, it is essential to establish the base line environmental status of the physical, natural and socio-cultural environmental parameters along the project roads and within the project influence area.. Details of the baseline environmental parameters are required for decision making for the Project design, implementation and operation from the environmental point of views. The data has been collected from the primary surveys and secondary sources.

4.2 METEOROLOGY

4.2.1 Climatic Conditions

Regional meteorological conditions and the project corridor air basin is of high significance in road development projects because the transportation and diffusion of all ambient air pollutants generated during project implementation and/or operational phase once they are air borne are governed by local by meteorological conditions. The data is used for measuring the capacity for dispersion and diffusion of pollutants during the construction and operation stages of the Project. This data also plays a vital role in locating the construction plants to avoid or reduce the pollution concentrations on the settlements during the construction stage of the Project. The meteorological data is also useful for the modelling of the air pollutant levels during the operation of the project. Since the meteorological data show wide variations with time, meaningful interpretation can only be drawn from the long term and reliable data. In order to study the meteorology of the Project area the meteorological data from Indian Meteorological Department (IMD) observatories located at Ludhiana, Chandigarh and Ambala were collected. These observatories are located near the Project roads. The data collected represents the average of 25 years i.e., 1955 to 1980.

The greater project zone lies in the sub tropical region with four distinct seasons.

Winter - December to February

Summer - March to May

Monsoon - June to September

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Post Monsoon - October to November

4.2.2 Temperature

Because of the sub-tropical latitudinal nature of the Punjab State, temperature varies considerably from month to month. Though the minimum air temperature rarely drops below 0°C 0 and it can go down to -2 to -3 C. Ground frost is a common phenomenon during mid winter. The rise in temperature is gradual when the air has high moisture content with the sky remaining overcast; the rise is however steep when the sky is clear and there is less moisture content in the air. The maximum air temperature goes up to 470 C. The mean of daily maximum and minimum temperatures of three IMD observatory locations are presented in Table 4.1. It can be observed from Table 4.1 that the daily mean minimum temperature is 8.50 C, the daily mean maximum temperature 38.60 C and difference in maximum and minimum daily temperatures remain, in general, less than I 0°C for the whole year but can be as much as 20 ° C.

Table 4.1: Monthly Average Range in Dry Bulb Temperatures (°C)* Month Ludhiana Chandi arh Ambala 0830 hours 1730 hours 0830 hours 1730 hours 0830 hours 1730 hours January 8.5 17.30 11.0 17.2 9.5 17.3 February 11.9 20.9 14.6 20.6 12.4 20.7 March 17.8 26.4 20.4 25.9 18.1 26.2 April 25.2 33.4 27.2 32.3 25.3 33.7 May 30.2 38.0 30.7 36.2 29.6 37.7 June 31.9 38.6 31.4 36.7 31.0 37.3 July 29.4 33.4 28.6 32.1 28.4 32.6 August 28.3 31.6 27.8 30.5 27.6 31.3 September 27.1 32.2 27.1 30.5 26.5 31.3 October 23.1 29.9 24.3 28.4 22.5 29.2 November 15.5 23.2 18.4 23.2 15.6 23.5 December 9.8 18.2 12.4 18.3 10.3 18.7 SOURCES: C IMA TOLOGICAL TABLE, IMD 4.2.3 Rainfall

The details of monthly total rainfall of the three IMD observatories located near to the Project roads are presented in Table 4.2. In the project area the maximum rainfall occurs in the months of July and August, however the rainfall extends from June to September. The minimum rainfall occurs in the post monsoon season (November and December).

Table 4.2: Monthly Total Rainfall in mm

Month Ludhiana Chandigarh Armbala January 26.5 33.1 38.5 February 28.5 38.9 28.4 March 31.7 30.4 29.5 April 9.7 8.5 6.1 May 16.0 28.4 19.3

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Month Ludhiana Chandigarh Ambala June 61.8 145.2 73.2 July 209.3 280.4 267.2 August 191.2 307.5 267.2 September 103.8 133.0 161.3 October 34.2 21.9 32.9 November 7.0 9.4 9.3 December 14.4 21.9 13.2 SOURCES: CLIMATOLOGICAL TABLE, IMD 4.2.4 Humidity The nature and characteristics of the pollutants will vary with change of the humidity in the atmosphere. Fog provides possibility for suspended particles to coalesce and also enhances chemical reaction of the gaseous pollutants.

The details of the relative humidity (RH) of monthly variations recorded at 8.30 AM and 5.30 PM of three IMD meteorological observatory stations is presented in Table 4.3. It can be noted that high humidity occurs in the month of December, January, July, August and September and low humidity occurs in the month of April and May

Table 4.3: Monthly Average Range of Relative Humidity in %age Month Ludhiana Chandigarh Ambala 0830 hours 1730 hours 0830 hours 1730 hours 0830 hours 1730 hours January 84 57 72 50 80 55 February 76 48 63 43 72 48 March 67 42 50 35 64 41 April 51 31 37 24 47 28 May 41 26 35 22 41 26 June 53 35 51 36 55 38 July 76 61 76 63 80 64 August 82 68 80 70 84 70 September 76 57 74 60 79 61 October 60 49 58 43 69 46 November 71 50 56 40 70 45 December 82 60 67 48 79 52 SOURCES: CLIMA TOLOGICAL TABLE, IMD 4.2.5 Cloud Cover The details of monthly average variations of the cloud cover in Oktas during the morning and evening at three IMD observatories are presented in Table 4.4. It can be observed that clear sky will prevail during the months of October and November and more cloud cover will prevail during the month of July and August.

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Table 4.4: Monthly Average Range of Cloud Cover in Oktas* Month Ludhiana Chandigarh Ambala 083OHours 1730 Hours 0830 Hours 1730 Hours 0830 Hours 1730 Hours January 2.3 2.6 2.2 2.4 1.9 1.7 February 2.2 2.3 2.0 2.2 1.8 1.6 March 2.0 2.5 1.8 2.4 1.6 1.7 April 1.6 2.2 1.5 2.2 1.1 1.2 May 1.3 1.5 1.2 1.8 1.1 1.0 June 1.6 1.6 2.4 2.3 1.8 1.5 July 4.0 3.9 4.4 3.8 3.9 3.3 August 4.1 4.1 4.3 4.0 3.9 3.2 September 2.0 2.2 2.5 2.7 1.7 1.7 October 0.7 0.7 0.9 0.9 0.6 0.5 November 1.0 1.1 0.7 1.0 0.7 0.7 December 1.6 1.9 1.7 2.0 1.4 1.3 SOURCES: CLIMATOLOGICAL TABLE, IMD 4.2.6 Wind Speed and Direction

Wind speed and wind directions have a significant role on the dispersion of atmospheric pollutants and therefore, the air quality of the area. Ground level concentrations for the pollutants are inversely proportional to the wind speed in the down wind direction, while in upwind direction no effect will be observed and in cross wind directions partial effect due to the emission sources is observed.

Mean wind speeds are observed to be highest in the months of March, April, May, June and July (7.4-8.6 kmph) at Ambala IMD observatory and lowest in the month of October, November and December (2.0 -2.4 kmph). Monthly mean wind speeds are presented in Table 4.5.

Table 4.5: Monthly Average Wind Speed in kmph Month Ludhiana Ambala January 2.8 5.9 February ._3.6 6.8 March 4.2 7.9 April 4.2 7.4 May 4.6 7.9 June 5.0 8.6 July 4.3 7.9 August 3.3 6.2 September 2.8 5.4 October 2.4 5.2 November 2.0 5.5 December 2.3 5.1 SSOURCES: CLIMA TOLOGICAL TABLE, IMD Annual wind rose diagrams depicting mean wind speeds and directions for the period from 1955 - 1980, are presented in Annexure 4.1 for Ludhiana and Ambala respectively.

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The following observations can be made from the wind rose diagrams and wind data of the entire project road

* March to May months are the windiest months. * October - November months are the calmest months with low wind speed conditions.

* Most predominant wind direction is "North - West" and the corresponding months are from March to May.

* The least predominant wind direction is "South" and the corresponding months are from December- February.

4.3 PHYSICAL ENVIRONMENT

4.3.1 Air Environment

The ambient air quality status within the project influence area forms the basis for prediction of the impacts due to the proposed project.

The data required for the assessment of air quality impacts in and around an area is achieved by designing such a network that encompasses micro meteorological conditions, quantity and quality of emissions, locations, duration, resources/monitoring technology and operational criteria. The optimal scheme for air quality monitoring should consider all the above factors.

Degradation of ambient air quality is the most commonly identified adverse impact on the natural and bio-physical environment during the construction and operation of thle road projects.

4.3.1.1 Metlhodology

High volume ambient air samplers in conjunction with Mylar bags were used for the collection of samples in ambient air for 10 locations. The selection of the receptors was based on the following considerations:

* Covering the ROW;

* Covering land use characteristics and socio-economic conditions observed along the route.

Samples were collected on 24 hourly basis for SPM, RSPM, NO,, and SO 2 Samples for CO were collected for one-hour duration. CO samples were taken in Mylar bags and these were analyzed in gas chromatograph. The samples were analysed for pollutants of interest (CO, NO,, and SO2, SPM and RPM) using the appropriate method prescribed by Bureau of Indian

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Standards and compared with the National Standards prescribed by Central Pollution Control Board.

The monitoring locations along the project roads were selected based on the sensitivity of the receptors to vehicular traffic and to obtain baseline concentrations of the various representative land uses. The locations of ambient air quality monitoring stations along the project roads were also selected contingent on the meteorological status of the area. Table 4.6 presents details of the ambient air quality stations located along the project roads and Figure 4.1 shows locations of ambient air quality stations.

4.3.1.2 Ambient Air Quality In Study Area

At each location 5 samples were collected for all the parameters and at station AAQ-9 and AAQ-1O, seven samples were collected for RPM, SPM, SO2 , and NOx The national air quality standards (NAAQS) for particulate and gaseous pollutants are presented in Table 4.7 as lay down by CPCB.

The Details of minimum, maximum and mean values of the ambient air quality parameters monitored along the project roads are presented in Table 4.8.

Table 4.6: Details of Ambient Air Quality Monitoring Locations

Station Location Chainage Land Offset from Description of Sampling Location Code Name (Kin) Use pavement edge

NH-1 to Patiala AAQ-1 Near Junction 29.4 Reside 35 m Located on first floor of house at a height of Project ntialVC of about 3.0m. This location xvill Road with ommer characterize ambient air quality of busy NH-I cial intersection of the Project road with NH-I. AAQ-2 Jhikwali 16.5 Reside 10 m Located on first floor of a house. The Village (km ntial/C location was selected to characterize 16.500) ommer baseline scenario in rural area of project cial road. AAQ-3 Barna 8.8 Reside 10 m The location is at outskirts of Patiala ntial/C Town. This location represents ambient air ommer quality of sub urban area. Located on the cial roof of house at about 5.0 m height. Ludhiana - Maler Kotla AAQ-4 Maler Kotla 42.5 Reside 10 m This location depicts the air quality of the Town ntial/C settlement area with small industrial ommer installations (oil refining units). ______cial____ *AAQ-5 Dehlon 19.0 Comm 10 m Located on the on rooftop of a house at (km 19.000) ercial about 4.0 m height. This depicts the rural

AAQ-6 Gill Town 10.0 Reside 15 m Gill village is located close to municipal ntiaUC limits of Ludhiana town. ommer cial Phillaur- Nagar

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Station Location Chainage Land Offset from Description of Sampling Location Code Name (Km) Use pavement edge

AAQ-7 Gadha Road 1.5 Reside 20 m The location monitored depicts air quality ntiaUC of rural area. The monitoring instruments ommer were placed at about 4.0 m height. cial Kharar -Banur - Tepla AAQ-8 Kharar Town 0.4 Reside 15 m The characterization of baseline air quality ntial/C scenario depicts the urban air quality ommer characteristics. The monitoring cial instruments were located at about 3.5 m on 1 the rooftop. AAQ-9 Banur 22.0 Reside 10 m This location is of significance because of (Intersection ntial/C intersection of Project road with NH-64. with NH-04) ommer The baseline air quality will be a good cial indication of air quality in mixed land use along project road. The monitoring instruments were installed on rooftop at about 4.0 in height. AAQ- Tepla (Near 39.0 Reside 15 m The instruments are placed on rooftop of a 10 End of Project ntial/C shop at about 3.0 m. The ambient air road) ommer quality of this location characterizes base cial line in Rural area.

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Figure 4.1: Location Map for Ambient Air Quality Stations

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Table 4.7: National Ambient Air Quality Standards (CPCB, 1997)

Pollutant Time Sensitive Industrial Residential, Method of Measurement Weighted Area Area Rural & Other Average Areas 3 3 Sulphur Annual* 15 pg/m 80 pg/r 60 gg/m3 Improved West and Dioxide (SO 3 3 3 Gaeke Method 2 ) 24 hours** 30 pg/rn 120 pg/M 80 pg/M Ultraviolet Fluorescence

3 Jacob & Hochheiser Oxides of Annual* 15 pg/m 80 pg/m3 60 pg/m3 Modified method 3 3 Nitrogen 24 hours** 30 pg/m 120 pg/m 80 pg/m3 Gas phase IN )Chemiluminescence 3 3 Suspended Annual* 70 pg/m 360 pig/m 140 pg/m3 High Volume Sampler Particulate (Average flow rate not *Matter 3 3 3 (SPM) 24 hours"* 100 pig/rn 500 pg/rn 200 pig/mn less than 1.1 rn/rninute) Respirable Respirable 3 Particulate Particulate Annual* 50 pig/M 120 pig/M3 60 lpg/M3 Matter Sampler Matter (RPM) 24 hours** 75 pg/M3 150 pg/rm3 100 pig/M3 Size < 10[imI AAS Method 3 after Lead Annual* 0.50 pg/rn 1.0 pg/rn3 0.75 pg/rn3 sampling using 3 3 (Pb) 24 hours** 0.75 pg/m 1.5 pig/M 1.00 pig/m3 EPM 2000 or equivalent _ _filter paper 3 3 Carbon 8 hours** 1.0 mg/m 5.0 mg/m 2.0 mg/m3 Non-dispersive infrared 3 MAnlimet 1 hour 2.0 mg/m 10.0 mg/m3 4.0 mg/m3 Spectroscopy

*Annual Arihmetic mean of minimum 104 measurements in a year takenfor a week 24 hourly at uniform interval. **24 hourly/8 hourly vakues should meet 98 percent of time in ayear Source: Central Pollution ControlBoard (1997) NationalAmbient Air Quality Monitoring Series, NAQMS/a/1996-97 Table 4.8: Onsite 24-Hourly Ambient Air Quality along the Project Roads* Station Land Use Description SPM I RPM SO2 Nox CO (ppm) Code I I I (Fg/m)| (tg/M)3 (jg/m3 ) | (Fg/r 3) Ni-1 to Patiala AAQ - 1 Commercial Minimum 209 42 9 16 1.10 Maximum 238 67 13 20 1.20 Mean 224 55 11 17 1.14 AAQ - 2 Commercial Minimum 160 45 9 14 0.50 Maximum 203 58 13 19 0.69 Mean 177 52 11 17 0.61 AAQ-3 Commercial Minimum 186 46 11 19 0.89 Maximum 250 61 15 21 1.29 Mean 216 53 14 20 1.07 Ludhiana- Malerkotla AAQ -4 Commercial Minimum 184 46 11 16 0.20 Maximum 216 68 12 18 0.40 Mean 198 54 9 17 0.32 AAQ-5 Commercial Minimum 147 35 10 15 0.30 Maximum 170 63 12 17 0.40 Mean 160 47 11 16 0.36 AAQ -6 Commercial Minimum 194 48 12 18 1.10 . Maximum 224 75 13 25 1.30 Philaur_N_rMean 206 61 13 * 22 1.22 ~~~~~Phillaur- N agar______AAQ -7 Commercial Minimum 152 46 ] 10 l 18] 0.20 Maximum 198 56L 12 | 20 | 0.40 Mean 178 52] 11 19 0.28

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Station Land Use Description SPMI RPM so2 Nox CO (ppm) Code (Kg/rnm) (jg/Mr) (ig/M3) (jig/Mr) Kharar-Banur- Tepla AAQ-8 Commercial Minimum 180 50 12 18 1.00 Maximum 222 64 16 21 1.29 Mean 202 59 13 19 1.17 AAQ-9 Commercial Minimum 158 43 5 17 0.59 Maximum 207 62 14 22 0.89 Mean 179 54 12 19 0.73 AAQ - 10 Commercial Minimum 153 42 16 010.40 _ _ Maximum 192 54 13 19 0.59 * Mean 178 48 12 18 0.50 *Samples were collected in November-December 2005. Note: Conversion Factor for Carbon Monoxide lppm CO = 1157 ,g/m 3 The observations of the air quality monitoring results are briefly discussed below.

Suspended Particulate Matter

The suspended particulate matter (SPM) levels, varies from 147 pg/mr3 to 250 p,g/m 3 in comparison with the standard 200 pg/M3. The highest levels of SPM were observed at Baran located in Patiala- Sirhind section, the highest concentrations were due to damaged shoulders, agricultural activities and high traffic plying on the earthen shoulders. SPM levels at the NH-1 junction near Sirhind were observed to be between 209 pg/M3 and 238 pg/M3.

Respirable Particulate Matter

The Respirable Particulate Matter (RPM) levels, varies from 42 Pg/M3 to 75 gg/m3 in comparison with the standard 100 pg/M3. The highest levels of RPM were observed at Gill village located in Ludhiana- Malerkotla section, the highest concentrations were due to bad conditions of the road and agricultural activities during the monitoring period. All the values are observed to be within the standard limits specified by MoEF for Residential and Rural Areas.

Sulphur Dioxide

The Sulphur Dioxide concentration in the ambient air of the project road varies from 5 3 3 pg/m to 16 pg/M in comparison with the standard 80 pg/M3. The highest levels of Sulphur Dioxide were observed at Kharar town in Kharar- Banur- Tepla section. All the concentrations of Sulphur Dioxide are observed to be within the standard limits specified by MoEF for Residential and Rural Areas.

Oxides of Nitrogen as NOx

The Oxides of Nitrogen as NOx concentration in the ambient air of the project roads varies 3 3 from 14 pLg/mr to 25 pg/M in comparison with the standard 80 pg/m 3.The highest levels of Oxides of Nitrogen as NOx were observed at Gill village in Ludhiana- Malerkotla section. All the concentration of the Oxides of Nitrogen as NOx along the project roads are observed to be within the standard limits specified by MoEF for Residential and Rural Areas.

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Carbon Monoxide

The Carbon Monoxide concentration in the ambient air of the project road varies from 0.20 * ppm to 1.30 ppm. The highest levels of Carbon Monoxide were observed at Gill village in * Ludhiana - Malerkotla link. All the concentration of the Carbon Monoxide along the project roads are observed to be within the standard limits specified by MoEF for Residential and * Rural Areas. . 4.3.2 Noise Environment

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

d 4.3.2.1 Sampling Criteria

Locations for noise monitoring stations along the route are identified based on the same criteria used for air monitoring but the relative importance of each criteria carries a * weighting in arriving at the final set of locations. In case of noise monitoring locations, sensitive land use such as schools, hospitals and religious places are considered to be more critical. d Hourly noise levels were recorded at 15 locations identified along project roads. The noise level standards as prescribed by CPCB are given in Table 4.9. Details of the locations are presented in Table 4.10 and depicted in Figure 4.2. The hourly noise values were used to * calculate daytime and night time equivalent noise levels. In order to arrive at daytime noise levels the logarithmic average of hourly values was taken from 6:00 AM to 10:00 PM. The night time noise levels were derived by taking logarithmic average of hourly values from * 10:00 PM to 06:00 AM. The hours of day and night were considered as specified durations d for 'day' and 'night' in Noise Rules Published by the MoEF. Details of the recorded noise levels are given in Table 4.10.

Table 4.9: National Ambient Noise Levels Standards (as per CPCB) Limits in Decibels (dBA) * Area Code Category Day Time Night Time * A Industrial 75 70 B Commercial 65 55 C Residential 55 45 D Silence 50 40 0 Note: (f) Daytime: 6 AM to 10 PM, Night Time: 10 PM to 6 AM: (2) Silence zone is an area up to 100 m aroundpremises as hospitals, educationalinstitutions and courts. Source: Central pollution ControlBoard, New Delhi 0

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Table 4.10: Recorded Noise Levels At Various* Location Description of Location Distance from Classification Noise Levels Code Existing of Location dB(A)Leq

______I _ Ca rr'way (in) J______Day time | Night Patiala- Sirhind(NH-1 Junction) Carr.way__m _ Daytime Night NL I Project road Junction with NH-I 20 Commercial 72.40 56.21 NL 2 Jhikwali Village at Ch 16.500 10 Residential 70.98 52.31 NL 3 Baran at Ch 8.800 15 Commercial 72.80 54.89 NL 4 Educational Institute at Ch 24.200 20 Sensitive 69.95 51.11 Ludhiana- Malerkotla NL 5 MalerKotlaTownatCh42.00 10 | Commercial 71.25 56.59 NL 6 Dehlon Village at Ch 19.00 15 Commercial 74.21 58.80 NL 7 Gill Village at Ch 10.00 15 Commercial 78.21 66.92 NL 8 Educational Institute on LHS at Ch 34.00 15 Sensitive 72.91 57.75 NL 9 Educational Institute on LHS at Ch 14.100 15 Sensitive 73.45 55.92 Phillaur- Nager NL 10 Phillaur Town 0/000 10 Commercial 70.78 43.85 NL 11 Nagar Ch 6.000 20 Commercial 68.82 43.73 Kharar-Banur- Tepla NL 12 Kharar Town at Start of Project Road 15 Commercial 68-14 58.24 NL 13 Banur Town at Intersection with NH-64 10 Commercial 75.76 67.29 NL 14 Tepla at End of Project Road 15 Commercial 55.82 47.16 NL 15 Saheed Udham Singh College of Engineering 15 Sensitive 62.73 52.22 *Noise levels recorded in November-December 2005.

4.3.2.2 Results and Analysis

The results of day and night noise levels indicate that current daytime and night time noise levels exceed specified limits at most of the locations for the specified category of receptors monitored. In the opinion of consultants the higher noise levels are not solely due to vehicular traffic but a significant contribution to these levels is from community activities. To segregate and predict community and vehicular noise is very difficult. Since improved roads will provide better surface but with higher vehicular speed, noise levels may increase slightly in future years.

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RAILWAY TRACK - H- PROJECT. __ - - TILE - -MAIN CANAL PUNJAB STATE ROAD SECTOR PROJECT LOCATION OF NOISE SAMPLE BRANCH CANAL FIGURE: 4.2 AMBIENT AIR - S14 Mlf3

Figure 4.2: Location of Noise Samples

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4.3.3 Water Environment

The development of any region is contingent on the availability of sufficient water resources, as developmental activities require water for industrial, domestic and other purposes. The water resources in the area broadly fall into following categories: 1. Surface Water resources: Streams and Canals. 2. Ground Water resources: Accumulation in deeper strata. In the project area, availability of water is not a serious concern as the water table is quite high and drainage of Punjab consists of various rivers and their tributaries of the Indus * valley system.

The Major rivers in the State are Satluj in the Central Punjab, Beas and Ravi in the Northern * Punjab and Ghagghar in the Southern Punjab. * There are 3 Number of canals and 5 of streams and 13 wastewater ponds, which comprises the surface water resources of the Project area. The groundwater resources consist of 418 hand pumps and 156 tube wells. The water resources of the Project Area is summarised in Table 4.11. . Table 4.11: Surface and Groundwater Sources in the Project Area S.No Name of Project Water sources Water sources in direct influence corridor interce ting road area of road. Canals Streams Wells Tube Hand Ponds/ * wells pumps Tanks 1 Kharar- Banar- Tepla - 4 13 52 94 3 2 Ludhiana- 2 39 62 217 6 2 Malerkotla 2 3 Phillaur- Nagar I- 19 38 82 1 4 Patiala- Sirhind(NH- O 1 4 25 1 *_ . 1 Junction)

4.3.3.1 Surface Water

The Project roads of Package III do not crossing any perennial rivers. The project roads are crossing canals, seasonal drains, streams and wastewater drains. Some wastewater ponds are also located along the project corridors, of which few are affected by the proposed * improvements. The locations of streams and canals and ponds are given in Annexure 4.2. There are a number of cross drainage structures located across the existing alignment for facilitating the movement of the water. Details of the cross drainage structures of the Project corridors are presented in Table 4.12. 0 0 0

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Table 4.12: Details of the Cross Drainage Structures

Corridor Length Culverts (Number) Brid es (Number) (km) Slab Pipe Minor Major Kharar-Landran-Banur-Tepla 39 34 15 7I1 Ludhiana- Malerkotla 40 27 14 4 Patiala- Sirhind 30 19 21 3 Phillaur- Nagar 6.5 2 1 _

Existing Drainage facility along the project roads

On all the corridors, drainage ditches are non-existant in the built-up urban areas. Abutting establishments have also blocked the ditches partially or completely to have access to their properties. The existing drainage facilities are not adequate along the project corridors which leads to water logging, damage to the pavement and slow downs the traffic. The over topping takes place at two places in Kharar - Tepla, one place in Ludhiana-Malerkotla and one place in Phillaur-Nagar road. Adequate measures shall be taken to mitigate the drainage and overtopping problem.

4.3.3.2 Groundwater

There are a number of tube wells, open wells and hand pumps in use along the routes. The dependence on ground water is very high in the region as the ground water regime is shallow. The Punjab has the best irrigation facilities in the country, about 80% of its land is irrigated. The source of water for the irrigation is 20% from the canal systems and 60% from the open/ tube wells. The details of the tube wells/ hand pumps / wells existing along the project road are presented in Annexure 4.3.

4.3.3.3 Water Quality

Water quality is a concern for the numerous surface water sources and the groundwater sources. Five surface and eight ground water samples have been collected from sources present along the project roads to ascertain the baseline conditions of water quality. The surface water samples collected included samples from canals crossings, wastewater ponds and streams. The ground water samples are collected from hand pumps and tube wells. Location details of the surface water and ground water samples collected are presented in Table 4.13 and shown in Fig 4.3.

Table 4.13: Details of the Sampling Locations of the Surface and Ground Water Sample Chainage Description of Name of the Section Code in km source Settlement SW-i 28/200 Canal Sirhind Patiala- Sirhind SW-2 26/200 Canal at Jatora Bridge Pohir Ludhiana- Malerkotla SW-3 15/200 Canal Kaind Ludhiana- Malerkotla SW-4 6/800 Surface Water Gill Ludhiana- Malerkotla SW-5 15/000 Nalla Darri Karar-Banur-Tepla

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Sample Chainage Description of Name of the Code in km source Settlement Section GW-1 20/600 Hand Pump Rurkee Patiala-Sirhind * GW-2 8/800 Tupe Well Hardaspur Patiala-Sirhind * GW-3 42/800 Hand Pump Malerkotla Ludiana- Malerkotla GW-4 19/000 Hand Pump Dehlon Ludhiana- Malerkotla * GW-5 4/200 Hand Pump Nagar Phillaur- Nagar * GW-6 6/200 Hand Pump Landran Kharar-Banur-Tepla GW-7 0/600 Hand Pump Kharar Kharar-Banur-Tepla GW-8 38/500 Hand Pump Rajgarh Kharar-Banur- Tepla

. 0

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Nagar- H..d P..p at Ch4.200 I

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GW4HadP..CW4d P- ana 3mra la i at Ch.19.000 Khamoan SW2 Kalan Kharar Canal at Ch 26.200 H..d P.mp t Ws Chandigarh > > PisJ^ot- alChBHIse C Z00 i i I Khanna saa Wat., SW4

AhmedFarr SgWS Ch15200 'heb Ch\6.00

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Patiala RAILWAYTRACK

MAIN CANAL

_ _BRANCH CANAL PROJECT: -TITLE: PUNJAB STATE ROAD SECTOR PROJECT LOCATION OF SURFACE WATER & GROUND WATER SURFACEWATER OWl 1 4FIGURE4.3 GROUND WATER oWl 0

Figure 4.3: Location Map for Ground and Surface Water Samples

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* The water quality of the surface water and ground water samples collected along project * roads are presented in Table 4.14 and Table 4.15 respectively. These samples were analyzed for all essential characteristics and for most of the desirable characteristics specified in IS 10500: 1991, and are analyzed in accordance with the standard methlods specified by IS codes.

Table 4.14: Characteristics of Surface Water

S. Parameters SWi SW2 SW3 SW4 SW5 Limits IS: * No. 10500 I Colour (Hazen) Colour Colour Colour Muddy Muddy 10 * less less less 2 Turbidity (NTU') 06 8.0 12.0 - - 10 * 3 PH 7.2 7.5 7.6 8.2 7.8 6.5 to8.5 4 Total dissolved solids (mg/l) 152 196 210 280 280 500 5 Total Suspended solids (mg/I) 16 26 29 205 156 - 6 Oil and grease (mg/l) Nil Nil Nil Nil <1 Absent * 7 Total residual Chlorine as Cl2 Nil Nil Nil Nil Nil 0.2 7 Ammonical nitrogen (mg/I) Nil Nil Nil Nil <0.1 - * 9 Dissolved oxygen (mg/I) 8.1 7.2 7.9 Nil 5.6 - 10 BOD for 3 days at 27 °C (mg/1) 1.6 2.0 1.9 15 56 - * 11 COD (mg/l) 5.8 8 6 52 138 - 12 Chloride as Cl (mg/l) 10 19 16 224 106 250 13 CynideasCN (mg/I) Nil Nil Nil Nil Nil 0.05 * 14 Fluoride as F (mg/1) <0.1 Nil Nil Nil 0.34 1.5 15 Total Iron as Fe (mg/I) 0.1 0.10 0.10 0.06 0.10 0.3 * 16 Dissolved phosphates as P Nil Nil Nil Nil 1.8 - 17 Sulphates as SO4 (mg/I) 4 18 22 35 34 200 * 18 Phenolic compounds asC 6 H5 OH Nil Nil Nil Nil Nil 0.001 (mg/l) * 19 Calcium as Ca (mg/1) 12 16 19 13 22 75 20 Magnesium as Mg (mg/1) 15 28.2 31.6 29.2 38 30 * 21 Sodium as Na (mg/I) 29 36 44 58 68 - 22 Potassium as K (mg/1) 3 1 1 12 2 - * 23 Total hardness CaCO 3 (mg/1) 92 157.5 179 154 213 300 24 Manganese as Mn (mg/I) <0.01 <0.01 <0.01 <0.01 <0.01 0.3 * 25 Nitrate as NO3 (mg/I) 1.24 1.4 1.3 1.9 10 45 *Samples were collected in November-December 2005. Table 4.15: Characteristics of Ground Water*

* S. Parameters GW2 GW2 GW3 GW4 GW5 GW6 GW7 GW8 Limits * No IS: 10500 1 Colour (Hazen) Colourless Colourless Colourless Colourless Colourless Colourless Colourless Colourless 10 * 2 Turbidity (NTU) I 1 1 <1 1 I I <1 10 3 PH 7.4 7.6 7.5 7.8 7.9 7.40 7.56 7.40 6.5 to8.5 * 4 Total dissolved solids 380 395 470 418 386 386 411 415 500 (mg/l)

5 Total Suspended solids <1 <1 <1 <1 <1 1 <1 <1 - * (mg/I) 6 Oil and grease (mg/I) Nil Nil Nil Nil Nil Nil Nil Nil Absent * 7 Total residual Chlorine as Nil Nil Nil Nil Nil Nil Nil Nil 0.2

* ' Nephelometric Turbidity Units

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* S. Parameters GW2 GW2 GW3 GW4 GW5 GW6 GW7 GW8 Limits No IS: 10500 * 8 Ammonical nitrogen Nil Nil Nil Nil Nil Nil Nil Nil - *_ (mg/l) 9 Dissolved oxygen (mg/I) 5.0 5.2 6.6 5.5 4.5 5.0 5.2 6.0 - * 10 BOD for 3 days at 27 °C 0.4 0.2 0.4 0.1 <0. 2 0.1 <0.1 0.2 - (mg/I) * 11 COD (mgA) 2.0 1.0 1.5 1.3 <1 1

* 4.3.4 Land Environment

* Land and soil constitute the basic components of the physical environment. The alignment * of a road may cause changes in land, land use, soil and denudation processes in different 0 intensities.

* 4.3.4.1 Geology and Soils

* Topography: All the project roads pass through flat terrain. The mean elevation of the study * area varies from 253 to 270 m above the Mean Sea Level and the general slope direction is l south west. The rivers in the state of Punjab have steep slopes in upper reaches and traverses plains for varying length before spreading out and disappeared by infiltration or joining * other water courses. S

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Geology and Soil Types of the Area: Punjab has five land form regions, three major river systems, three climatic regions with varied temperatures, moisture regimes and type of vegetation. Punjab lies on the alluvial plains of the tributaries of Indus river, namely Sutlej and Beas. The state is bounded on the north and north-east by the Shivalik Ranges of the lower Himalayas. The alluvial deposits of the rivers can run very deep and are very fertile. Based on the interdependence of all these factors, spreading over time resulted in the formation of various types of the soils. The land use along the road sections under study is predominantly agricultural.

Hilly areas are in the eastern districts of the state, which border the state of Himachal Pradesh. These districts also fall along the foothills of the Shivalik range and are the source of the hard rock and fine aggregates.

The soils along the project roads can be broadly classified into two categories, viz.:

* "Khadar" or "Bet" soils found along the flood banks of rivers.

* "Sierozem" Soils -are grey coloured soils found in semi-arid parts of Punjab with an average annual rainfall between 500 mm to 700 mm. These soils are found in most parts of Malwa plains of Punjab and consist of sandy silts in most areas.

4.3.4.2 SoilAnalysis

For the assessment of the base line soil quality, soil samples were collected at 7 locations from agricultural fields along the project roads. Details of the soil sampling locations are presented in Table 4.16 and shown in Figure 4.4. Soil samples were collected up to a depth of 60 cm. The soil samples consist of representative samples of all corridors.

Table 4.16: Location Details of Soil Samples

Sample Code Location of Sample Project Chainage in km Land Use Sirhind - Patiala SQ| Nandpur Keso Village 13.500 | Agricultural Field SQ2 Lattour Village 22.400 Agricultural Field Ludhiana- Malerkotla SQ3 Kubkalan Village 33.500 1 Agricultural Field SQ4 Kaind Village 14.000 | Agricultural Field Phillaur - Nagar SQ5 I Garha Village | 4.200 ] Agricultural Field Kharar- Banur- Tepla SQ6 Landran Village 6.500 1 Agricultural Field SQ7 Tepla Village 38.500 Agricultural Field All these soil samples collected along the proposed project roads were analysed for the physical, chemical properties and heavy metal concentrations. They were assessed for agricultural and afforestation potential. The characteristics of the soil along the project roads are presented in Table 4.17.

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- ah- = Nagar,

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/ . \ ' Tepla -JNabha - Amnala

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RAILWAY TRACK f

TIL- - r ------MAIN CANAL PROJECT: TfATLE_ - - - PUNJABSTATE ROAD SECTOR PROJECT SAMPLING LOCATON MAP FOR SOIL SAMPLE COLLECTION BRANCH CANAL

FIGURE: 4 [4 SOIL SAMPLE = SS.1IJ

Figure 4.4: Soil Sample Locations

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Table 4.17: Soil Characteristics of along the Project Roads*

S. No. Parameter Unit SQ-I SQ-2 SQ-3 SQ-4 SQ-5 SQ-5 SQ-6

1 pH of(10% Extract) 7.45 7.8 7.45 8.1 7.6 7.7 7.8

2 Water Holding (%) 48.9 46.0 53.9 56.0 38 41 46 Capacity 3 3 Bulk Density (gm/cm ) 1.46 1.51 1.56 1.62 1.49 1.53 1.58

4 Sand (%) 46.84 49.46 50.76 61.46 55.46 52.26 46.29 5 Silt (%) 18.60 20.42 24.40 19.42 21.34 24.74 26.74

6 Clay (%) 34.56 30.12 24.84 19.12 23.20 23.00 26.92

7 Cation Exchange (meq/100 16.20 15.20 18.20 21.20 17.60 18.60 18.0 Capacity * gm)

8 Porosity (%) 43.05 43.50 46.05 43.50 48.30 51.60 49 9 Total kjeldal Nitrogen (%) 0.08 0.10 0.06 0.10 0.03 0.04 0.02 (TKN)

10 Phosphorus (mg/kg) 12.96 21.0 11.96 21.46 8.90 14.6 11.9

11 Potassium (mg/kg) 350 450 300 456 276 314 274

12 Carbonates (meq/l00 NIL NIL NIL NIL NIL NIL NIL gm)in

13 Bicarbonates (meq/100 510 550 500 431 476 179 89 gm)

14 Sulphates (meq/100 580 602 601 802 491 247 169 gm) I_II_

15 Iron (mg/kg) 55 60 52 57 41 56 70 16 Chlorides (mg/kg) 493 564 493 534 501 384 418 17 Lead NIL NIL NIL NIL NIL NIL NIL

18 Cadmium (mg/kg) BDL BDL BDL BDL BDL BDL BDL 19 Chromium (mg/kg) BDL BDL BDL BDL BDL BDL BDL

20 Zinc (mg/kg) 0.3 0.8 0.40 0.6 0.9 0.6 0.57 *Samples were collected in November-December 2005. Note: BDL - Below Detection Limit Meq - milli Equivalent * - Cation and anion are determined in 10% Extract Solution From the results it can be observed that the soil type varies from sandy loam to clayey loam, grey in colour and deficient organic matter. pH value ranges between 7.6-8.1. Phosphorus content is high in all samples. From the results it can be observed that the soil in the project area is fertile with high agricultural productivity with appropriate use of fertiliser.

4.3.4.3 Soil Erosion

The improvement works of the Project roads involves new earth work formations and new slope construction for the protection of the embankments. A detailed survey was carried out for analyzing the erosion control measures required to be taken up as part of the improvements. Details of present slopes of the project roads are presented below;

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Kharar-Landran: On this road stretch, damage from erosion was minimal, except in km 5.8-6.4, where embankment slopes along the bridge abutment fills suffered severe erosion from water flowing along the drains. The outfall slope also was moderately damaged. The soils in this corridor are silty clay to clayey silts and are susceptible to erosion. The slope heights are mostly less than 2 m, which is responsible for low incidence of slope erosion problems in this stretch.

Landran-Banur: Also on this road stretch, damage from erosion was minimal, except at km 15 where embankment slopes along the bridge abutment fills suffered severe erosion from water flowing along the drain into the river. The outfall slopes were moderately damaged. The soils in this corridor are silty clay to clayey silts and are susceptible to erosion. The slope heights are mostly less than 2 m, which is responsible for low incidence of slope erosion in this stretch.

Banur-Tepla: On this road stretch, slope distress was common. The distress ranges from surface erosion of slopes to formation of gullies. At few locations slope experienced slump type movements. At locations where water from the stream or other side drain was flowing into natural streams or other outlets, and the level difference between the drain and the outlet was more than 1-1.5 m, the outfall drain had severe erosion. This was also observed at locations where the height of embankment was of the order of 3 m.

The high frequency of erosion related distress in this section may be attributed to the frequent floods and relatively high slopes.

Ludhiana - Malerkotla: Embankment heights are moderate to low, mostly from 1.5m and less over most of the stretch. The soil almost entirely consists of clays of high to intermediate plasticity that offers resistance to surface erosion. In this stretch, highway slopes are relatively free of surface erosion problems.

Patiala - Sirhind: No damage from surface erosion to slopes was observed in this corridor. The height of embankment is low, and rarely exceeds 2 m. Although the soil type is susceptible to erosion, the low embankment height has the effect of reducing the damaging impact.

Phillaur- Nagar: The road is mostly on low embankments. Although soils are susceptible to erosion, no erosion related distress was observed due to the low embankment heights. This stretch is relatively free of erosion problems.

4.3.4.4 Land use

The project roads traverse through rich agricultural land on either side which primarily is used for cultivation of wheat, rice and pulses. Important urban settlements located along the project stretches on the outskirts of which residential layouts are being constructed. Industrial areas also align along the project stretches particularly in the stretch of Ludhiana-

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Malerkotla and partially on the outskirts of Kharar town on the Kharar-Banur-Tepla stretch. Other commercial, residential, religious and other structures are found at locations along the road where there is a village or ajunction.

Land use on Klharar-Banur-Tepla road comprise primarily of agricultural land used for cultivation of wheat and rice. Residential and commercial land use is found only along town / village locations and major junctions. Semi industrial areas are found along the outskirts of Kharar town. Fallow/ barren land covers a small portion of this stretch between km 15+000 and km 19+000 in scattered patterns.

The Ludhiana-Malerkotla road covers two important industrial locations, namely Ludhiana and Malerkotla. Commercial / industrial establishments are located all along this road from Km 6+000 to 12+000. Increasing industrial demand from Ludhiana has cropped up various metal related industries on this road. Both Ludhiana and Gill, a congested village, has necessitated the need for residential colonies along the project stretch until km 12+000. Malerkotla, also a very congested town accounts for commercial/industrial establishments from km 41+000 to 45+000. Other places which account for significant residential and commercial land use are the villages of Dehlon and Pohir with dense settlements. The rest of the project stretch runs along rich agricultural fields where primarily wheat and rice is cultivated.

The Phillaur-Nagar road falls in Jalandhar district and connects Ludhiana with the city of Nawanshahr. Phillaur consists of dense commercial and industial settlements as it is an important station both via road and rail. Proximity to both Ludhiana and Jalandhar makes Phillaur a significant place. For a stretch of 500m, there is forest land on both sides from km 0+700 to km 1+300. Mainly the rest of the stretch consists of fertile agricultural land. The village of Nagar also accounts for residential and commercial land use for a stretch of 800m.

The Patiala-Sirhind road connects the important city of Patiala to the NH-I. Thick residential/ commercial establishments exist from Patiala (1+270) to km 8+000. The rest of the stretch barring a few villages mostly passes through agricultural land cultivating wheat and rice.

Table 4.18: Land use Pattern along the Project Roads

Name of the corridor Land use Kahara-Banur-Tepla Predominantly agricultural with the settlements namely Kharar, Santemajra, Landran, Bairampur, Bhagomajra, Raipur kalan, Saneta, Darri, Tangori, Banur, Kheda, Basma, Tepla, Rajgarh and kherigurna Ludhiana-Malerkotla Predominantly agricultural with the settlements namely Gill, Ranian, Sarinh, Kaind, Saya, Dehlon, Gopalpur, Lehra, Pohir, Akbarpur Channa, Rohira, Phalewal, Kupkhurd, Kupkalan, Bhogiwal. Ghouspura and Malerkotla Phillar-Nagar Predominantly agricultural with the settlements namely

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Name of the corridor Land use Phillaur, Garha and Nagar Patiala-Sirhind Predominantly agricultural with the settlements namely Patiala, Hardaspur, Kashyana, Faggan Majra, Bhagadiyar, Guniya Majra, Jagwali, Rurkee, Kharori and Adampur 4.3.5 Natural Resources Consumption

Detailed analysis of the availability of construction material such as selected soil, hard rock, fine aggregates and coarse aggregates was carried out as part of detailed engineering design. During the investigations soil borrow areas and quarries for fine and coarse aggregates were identified. For this purpose local enquiries were made and discussions were held with local PWD officials and the data available was assessed to identify the existing and new sources for soil borrow areas, fine and coarse aggregates. Details of the each type of material source is detailed in the following section

4.3.5.1 Borrow Areas

A Total of twenty one soil borrow areas for subgrade construction were located for the project, of which 5 are in Ludhiana- Malerkotla link, 2 are in Phillaur- Nagar link, 6 are in Patiala - Sirhind link and 8 are in Kharar- Tepla Link. Location details of borrow areas identified for the project roads are presented in Table 4.19 and shown in Annexure 4.4.

The land on both the sides of the project road have intensive cultivation and soil borrow areas are hard to come by. Due to this the haulage distance for borrow area material can be high (up to 15 km).

Table 4.19: Locations of Soil Borrow Areas for Earth Works

N Nearest Project Lead From Side of Type of S. No. Village Name road Chainage in Project Road Material km in km Ludhiana - Malerkotla LM - BI Bula | 12.00 3.00 LHS Selected Fill LM -B2 Mommanabad | 29.00 4.0 LHS Selected Fill LM - B3] Mommanabad 29.00 4.0 LHS Selected Fill LM-1B4 Baliwal - 40.00 2.0 LHS Selected Fill LM - B5 Malerkotla | 43.00 2.0 RHS Selected Fill Phillacur - NVagar PN-Bl Nagar 6.30_ 0.50 RHS Selected Fill PN - B2 Kadiana 6.304.00 RHS Selected Fill Patiala - NH I Jccnction (Near Sirhind) SP-B I Reet Kheri 9.50 4.00 RHS Selected Fill SP - B2 Saifalpur/ Sankar 15.00 4.00 RHS Selected Fill SP-1B3 Nalina Kalan 21.00 3.00 RHS Selected Fill SP - B4 Jalan* 0.00 10.00 Selected Fill SP-1B5 Birpur* 0.00 10.00 Selected Fill SP-1B6 Mandaur* 0.00 16.00 Selected Fill Kharar- Tepla KT-BI Tirpadi 0.00 3.00 RHS Selected Fill KT - B2 Daurali 14.00 1.0 LHS Selected Fill KT- B3 Daurali 14.50 1.0 LHS SelectedFill

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* Nearest Project Lead From Side of Type of S. No. Village Name road Chainage in Project Road Sid Material km in kmRodMtra KT-1B4 Mota Majra 19.30 1.0 RHS Selected Fill * KT - B5 Chat 22.40 6.0 LHS Selected Fill KT - B6 Shak Majra 23.00 3.0 LHS Selected Fill KT - B7 Dharam Garh 26.25 0. 200 LHS Selected Fill i KT-1B8 Basma 33.05 1.0 LHS Selected Fill

* Patiala Nabha Road 0 i 4.3.5.2 Stone Quarries

* At present, river boulders along with gravels transported from the hills by the Ghaggar, a Sutlej and Sirsa Rivers are deposited at the foothills, as the rivers enter the plains. The river boulders and gravel are being washed and crushed, at various locations for use in * construction.

For the project two sources of boulder material are recommended based on the availability * of sufficient quantity of the materials. Details of the sources identified are presented in a Table 4.20 and show in Annexure 4.5.

* Local enquiry at the crusher locations indicates that there are about 42 Crushers and wash 0 gravel plants at Burj Kotian. A smaller number of crushers and wash plants operate at Mubarakpur and Bharatgarh. The quantity of river boulder supply at Bharatgarh is reported * to be insufficient to meet the demand of the crushers, whereas the supply of raw material at * Burj Kotian and Mubarakpur is sufficient. The source of raw material for both Mubarakpur 0 and Burj Kotian crushers is in the same area and of similar nature.

* Table 4.20: Details of the Source of Aggregates and Lead Distances from Project roads

Source Project Distance from Burj Kotian Distance from Bharatgarh * Road Crusher Location in km Crusher Location in km * Ludhtiana Malerkotla

Ludhiana | 135 km 95 km * Malerkotla 135 km 135 km Pltillaur Nagar * Phillaur 152 km 112 km Nagar 158 km 118 km l Patiala - NH I Junction (Near Sirhind) Patiala 75 km 95 km l NH I Junction (near Sirhind) 75 km 65 km Klharar- Banur - Tepla * Kharar 40 km 75 km - Banur 40 km 50 km S Tepla 60 km 90 km * Reconnaissance was carried out in the areas around Ropar and Nawanshahr districts of * Punjab, in view of proximity to site. Though no commercial extraction of gravel material 0 was found at any location, sources of materials are available in the bed of "Nallas" or

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streams at Mianpur (Rupanagar District) near Kurali and Garhshankar. A number of other limited sources may be available along the foothills in these districts and the Contractor may investigate these to assess suitability and economic lead/ viability for project roads.

4.3.5.3 Sand In the State of Punjab sand is available in two forms from two types of sources i.e., from river bed and washed river sand from crushers. Based on the quality criteria wash river sand from the crushers is recommended as sand from river beds is very fine and does not pass the fineness modulus requirements for sand to be used in concrete. Sources Identified for the procurement of the sand are as follows;

l1. Ghaggar River near Tepla

2. Sutlej River bed near Nagar

3. Crusher at Bharatgarh

4. Crusher at Burj Kotian

4.4 ECOLOGICAL RESOURCES

Ecological resources are among the most important resources impacted by the road projects. The detailed baseline study of the ecological resources is essential to estimate the magnitude of potential impacts and to avoid or mitigate any loss caused by the proposed project. In this section baseline details of the flora and fauna are presented.

There are no endangered species of flora and fauna present within the project influence area. No eco sensitive receptors such as wild life park, national parks, wet lands, bird sanctuaries, reserve forest, etc. are located within the project influence area.

4.4.1 Flora

There is no natural/reserve forest area in the project region. Roadside plantation is seen all along the project corridor and these plantations have been declared as "Protected - Forests", under the Forest (Conservation) -

Act, 1980. The photo shows a view of -. roadside plantation. The existing trees along the proposed project roads vary from dense to sparse. Green tunnel is not observed along 'ie% or ihe Road%ide Plantation any project roads. Most of the trees present within the ROW are Arjun, Sishu, Babul, Eucalyptus, Kikar, Neem and Dek. There are a total number of 26,640 trees existing in the ROW. The majority of trees are of girth size 30-

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60 cm, 60-90 cm and 90-180 cm. The Protected Forest area and number of trees found in the existing ROW.n in Table 4.20a The details of species of trees, shrubs and groundcover present in the project area are given in Annexure 4.6.

Table 4.20a: Details of Roadside Protected Forest Area and Trees within ROW Roadside Protected Forest Number of Roadside trees Name of the Corridor area with in ROW (Ha.) with in ROW Nos. LHS RHS Total LHS RHS Total Kharar-Banur-Tepla 32.76 33.19 65.95 5,980 5,220 11,200 Ludhiana-Malerkotla 36.36 36.36 72.72 7,500 6,690 14,190 Phillaur-Nagar 4.85 4.85 9.68 645 605 1,250 4.4.2 Fauna

There is no reported wild life along the project except for domesticated animals and birds. The area harbours grainivorous avian fauna because agricultural grains in the field provide food for such birds. The mammalian fauna mainly constitutes domesticated animals and rodents. Toads, lizards and snakes represent amphibian and reptilian fauna. The major fauna in the study area is given in Annexure 4.7.

4.5 SOCIO-CULTURAL ENVIRONMENT

4.5.1 Demographic Features

Kharar Banur Tepla: The project road passes through the districts of Roopnagar and Patiala. From the 2001 census Roopnagar district comprises of 7 blocks, 11 towns and 867 in habited villages and Patiala district comprises of 9 blocks, 14 towns and 1069 inhabited villages. According to 2001, census the total population of Roopnagar and Patiala is 111,000 and 1,839,056 respectively. The literacy rate for Roopnagar is greater (78.49%) in comparison to Patiala (70%). The work participation rate for the project districts is almost same Roopnagar (39.3%) and Patiala (37.2%).

Ludhiana Maler Kotla: The project stretch passes through the districts of Ludhiana and Sangroor. The total population of Ludhiana and Sangroor is 3,030,352 and 1,998,464 respectively, which is about 12.48 and 8.23 percent of the total population of the entire Punjab State. The literacy rate for Ludhiana is greater (76.54%) in comparison to Sangroor (60.04%). The work participation rate for the project districts is almost equal in Ludhiana (37.8%) and Patiala(40.6%).

Phillaur- Nagar: The project stretch passes through the district of Jalandhar. From the 2001 census Jalandhar district comprises of 10 blocks, 14 towns and 945 inhabited villages. The total population of Jalandhar is 1,953,508, which is about 8.04 percent of the total population of the entire Punjab State. The percentage of urban population is about 47.45.

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As per the 2001 census the literacy rate for Jalandhar is 77.91 and the sex ratio is 882. The work participation rate for the project district is very low about 34.5.

Patiala Sirhind: The project stretch passes through the districts of Patiala and Fatehgarh Saheb. From the 2001, census the total population of Patiala and Fatehgarh Saheb is 1,839,056 and 539,751 respectively, which is about 7.57 and 2.22 percent of the total population of the entire Punjab State. The percentage of urban population for these districts is low and stands at 35 percent for Patiala and 28 for Fatehgarh Saheb. The literacy rate for Fatehgarh Saheb is greater (74%) in comparison to Patiala (70%). The work participation rate for the project districts is almost same Fatehgarh Saheb (38%) and Patiala (37.2%).

4.5.2 Socio-economic Profile of Project Affected People

The analysis of socio-economic survey carried out during the social assessment indicates that the majority of the PAPs belong to the higher income groups and few of them belong to the lower income groups. The majority of them belong to the higher castes followed by Scheduled Castes and Other Backward Classes. Religion wise, majority of them represent Sikh Community followed by Hindus.

4.5.3 Human Use And Cultural Values

The archaeological and cultural properties in the vicinity and in the regional context in the project corridors share mutual interest with highway travellers. The baseline data for the cultural screening exercise identifies and assesses the impact on culturally, historically and religiously valued properties and proposes feasible avoidance/mitigation measures after effectively assessing the sensitivities and impact potentials.

4.5.4 Places of Historical and Cultural Significance

There are no specific heritage monuments or cultural heritage or protected monuments and archaeological sites within 300m of the Project , Road. However, Temples, Gurudwaras and Mosques are present along the project roads. There are a total number of 15 temples, 3 Gurudwaras and 3 Mosques existing along the project road.. Gurudwara along the Project Road

The summary of the cultural properties which are present along the project roads are presented in Table 4.21. The details are presented in Annexure 4.8.

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Table 4.21: Details of Cultural Properties

Name of the Corridor Type of cultural property Nos. Temples 12 Kharar- Banur -Tepla Gurdwaras Mosques * Dargahs 2 Temples 16 Ludhiana- MalerkotIa Gurdwaras 8 L Mosques 3 Dargahs 4 * Temples 6 Patiala- Sirhind Gurdwaras * Mosques Dargahs Temples - Gurdwaras 4 * Phillaur- Nagar Mosques * Dargahs 4.5.2 Educational Institutions and Health Care Facilities

* There are a total number of 19 educational institutes and 7 health care facilities existing along the pro ject road. The summary details of these facilities are given in Table 4.22. The details are given in Annexure 4.9.

Table 4.22: Details of Educational Institutions and Hospitals Name of the Corridor Type Nos. * Educational Institutes 7 Kharar- Banur -Tepla Hospitals 4 Healthcare Facilities I * Educational Institutes 17 Ludhiana- Malerkotla Hospitals 6 * Healthcare Facilities I Educational Institutes 11 * Patiala- Sirhind Hospitals Healthcare Facilities * Educational Institutes I * Phillaur- Nagar Hospitals I Healthcare Facilities l__I

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5 PUBLIC CONSULTATION

5.1 INTRODUCTION

The main focus of all infrastructure development projects is to enhance and increase facilities for the society and improve their living conditions. The road projects will bring overall benefits to the people in the area as well as to those living close to the corridor. However, a few are likely to experience negative impacts, which can be overcome through proper mitigation measures. Consultations with the community on social and natural environmental concerns form an integral part of an Environmental Assessment of road projects. To ensure that the community support is obtained as well as the goodwill of the people, public consultations were carried out in villages along the project corridors. People affected by the project are those living and working along the corridor and included businessmen, residents, farmers, agricultural workers, squatters and encroachers. Some religious and cultural properties within the area of impact, may need relocation. Throughout the process of consultation, the focus was on understanding community impacts and to obtain their feedback to effectively establish appropriate road design and implementation.

Stakeholder consultation is a two-way process involving the interaction of various stakeholders and the Project proponents. It is highly desirable for all key stakeholders to arrive at a consensus on sensitive features, impacts and remedial actions. The stakeholder consultation is useful in gathering basic information

* On baseline environmental data

* Understanding likely potential impacts,

* Understanding the perspectives/concerns & preferences of stakeholders,

* Selecting Project alternatives, and

* Designing mitigation & enhancement measures to suite the local requirements.

Consultation with the concerned stakeholders requires information dissemination and solicitation. In the course of public consultation, information regarding proposed Project roads quickly reaches the public. Also the local community, residents and interested groups may provide valuable inputs into the Environmental Assessment (EA). Such stakeholder participation during initial screening of a Project helps to start the Environmental Assessment on a constructive footing with the public.

To address the issues in the Project, systematic stakeholder assessment has been carried out as per the World Bank policy. For screening purposes, a representative set of consultations were carried out by the feasibility consultants. The Design Engineering Consultant has

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carried out Consultations based on the recommendations of the feasibility Consultants and need based additional consultations in all Project roads. Further consultations will be carried out during the Resettlement Action Plan and the pre construction stage, as required.

5.2 OBJECTIVES

The main objective of the consultation process is to identify and minimise negative impacts of the Project and to maximise the benefits of the project. Other objectives of the consultation process are given below:

* To promote public awareness about the proposed Project especially amongst the potentially impacted communities/individuals.

* To educate the potentially impacted communities/individuals about the proposed course of action and the Project alternatives.

* To solicit the views of affected communities/individuals on environmental and social problems.

* To gather inputs from the affected communities/individuals in crucial decisions regarding mitigation of the identified environmental and social issues.

* To stimulate community self evaluation and analysis

* To inform Project Affected Persons (PAPs) about the entitlement framework and Resettlement Action Plan (RAP), and to settle their problems with mutual consent and to assist them during relocation and resettlement.

* To ensure lessening of public resistance to change by providing them a platform in the decision making process.

5.3 METHODOLOGY ADOPTED FOR PUBLIC CONSULTATIONS

5.3.1 Levels of Public Consultations and Profile of Stakeholders

Public consultation was conducted both at screening stage as well as project preparation stage. Consultations conducted at screening stage played an important role in scoping the level and extent of consultation to be taken in the project preparation stage. Public consultations have been held at three levels as follows:

Local level:

Public consultations in the project area were held at local level. The following steps have been adopted for carrying out public consultations in this project:

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A Disseminating information and requesting villagers to attend the public consultation meetings

* Sharing the opinions and identify the local environmental issues

A Involving the PAPs to avoide/mitigate the impacts

District level:

The disclosure of policy about the project and R&R policy provision were disclosed to workshops and meetings at district levels. During the month of May and June 2006, four district level meetings were held at Ludhiana, Mohali, Taran Taran and Ferozpur. Similarly four workshops wee also held at Landran, Chunni, Chabal Main Market aand Rajatal. During the disclosure process the following information were disseminated:

* Objectives of PSRSP

* Implementing Agency

* Funding and Total estimated cost of the Project

* Objectives of proposed "Resettlement and Rehabilitation Policy"

* Entitlement matrix for Project Affected Persons

* A detailed presentation was made enlisting all entitlements as proposed in R&R Policy.

* A presentation on Environmental issues was also made in order to generate awareness among the people and capture their perception on issues relating to environment.

Institutional level:

Institutional level consultations were held with State Forest Department and State Pollution Control Board.

* Forest Department: Discussed about the up-gradation proposal of the project roads, road side trees to be cut and requirement of forest clearance for felling of road side trees and compensatory plantation. It has been discussed about the diversion of protected forest land along the project roads, although ownership of this land vests with Punjab PWD.

* Pollution Control Board: Discussed about the up-gradation proposal of the project roads, source of quarries, borrow areas, disposal of solid waste (scarified materials) and source of water for construction.

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5.3.2 Tools for Consultations

Public Consultation was done using various tools including interviews with government officials, questionnaire based information with stakeholders, discussions with the stakeholders and project affected people;

Structured Interviews: Individual household level surveys were carried out using structured formats as part of census and socio-economic surveys

Informal discussion: A reconnaissance survey was carried out at the initiation of the project, informally drawing project affected people (PAP) into dialogue to obtain an overview of likely impacts and concerns of the community. The key informants during the project preparation phase included both individuals and groups namely:

* Head and members of the households likely to be affected

* Groups/clusters of PAPs

* Village Panchayats: Sarpanch and members

* Government agencies and departments

* Other project stakeholders with special focus on women and people belonging to the vulnerable group.

A checklist of questions was kept ready and responses were elicited from people and guidelines were issued to field assistants for the purpose. The questions were kept simple for people to comprehend. Notes were made for the responses and viewpoints presented by people.

Focus Group Discussions: Focus Group Discussions (FGDs) were held at selected locations along the four sections of the Project Roads. During the FGD, interaction/discussion was held with the general public and the village sarpanchs. The public consultations in the project area were mainly conducted at the local level i.e. at village level.

5.3.3 Selection of Locations for Consultations

Public Consultations were conducted by the consultant through Group Discussions (GDs) and mass meetings with the PAPs as well as the general public in the villages and towns along the project roads. Group discussions were conducted primarily in settlements with problems of traffic congestion, intense squatting, major road intersections, places near sensitive community property resources and religious places and with high concentration of PAPs.

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5.4 CONSULTATION PROGRAMME

The details of the stakeholder consultations including the date, location, participants, the issues discussed and the outcome / mitigation measures (design) is summarised in Table 5.1 Details of these consultations are presented in Annexure 5.1.

Plate 5.1 to 5.6 at the end of this section give the photographs of some Public Consultations being carried out.

Table 5.1: Summary of details of Stakeholders Local level Consultations

Project Number of Number of Typical issues Remarks Corridor consultations participants . Relocations of the Issues considered structures in design Kharar-Tepla 6 135 0 Drainage problem * Road Safety 0 Bus stop * Bypasses and Issues considered Realignments in design * Relocations of the Ludhiana- structures Malerkotla 5 125 * Drainage problem * Road Safety * Bus stop * Land

* Junction improvement Issues considered * Drainage problem in design * Road Safety Phillaur - Nagar 2 40 * Bus stop

* Road Safety Issues considered Patiala- Sirhind 40 * Bus stop in design

5.5 ISSUES RAISED BY STAKEHOLDERS

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

Loss of Livelihood and Income Restoration Options

This issue was raised by most villagers as loss of fertile land will deteriorate their income sources. Instead of lump sum money they were more interested in limited regular income.

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

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Road Safety

Safety issues were paramount in all the consultation sessions i.e. curve improvement, Traffic calming measures etc.. Woman participants raised the issue of their children's safety.

Drainage

Water logging and improper drainage system in settlement areas is one of the important concern of public. Drainage issue is very much concern due to flood prone area in the Kharar Banur Tepla road section.

Trees Cutting Due to Road Widening

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

Higher Level of Pollutants due to Increase in Traffic

People were concerned about pollution levels in the area after construction of the widened road. Some of the participants were also concerned about noise pollution after construction. Vegetative or solid noise barrier is proposed to minimise the noise pollution at several location as specified in above table.

Bus Stop

Provision / enhancement of bus stop are also major issue in the public consultation. Local people demanded for bus stops at their settlement areas with sitting and shade facilities.

5.6 MITIGATION MEASURES PROPOSED BY STAKEHOLDERS

In general, the public appreciated the road improvements it will reduce the incidence of accidents and will bring about economic development in their region. They themselves suggested the following mitigation measures to address the impacts which will result due to the widening activities:

* People suggested that adequate safety measures should be provided such as speed breaks, signage's etc. near inhabited areas.

* People consented to cooperate if adequate compensation is given.

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* Most people preferred to resettle near their previous place of business and residence * and preferred self-resettlement.

* Cultivators prefer cash compensation at market rate. Land for land option was least * preferred.

** Requests for facilities and amenities like bypasses, bus stands and safer accessibility * at points of congestion and intersections.

** On site relocation for small business enterprise (SBE) within the ROW at the edges 0 of the carriageway were suggested. SBEs are not interested to relocate to remote A locations. They perceive low business growth at such locations.

** PAPs requested local representation in the Grievance Redress Committee.

* Proper Drainage design should be given to minimise the drainage problems 0 especially in Kharar Banur Tepla road section.

*. 5.7 CONTINUED PARTICIPATION MECHANISM . A Continued participation of the various stakeholders, especially the project affected people has been envisaged to ensure time bound and effective achievements of the implementation * of the various EA measures proposed. It has been fully realized that, to redress the A environmental issues likely to surface during construction and operational phases, a A constant communication needs to be established with the affected communities, the road users and the project implementation team. This will be ensured by regular progress * monitoring of the construction. Meetings will be organized with the project affected people A and the various stakeholders at regular intervals at the potential hotspots/sensitive locations before and during the construction period. Several additional rounds of PAP and host 0 community consultations with regard to formation of self help groups in management of A community assets and roadside plantation will form part of the future consultation A exercises. Regarding alignment issues, the follow up consultations for three times held at Dehlon and one time at Ahmedgarh. At Dehlon, the effort was made in minimising the acquisition of Gurudwara land and to avoid temple. The alignment has been revised thrice A and discussed with the local public with different alignments and come to one conclusion with most preferred option. The bypass alignment proposed at Pohir village was discussed at with Ahemedgarh municipality chairman and other representatives. Effort was made in * convincing about the alignment proposed for Pohir in terms of techno-feasible option. 0 0 0

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5.8 INFORMATION DISCLOSURE

As required by World Bank Policy on involuntary disclosure, the R&R Policy of Punjab State Road Sector project (PSRSP) was disclosed at Ludhiana on 12th May, 2006 at the an auditorium in Guru Nanak Dev Engineering College and at Mohali on 15th May, 2006 in a Community Hall, Phase 31B-I.

A presentation on Environmental issues was made in order to generate awareness among the people and capture their perception on issues relating to environment. The summary of important Environmental issues that were raised during the disclosure meetings is as under:

* The concern for proper cross drainage works was highlighted which affects the villages along the roads during monsoons. The drainage problem is further aggravated by encroachment on ponds in government land which earlier use to be the final discharge point

* Traffic safety is one of the major issues that have been constantly brought forward in each workshop. There are suggestions for providing speed breakers in residential areas, proper access roads to the main road, segregated lanes for pedestrians and junction improvement for reducing the rate of accidents

Most of the mitigation measures are already covered in the detailed design. The details of the questions and responses are included in the Volume-VII, Resettlement Action Plan.

5.9 REDRESS OF ISSUES

The project has tried to address all the issues raised during consultations under the constraints of suitability from engineering point of view. A table of general issues that arose during public consultations and their redress has been presented in Table 5.2.

Table 5.2: Address of General Issues and Concerns Under the Project Issue/Concern Redress Under the Project Loss of Livelihood And Income People will be compensated as per R&R framework Restoration Option approved by PRBDB. Road Safety Traffic calming measures (near to settlements), crossing points and bus bays have been proposed for the safety of local people. Drainage Closed lined drain are provided at all major urban centres. Land Acquisition and Mode of Road widening has been proposed to left/right /concentric Compensation to avoid the existing structures as far as possible thereby minimizes the damages to them. Compensation will be made as per RAP

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Issue/Concern Redress Under the Project Loss of Idols/Shrines Efforts have been made in design to avoid the impact on religious structures in the alignment to the maximum extent possible. For those to be impacted, relocation would be done under the project cost as agreed at consultations with the community. Provisions have been made to work with the community in developing relocation sites. Loss of Trees Compensatory forestation would be done at the ratio of two trees for each tree to be cut. Landscape plan has been prepared and local species of trees have been selected for plantation. Impact on Health Further study has been suggested to study the impact of roads on community's health. Roadside plantation has been proposed to screen emissions from the traffic reaching the settlement areas. Increased Noise Levels Noise barriers are planned at sensitive receptors. Assistance To Vulnerable Special provisions have been made in the entitlement Groups framework for assisting vulnerable groups to improve their quality of life. Utilities And Basic All the utilities to be impacted will be relocated under the Infrastructure project cost. Enhancement of Community Typical designs have been prepared to enhance the Resources community resources such as water bodies, religious structures etc. Budgetary provisions are also made under the project. Employment During The locals will be given preference for employment during Construction construction provided they meet job requirements.

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5.10 PHOTOGRAPHS

Plate 5.1: Public Consultation at Village Dehlon Plate 5.2: Public Consultation at Village Dehlon

* -Ptw i 2

Plate 5.3: Public Consultation at Village Ahmedgarh Plate 5.4: Public Consuiltation at Village Bhagu NMazra

Plate 5.5: Public Consultation at Village Bhagu Mazra Plate 5.6: Public Consultation at Village Saneta

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6 ANALYSIS OF ALTERNATIVES

6.1 GENERAL

Analysis of alternatives involves a thorough study of the possible future conditions in the project study of the possible future conditions in the project area in response to a set of alignment alternatives without the project or status quo condition.

6.2 WITH AND WITHOUT PROJECT ALTERNATIVES

Development of transport infrastructural facilities in the project area will result in increased revenue generation from the agricultural industry, which will lead to enhanced economic growth. The project area has a high incidence of road accidents. With the widening of the road, provision of a median and adoption of traffic calming and road safety measures, the accident rate may reduce. Keeping in view the site conditions and the scope of development of the area, the 'With' and 'Without' project scenarios have been compared as shown in Table 6.1. By looking at the table it can be concluded that "With" project scenario with positive/beneficial impacts will vastly improve the environment and enhance social and economic development of the region compared to the "Without" project scenario, which will further deteriorate the present environmental setup and quality of life. Hence the "With" project scenario with minor reversible impacts is an acceptable option than the "Without" project scenario. The implementation of the project therefore will be definitely advantageous to achieve the all - round development of the economy and progress of the region.

Impacts on vegetation are expected during construction. Little increase in the pollution levels of the air is possible. Dust and particulate matter during construction will affect the air quality on a short-term basis. However, an important benefit which is not represented in this assessment will be major reduction in the SPM levels from vehicles using a surfaced road (with project scenario) in the build condition, compared to a continued use of dusty unsurfaced/tracks (without project scenarios).

The minor impacts due to air, noise, vegetative cover and soil erosion will be remunerated by adopting appropriate mitigative measures such as roadside plantation, arboriculture & landscaping, compensatory afforestation, and providing underpasses and noise barriers.

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Table 6.1: 'With' and 'Without' Project Scenario

Component "With" Project Scenario "Without" Project Scenario Carriageway The width of the carriageway of all the sections Two-lane existing highway with poor except for Patiala- Sirhind section will be geometrics increased to four-lane divided carriageway. Traffic The widening of existing highway and Congestion in, Gill and Pohir town due Congestion construction of new bypasses at Gill and Pohir to mixing of local, pedestrian and will greatly relieve congestion within town as through traffic. through traffic will not enter. Hence, local traffic will get greater speed within the towns. Road Safety Footways will be built on both sides of all There is high incidence of accidents in the urban sections. Traffic calming all of the Project Roads due to measures have been proposed in major excessive speeds in congested areas and villages and towns. Road signs and road overtaking on undivided road sections. markings to be provided at appropriate locations. Zebra crossings will be marked at busy crossing points. Environmental The widening of existing highway and the Poor due to congestion and high Quality proposed bypass will improve environmental emission levels because of slow quality within the villages and towns due to movement of traffic. A further lowered pollution levels and relieving of deterioration is expected due to increase congestion. in traffic volumes and further Short term increase in dust and noise levels congestion within the towns. during construction activities. Better Lesser time and fuel consumption for easy and Increased vehicle operating costs due to Transportatio fast movement through the major towns and reduced speeds n Facilities villages. Better Access to markets. Economic There will be increased access to markets. The economy will remain static. Development Local people will be employed during construction of the project road. Better transport facilities will lead to access to new employment centres. Development Higher potential for development in this region Development activities will be greatly potentials due to improvement in access and consequent hampered by the inadequacy of increase in connectivity connectivity.

6.3 ANALYSIS OF ALTERNATIVE ALIGNMENTS

6.3.1 Analysis of Alternative Options for Widening of Existing Roads

The choice of widening options depend to large extents on site constraint and construction methodology. It has been endeavour of consultant to propose widening option keeping in view the following key factors:

0* Minimising interference with religious structures such as temples, Mosques, churches, Crematories, mazar etc.

* Minimum impact on residential and commercial property abutting the corridor

* Land use and availability of land.

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* Optimum utilisation of existing pavement and ROW at location of curve improvement

* Drainage consideration

* Construction problems

* Least disturbance to traffic during construction

* Minimum impact on the environment.

Based on the above factors, the following cross sections have been adopted:

* Provision of four lanes as a divided dual carriageway, each 7.0 m, with 1.5 m Median (plus kerb shying of 0.25 m) and 2.5 m shoulders (1.5 m paved and 1.0 m granular material), in rural areas;

0 Widening and rehabilitation of narrow 2 lane carriageways to 7.0 m and the construction of 3.5 m shoulders (2.5 m paved and 1.0 m granular material), in rural areas;

* Provision of a four lane cross-section in densely settled areas with sidewalks (footpaths), covered drainage channels and median.

The section wise proposed widening are as follows:

Kharar Banur Tepla: The first section Kharar Landran starts with a major junction with National Highway NH 21 at Kharar and a restricted right of way through Kharar town. Here the cross section will be 4 lane road with closed side drains and, although a grade separated junction is required, an at grade improvement is proposed pending a planned and prioritised junction improvement scheme for the national highways. The proposed cross section from the end of Khrarar to km 9.2 is the full 4 lane rural section. The predicted traffic levels from Lanran reduce and at km 12.3 there is a two lane railway underbridge so the cross section is reduced to a two lane road with 2.5m paved shoulders and this is continued to the end of the section at Tepla.

Ludhiana Malerkotla: This road section is being widened to the full 4 lane cross section. There are two proposed new by-passes at Gill and Pohir and a short realignment in the centre of Dehlon is proposed. Various alternative alignments were initially proposed for the roadway through Dehlon with desirable to absolute minimum design considerations. Representatives from the Gurudwara, Temple (Shiv Mandir) and the commercial establishments participated in various consultation meetings with the consultants and PRBDB officials. The alignment finalised in public consultation is attached shown in Fig 6.5 and accepted as the preferred option.

Phillaur Nagar: This section is a short section passing through the restricted right of way of the two main towns and includes a major junction with National Highway NHI. It is

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proposed to upgrade to full 2 lane width with paved shoulders limited to 1.5m width and a significant length needs raising to avoid the current flooding and sub-grade saturation conditions. Whilst the junction at NHI requires grade separation, at grade improvement is proposed pending a National Highways planned junction improvement scheme.

Patiala Sirhind: This section has recently been improved and does not yet warrant widening to 4 lane. It is therefore proposed that this is included in the rehabilitation programme with a proposed overlay, new shoulders and rehabilitated drainage.

6.3.2 Analysis of Alignments for Bypasses

The project road passes through the congested towns of Gill and Pohir, where the options of providing bypasses were studied by the Consultants. The various alternative alignments were studied keeping in view of the following considerations:

* Avoidance marshy ground, steep terrain, unsuitable hill features and areas subject to flooding and inundation.

* Shorter route length

* Minimum impact on existing settlements, businesses and public utilities

* Improvement in geometrics

* Avoid conflict with future planned developments

* Integrate with existing roads to important towns and villages

* Optimization of traffic capacity and road safety

* Minimum impact to the environment

The description of the alternative alignment studied for different bypasses are described below.

6.3.3 Bypass for Gill Town

Gill is situated from Km 6+000 to Km 9+000 on the Ludhiana - Malerkotla -e- road and is adjacent to the urbanized extension of Ludhiana city(Fig 6.1). Right of Way (ROW) available L f1i* according to the records at this village is 30 m from 6 km to 7 km, an average of 12m from 7km to 8km and 33m from 8km to 9km which is same as the ROW observed on the *available Fig 6.1: Congestion at Gill Village

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ground, except at very few locations where encroachment has taken place. The existing residential / commercial belt very close to the project road is from Km.7+000 to 8+000, where the distance from the foot of the structure wall to the road varies from I to 3m, leaving a clear passageway of I Om leading to traffic congestion. In addition to the restricted ROW of lOm there are two 90 degree bends and one "S" curve in the town. Widening is only possible in this stretch with a lot of demolition of commercial as well as residential structures with the resulting resettlement costs. The consultants have identified three alternative options (two options on East side and one on West side of project road as well as the option of widening the existing road) have been studied in detail. The alternative alignments have been depicted in Fig 6.2.

6.3.3.1 Option 1 - Widening of the Existing Road

Developments of residential and commercial structures, both permanent and temporary in nature, were located along the road. The clear passageway available inside the Gill settlements is only 9 to 15m for a stretch of 900m in addition to deficiencies in the road geometry. To retain the existing alignment it is necessary to widen on both sides and would involve acquisition of a large number of built-up commercial and residential properties, resulting in resettlement and rehabilitation of displaced persons, as well as incurring large costs to move overhead and underground utilities.

6.3.3.2 Option 2 - Bypass West of the Existing Road

There are dense commercial / residential developments along the existing road from km 6+000 to 6+800 as Gill town is situated adjacent to urbanized extension of Ludhiana city. The option- II alignment departure from the existing road at km 6+800 passes across the edge of the pond westwards and traverses into agricultural land and intersects a cart track leading to agricultural fields. Thereafter, it traverses through agricultural land and intersects a bituminous road leading to Gill railway station, then traverses eastwards through agricultural land and crosses a cart track leading agricultural lands. Further on it traverses through more agricultural land and merges with the project road at km 8+600. This option is almost entirely on agricultural lands and does not pass through any planned residential areas. At take off point 0.8ha of pond will be affected which is 40% of its full capacity. The length of the new bypass alignment is 2.2 Km.

6.3.3.3 Option 3 - Bypass East of the Existing Road

As Gill town is an urbanized extensions of Ludhiana city, there are developments in the form of settlements on both sides of Gill town but the major developments have taken place on the eastern side of the main road. However there is an option of following an existing road south east (4m wide Bitumen) along Gill minor (Irrigation canal) which is no longer functional at Gill village, starting at km 6+000 near the Engineering College. This route runs along the existing road parallel to Gill minor to the eastern end of Bulara village for a length

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of 2km. Afterwards it deviates from the existing road of Gill minor and traverses south west through agricultural land and rejoins the project road at km 9+100. There are major developments between the main road and the Gill minor road and it therefore would require widening on the other (north east) side. The length of the bypass is 3.6km. The existing ROW, about 10m, of Gill minor road can be utilised in this option for a length of 2km. This alignmnent passes through agricultural lands for 2.6km and the remaining l.lkm through residential areas. This option affects one school in addition to nine permanent residential structures.

6.3.3.4 Option 4- Bypass East of the Existing Road and East of Ranian Village

The alignment in this option takes off at km 6+000 and follows option-III alignment for 2 km (i.e., runs along existing road of Gill minor east of the project road). It then continues along Gill minor road passing east of Ranian village and leaves the existing road and passes through agricultural land, crossing a bitumen road joining Ranian and Dangora villages. It continues through agricultural land and intersects a cart track connecting Ranian and Jarkhar villages, then passes through agricultural land and rejoins the project road at km 12+100. The length of the bypass is 7.0km. The existing ROW about 1Om of Gill minor road can be utilised in this option for a length of 4km. This option is passes through agricultural lands for 5.5km and the remaining 1.5km through built up areas and affects one school in addition to nine permanent residential structures, but no other planned future developments.

6.3.3.5 Evaluation of Options

The above four options were evaluated and Option 2 has been recommended, based on multi-criterion analysis. The comparisons of the different options are given in Table 6.2.

Table 6.2: Evaluation of Options for Gill Bypass

S.No. Description Option 1 Option 2 Option 3 Option 4 ]. Route Length (m) 1500 2200 3600 7000 2. Agricultural Land Affected (ha) 0 6.6 7.8 16.5 3. Barren Land Affected (ha) 0 0 0 0.6 4. Residential Land Affected (ha) 2.1 0 3.0 3.3 5. Commercial Land Affected (ha) 2.4 0 0 0.6 6 Permanent Structures Affected (Nos) 120 0 9 9 7. Telephone Poles to be shifted (Nos) 62 0 0 3 8. Electric Poles to be shifted (Nos) 270 15 50 95 9. Transformer 55 0 2 11 10. No. of Trees Affected (Nos) 525 11 154 275 11. Total Cost (in Rs. Crore) 31 28 32 42 Qualitative Analysis () Land Acquisition LD D D D (1L) Residential /Commercial Structures Affected LD MD D D (iii) Ponds/ water bodies Affected D D MD MD (iv) Flora and Fauna Affected D D D LD (v) Religious Structures Affected LD D (vi) Social Issues LD D LD LD (Vll) Low lying area MD MD MD MD Legend: LD - Less Desirable; D - Desirable and MD - More Desirable

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6.3.4 Bypass for Pohir Village Pohir is a village situated from Km 24+500 to Km 25+500 on Ludhiana - Malerkotla road (Fig. 6.3). Right of Way (ROW) available according to the records at this village is 30m except for a stretch of 400m from km 24.8 to km 25.2, where ROW is recorded as 26m. However due to encroachment of 4m on either side ROW is effectively reduced to 15 to 20m leading to traffic congestion. Widening and geometric improvement of the existing two sharp curves inside the village will require demolition of residential l / commercial structures fover the above stretch of 400m. The consultants have identified two

alternative options (one option on the East - - side and another on the West side, as well as the option for widening the existing road through the town) and these options have FiL 6.3 Congestion at Pohir Village been studied in detail. The alternative alignments for Pohir bypass have been depicted in Figure 6.4.

6.3.4.1 Option 1- Widening thle Existing Road

Developments including residential and commercial structures both permanent and temporary in nature exist along the road reducing the clear passageway available in Pohir town to 15 to 20m for a stretch of 400m. There are two substandard horizontal curves at km 25+000 and 25+100 in the centre which require improvement. If the existing route is retained it will have to be widened on both sides and this would involve acquisition of built- up commercial and residential properties (approximately 55 permanent and 5 temporary structures) resulting in resettlement and rehabilitation of displaced persons as well as incurring the costs in shifting overhead and underground utilities.

6.3.4.2 Option 2- Bypass East of the Existing Road

This proposed alignment runs along the east side of the project road and leaves it at km 24+400 where it crosses agriculture land and intersects a minor bitumen road for farm access. Thereafter, it continues through agricultural land and intersects a cart track (to agricultural fields and Sirhind canal) and then further south through agricultural land to merge with the project road at km 25+700. This option does not pass through any potential residential areas and the length is 1.4 km.

6.3.4.3 Option 3- Bypass West of the Existing Road

The alignment in this option runs along the west side of the project road, leaving it at km 24+200 and crosses agriculture land, intersecting a cart track leading to Khera village. It

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continues through agricultural land and intersects a bituminous road from Pohir to Ahmedgarh, where is potential residential and commercial development along this road. Two structures will be affected at the point of crossing of this road. The alignment then crosses more agricultural land and a minor bitumen road and then continues through agricultural land and merges with the project road at km 25+900. This option does not pass through any potential residential areas except at the Pohir to Ahmedgarh road. The length of bypass is 2.2 km.

6.3.4.4 Evaluation of tIe Alternative Options

A summary of the evaluation is given in Table 6.3. Based on the comparison, Option II is most recommended option using the Multi Criterion Analysis Table 6.3: Evaluation of Options for Pohir Bypass S.No. Description Option 1 Option 2 Option 3 1. RouteLength(m) 1100 1400 2100 2. Agricultural Land Affected (ha) 0 4.2 5.7 3. Barren Land Affected (ha) 0 0 0 4. Residential Land Affected (ha) 2.7 0 0 5. Commercial Land Affected (ha) 0.6 0 0.6 6. Permanent Structures Affected (Nos) 58 0 3 7. Telephone Poles to be shifted (Nos) 9 2 1 8. Electric Poles to be shifted (Nos) 45 13 7 9. Transformer 7 0 0 10. No. of Trees Affected (Nos) 273 30 29 11. Total Cost (in Rs. Crore) Qualitative Analysis (i) Land Acquisition LD D D (ii) Residential /Commercial Structures LD MD D Affected (iii) Ponds/ water bodies Affected MD MD MD (iv) Flora and Fauna Affected D D D ( Religious Structures Affected D MD MD (vi) Social Issues LD D D (vii) Low lying area MD MD MD Legend: LD - Less Desirable: D - Desirable and MD - More Desirable

6.3.5 Bypass for Dehlon Village

Dehlon is a village situated from Km 19+000 to Km 20+000 on the Ludhiana - Malerkotla road. The Right of Way (ROW) available according to the records at this village is 33m except for a stretch of 300m from kml9.5 to kml9.8, where ROW is 10m and a stretch of 200m from kml9.8 to km 20, where an encroachment of 5m on either side has taken place. Both commercial and residential properties along the carriageway have developed leaving a restricted width of 10 to 20m for this stretch of 500m. The consultants have identified two alternative alignment options (one option on the east side and another on the west side, as well as the option of widening the existing road) and these have been studied in detail.

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6.3.5.1 Option 1- Widening the Existing Road

Developments of residential and commercial structures, both permanent and temporary in nature, have taken place along the road. The clear width available in Dehlon town centre is * 10 to 20m for a stretch of 400m. If the existing route is retained, it will need to be widened on both sides and would involve acquisition of properties (approximately 49 permanent and a 11 temporary structures) resulting in resettlement and rehabilitation of displaced persons as well as incurring the cost of shifting of utilities.

a 6.3.5.2 Option 2 - Bypass East of the Existing Road

* The alignment in this option runs along the east side of the project road and starts at km a 18+300 and crosses agricultural land and intersects a bitumen road (leading to Shankar village). It then traverses agricultural land and intersects another bitumen road (leading to * Rurka village). It continues south westwards through agricultural land and crosses a cart a track leading to Nangal village and continues through agricultural land to merge with the project road at km 20+800. This option does not pass through any potential residential areas and is away from future development. As the adjacent village Ruraka is very near to Dehlon, * developments have taken place along the road connecting these two villages, however there a is enough free space at the crossing of this road. The length of bypass is 3.0 km.

* 6.3.5.3 Option 3- Bypass West of Existing Road

* The alignment in this option runs along the west side of the project road and starts at km a 18+300 and traverses through agriculture land and intersects a bitumen road leading to a Raipur village. Thereafter, it traverses through agricultural land and intersects a cart track leading agricultural fields and then crosses another cart track leading to Jartaur village. It * continues through agricultural land, crosses a road leading to Majri village, turns to the south * east through agricultural land and crosses a bitumen road leading to Rangian village. Then it crosses more agricultural land and merges with the project road at km 21+300 near Gopalpur village. This option does not pass through any potential residential areas and is away from * future development. The length of bypass is 3.6 km.

* 6.3.5.4 Evaluation of the Alternative Options S The comparison of options for the Dehlon Bypass is given in Table 6.4. It was found the * Option I i.e. widening of the existing alignment is the recommended option as the RoW and a existing alignment can be developed and in the other options there is a large involvement of a agricultural land.

0 S 0

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i Table 6.4: Comparison of options for Dehlon Bypass * S.No. Description Option 1 Option 2 Option 3 1. Route Length (m) 1500 3000 3600 * 2. Agricultural Land Affected (ha) 0.9 9.0 10.8 3. Barren Land Affected (ha) 0 0 0 * 4. Residential Land Affected (ha) 2.7 0 0 5. Commercial Land Affected (ha) 0.9 0 0 6. No. of river / canal crossing 0 2 2 * 7. Permanent Structures Affected (Nos) 49 3 0 8. Telephone Poles to be shifted (Nos) 38 0 2 * 9. Electric Poles to be shifted (Nos) 99 9 7 10. Transformers to be Shifted 6 1 0 * 11. No. of Trees Affected (Nos) 283 38 52 12. Total Cost (in Rs. Crore) 13 21 23 Qualit tive Analysis * (i) Land Acquisition D D D (ii) Residential /Commercial Structures Affected LD D MD * (iii) Ponds/ water bodies Affected MD MD MD (iv) Flora and Fauna Affected MD D D * (v) Religious Structures Affected MD MD MD (vi) Social Issues D D D (vii) Environmental Quality D D D * (viii) Flood Prone Area MD MD MD Legend: * LD - Less Desirable; D - Desirable and MD - More Desirable .

6.4 TECHNOLOGY AND ENGINEERING ALTERNATIVES

* There are no real major alternatives to following the existing road Right of Way (ROW) as any completely new alignment would mean extensive land acquisition of valuable agricultural land and the consequent redundancy of the old road alignment.

There are some minor design alternatives that have been considered. The basic road cross section is dictated by the traffic projections and the necessary road capacity. The vertical * alignment is dictated by the standards for minimum sight distances (road safety) and the requirements to raise the road where flooding is a problem that cannot be solved by wider bridges at the same level or increased cross culverts. The horizontal alignment is dictated by * the design speed and maximum super-elevation. However, we can consider eccentric or concentric widening, minor modifications of the cross section, selecting absolute minimum standards rather than desirable standards, and reducing the design speed locally. Working within the existing ROW as much as possible all these measures have been adopted to * minimise adverse social and environmental impacts (section 8). In some cases improvement of sharp horizontal curves, road safety at traffic junctions and raising the road for bridges over existing confined channels has necessitated land acquisition, limited to small strips * along the ROW. . Consultancy Senicesfor Project PreparatoryStudies Package 3 Phase I Page 84 of 158 Puinjab State Road Sector Project Final Design Report

. BCEOMin JVwivthAARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A) July 2006

Pavement alternatives include the choice of rigid or flexible pavement. Both use the same aggregate sources and similar quantities so this environmental impact is very similar for each. However rigid pavements generate considerably more traffic noise and any defects can be very expensive in terms of repair and maintenance costs. For the 15 year design life the flexible alternative is the most economic and with the noise considerations is the preferred option

All the project roads show a high incidence of accidents due to excessive speed in busy / confined stretches and reckless driving like overtaking on undivided roads. In all major villages with high approach speeds traffic calming measures have been proposed. It is also proposed to implement a high standard of road signs and road markings placed at appropriate locations and bridge approaches will be provided with proper safety barriers. In addition pedestrian crossings and well-located bus bays will be provided, and segregation of traffic and pedestrians will be encouraged through design details.

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LTJDHIANA MALERKOTLA--

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Figure 6.5: Proposed Alignment at Dehlon

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7 ENVIRONMENTAL IMPACTS

7.1 GENERAL

Due to the activities of the proposed improvement there will be some potential impacts on the surrounding environment of varying magnitude. Most of the impacts are likely to occur during the pre construction and construction stages and few impacts occur during the operation stage of the Project. The subsequent sections deal with the prediction of impacts due to the project on the natural, biological and social environment. Impacts have been assessed based on the information collected from the screening and feasibility study reports, field surveys and additional secondary data collected as part of the study.

The impacts on the natural, biological and social environment can be direct or indirect. Areas of pollution generated include the Corridor of Impact and Operational Facilities of the Contractor. Environmental Impacts due to the project are summarised in Table 7.1.

Table 7.1: Environmental Impact Summary S. Parameter Kharar- I Ludhiana- Phillaur- -No Patiala- Total Tepla Malerkotla Nagar Sirhind I. Negative Impacts 1 Hand Pumps/Tube wells Relocation 50 (Nos.) 90 11 0 151 2 Pond Area (sq.m) 425 2,190 190 0 2,805 3 Relocation of Relegeous properties 4 2 0 0 6 4 Transfer of Agricultural land (ha.) 4.91 25.57 0 0 30 5 Borrow Earth (Cum) 456,000 630,000 61,000 39,000 1,186,000 6 Quarry Material (Cum) 515,000 621,000 70,000 21,000 1,227,000 7 Water (cu.m) 103,680 123,120 14,850 10,000 251,650 8 Nos of trees to be felled 7,055 9,365 803 0 17,223 II. Positive Impacts I Enhancement sites A Cultural/Religious Properties 2 3 1 1 7 B Surface water body 5 7 1 1 14 C Educational Institute 2 2 1 2 7 D Safe Access to educational institution 7 17 11 1 36 E Enhancement of Bus bays 20 18 5 8 51 F Rotory Junctions 0 4 0 0 4 G Village gates 2 2 1 1 6 H Sitting Arrangement 4 6 2 3 15 I Vegetative Screen Barrier 1 4 0 1 6 J Tree Saving (Nos.) 4,145 4,825 447 0 9,417 K Waste Reuse (cum) 159,000 262,035 23,450 35,750 480,235 2 Proposed Plantation 14,110 18,730 1,606 0 34,446 3 Road safety Measures A Major junction improvement (nos.) 3 1 1 1 6

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S. Parameter Kharar- Ludhiana- No Phillaur- Patiala- Total Tepla Malerkotla Nagar Sirhind B Proposal for Rotary Junctions (nos.) 0 4 0 0 4 C Intersections / Access improvement 0 ~~~(nos.)__ 50 59 10 57 176 D _ _ _ Bus Bays (nos.) 20 18 5 8 51 E Pedestrian Crossing (locations) 29 29 4 0 62 F Street lighting (locations) 9 12 4 0 25 G Signage boards (nos.) 136 229 57 187 609 H Side walk (locations) 4 14 2 0 20 I Traffic calming measures (locations) 8 7 3 5 23 J Lined Drain (length in Ktn) 4.5 6.9 1.5 0.0 12.9 K Four lane sections (length in Kin) 9.2 40.0 0.0 8.0 57.2 L Crash Barriers / Gaurdrail(locations) 8 10 3 6 27 M Crash Barriers / Gaurdrail(length in m) 4,790 3,725 910 1,220 10,645 The qualitative and quantitative assessment of impacts on various environmental components from the proposed Project roads is presented in Table 7.2. Table 7.2: Impacts Matrix

Magnitude _ INature SI. No. 7 22 Activity Karar Ludhiana Phillaur- Patiala- o - E | Malarkotla Nagar Sirbind X -

PRE CONSTRUCTION

I Land Acquisition Medium High Low Low 4 4 - - 4 - 4 Relocation of Common Utilities 2 and Common Property Resources Medium Medium Low l l l Low - - .4 ' 3 Construction Camps and Storage Medium Medium Medium AreasMeim Mdu Medium 4 - - MeimMdu '444 4 4 Disposal Locations Medium Medium Medium Medium 4 4 4 4 5 Borrow Areas Medium Medium Medium Low 4 4 - 4 4 6 Quarries Medium Medium Medium Low 4 4 4 4 7 Hot Mix / Cement Batching Plant Medium Medium Medium Medium 4 4 '4 8 Temporary arrangement of land for Low Low Low Low contstruction purpose 4 4 4 4 4 '4 9 Arrangement for I_I__ Construction Low Low Low Water Low 4 4 4 4 I 4 10 Arrangement of Labor Medium Medium Medium Medium 4 4 - 4 4 CONSTRUCTION PRASE

I Clearing of Site Low Low Low Low 4 | | 4 4 | '4 '4 - 2 Felling of Trees High High High Nil | | 4 4 4 3 Disposal of Debris Low Low Low Low 4 4 | 4 4 Stripping Stacking and 4 Preservation of Top Soil Low Low Low Low 4 4 4 5 Borrow Areas operation Medium Medium Medium Medium 4 4 '4 | | 6 QuarryAreaOperation Medium Medium Medium Medium 4 7 Traffic 4 4 Management During Medium Medium Construction Medium Medium 4 ' '4 8 Operation of Hot Mix Plant/ Medium Cement Batching Plant Medium Medium Medium |4 | |s 4 9 Labor Camp Low Low Low Low 4 '4 - ' '4

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Magnitude - Nature z 2 E NSo.harnr- Activity E t No. Ludhilana Phillaur- Patidla- -: Banua- Malarkotla Nagar Sirhind Tepla 0- 10 Construction of Road Low Low Low Low i - I Maintenance of Cross Drainage and Low Low Longitudinal Drains Low Low ' ' '4 12 Use of Construction Water Low Low Low Low '4 13 Rehabilitation of Borrow Quarny/ Disposal location Areas/ Medium Medium Medium Medium - - - ' 14 Clean up Operation, Restoration and Rehabilitation of SitesII Medium Medium Medium Medium - - - - 15 Plantation Medium Medium Medium Low Note: '4 '4 4 '4 Categration of Low Medium High has been done on recommendation of CES Screening Report -_.

7.2 IMPACTS ON PHYSICAL ENVIRONMENT

7.2.1 Impact on Meteorology

There will be slight temporary change in the micrometeorology, particularly in temperature, of Project area due to tree cutting and increased paved surface. Temporary loss of shade from the roadside trees may cause minor discomfort to slow moving traffic and pedestrians. As the width of the clear zone will be increased, this will provide greater safety for road users. The new embankments slopes will be provided with turf and compensatory afforestation, which will increase the green cover in the project influence area. The overall Impacts on the meteorology of the region is not going to change significantly and therefore the impacts on the micrometeorology due to the project are low. 7.2.2 Impact on Physiography

All the project roads are passing through almost plain terrain; there will not be any substantial cut-and-fill operations planned. The surplus soil from cut operations, which is unsuitable for selected subgrade, will be used to reinstate the borrow areas. The overall impact on the physiography of the area will be limited therefore the impacts are categorized as low.

7.2.3 Impact on Topography

The design has not suggested any substantial change in the height of the embankments of the road except to raise in flood prone areas. These are where the bridges have to be raised in Kharar - Tepla section and in Phillaur- Nagar section, and one flood prone area between Banur and Tepla. The overall topography of the area is not going to alter due to these minor changes which will relieve the flooding situation, providing positive impacts.

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7.2.4 Impact on Geology

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). The boulders will be procured from the authorized suppliers and prevalent rules will be followed for borrowing of soil, sand and aggregates. Hence, the impact on general geology of the region is insignificant. At the construction sites, no blasting is envisaged. Therefore, there will no impact on the geology of the area.

7.2.5 Impact on Soil

Loss of Productive Soil

As part of the proposed improvements two bypasses with a total length of 3.6 km are proposed. These two bypasses are passing through productive agricultural lands, Top soil will not be used in the road construction work. In addition to these fresh land requirements there are stretches along the corridors where acquisition of agricultural land has been unavoidable due to non-availability of sufficient right of way to accommodate the proposed cross-sections. Details of the land to be acquired for the project are presented in the Table 7.3.

Table 7.3: Land to be acquired for the Project Project Road Land to be Acquired (Ha) *Ludhiana- Malerkotla 25.57 Kharar- Banur- Tepla 4.91 * Phillaur- Nagar Nil Patiala- Sirhind Nil Some temporary loss of soil may also be envisaged during construction stage, if construction plant, offices, workers camps, stockyards, borrow areas etc are located on fertile areas and if haul roads and traffic detours during construction etc are routed through agricultural lands.

Soil Erosion

Construction Stage

Slopes of the project roads are relatively stable as the embankments of the roads are not high compared to the adjacent lands. However, there are some distressed slopes observed along Banur- Tepla road, this is caused by surface erosion of the slopes due to formation of gullies. Elevated sections of all project roads, particularly high embankments near bridge approaches will be vulnerable to erosion.

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Construction of new bridges involves open/well foundations and pile foundations. These activities will generate spoil materials and if these spoils are not disposed off properly, there is a probability that sedimentation downstream of the bridge will be increased. Operation Stage

There will not be any soil erosion during the operation stage as slope of embankments will be protected with appropriate slope protection measures. Slope stabilization has been addressed well in the design with slope of IV:2H, to ensure stability of the embankment.

Compaction of soil

Compaction of soil may occur, particularly on haul roads during site clearance due to movement of heavy machinery and vehicles and during setting up of construction camps and stockyards. During construction, there is a possibility of compaction beyond the COI, due to the movement of vehicles and heavy machinery.

Contamination of Soil during the Construction and Operation Stage Construction Stage

In this project contamination of the soil may take place, from the following activities at the construction zones, construction labour camps, construction plant sites and other auxiliary facilities required for the construction. Details of the activities from which the contamination can occur are presented below;

* Scarified bitumen wastes

* Maintenance of the machinery and operation of the diesel generator sets on site * Oil Spill from the operation of the mechanical work shops, diesel pumps and diesel storage, during transportation and transfer, parking places, and diesel generator sets

* Operation of the emulsion sprayer and laying of hot mix

* Operation of the residential facilities for the labour and officers

* Storage and stock yards of bitumen and emulsion

* Excess production of hot mix and rejected materials Operation Stage

During the operation stage, soil may get contaminated with spills from accidents or leaks of vehicles carrying hazardous chemicals; the probability is very low but potentially disastrous to the surrounding environment. The nature and duration of the impacts depends on the

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handling of the spills and this risk exists now and will not be significantly increased by the project.

Impact of Soil Borrow Areas and Quarry Sites

Due to the extraction of the materials from the soil borrow areas and boulders/ aggregates/ granular sub base from the river beds can result in some direct and indirect impacts on the local and regional environment. Impacts may be positive or negative and vary from case to case. The proposed upgrading works envisage use of significant quantities of soil, fine aggregates, coarse aggregates, natural granular sub base, bitumen, cement and steel. As part of the detailed project design, sources of the materials for the use in the permanent works have been identified, however during the construction stage the Contractor may choose different sources based on the haulage, availability of the material and convenience. Details of the distances of the quarries and borrow areas are presented in Chapter 4.

Table 7.4 indicates the quantities of materials required for construction & Table 7.5 gives the details of quantities of materials required for construction. . From the table it can be observed that very little quantity of soil is required for embankment fill compared to the roadway excavation. The project road envisages widening, resulting in significant excavation and fill is limited as the existing pavement will be overlaid. The borrow pits for sub-grade can be filled with this excess material and reinstated with topsoil. Table 7.4: Details of the Quantities of Materials Required for Construction Project Road 3 Soil in m Coarse Aggregates Fine aggregates in _ _ _ __ 3 ______M in__ m in3 Ludhiana- Malerkotla 630,000 556,000 65,000 Phillaur- Nagar 61,000 60,000 10,000 Kharar-Banur- Tepla 456,000 455,000 60,000 *Patiala-Sirhind 39,000 11,000 10,000 Table 7.5: Details of the Quantities of Fill and Spoil Project Road/Earthworks Roadway Embankment Spoil % Used (cu m) Excavation Fill Ludhiana - Maler kotla 541,905 262,035 279,870 48% Phillaur - Nagar 19,850 23,450 (3,600) 100% Kharar - Banur - Tepla 339,000 159,000 180,000 47% Patiala- Sirhind (NH-I) 33,625 35,750 (2,125) 100% Quarries and Crushers

Boulders/ aggregates will be procured from the existing renewable sources only for the Project and no new quarries are proposed. These quarries are already in operation with the requisite environmental clearances, therefore no major impacts, which arise from opening of green field quarries.

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Sand

Sand will be procured from existing renewable and licensed sand sources only. Details of the sand sources identified for the project are given in Section 4.3.5.3 in Chapter 4. It is envisaged that the quantity of sand extraction will be increased due to the project, as considerable quantity of sand is required for structural works such as bridges, culverts, kerbs, relocation of community property resources, enhancement works and construction of residential structures affected due to resettlement activities.

Summary of Slope Defects

Kharar-Landran: On this road stretch, damage from erosion was minimal, except in km 5.8-6.4, where embankment slopes along the bridge abutment suffered severe erosion from water flowing along the drain into the river. The outfall slope also was moderately damaged. The soils in this corridor are silty clay to clayey silts and are susceptible to erosion. The slope heights are mostly less than 2 m, which is responsible for low incidence of slope erosion in this stretch.

Landran-Banur: Also on this road stretch, damage from erosion was minimal, except at km 15 where embankment slopes along the bridge abutment suffered severe erosion from water flowing along the drain into the river. The outfall slope also was moderately damaged. The soils in this corridor are silty clay to clayey silts and are susceptible to erosion. The slope heights are mostly less than 2 m, which is responsible for low incidence of slope erosion in this stretch.

Banur-Tepla: On this road stretch, slope distress was common. The distress ranges from surface erosion of slopes to formation of gullies. At a few locations slopes experienced slump type movements. At locations where water from the stream or other side drain was flowing into natural streams or other outlets, and the level difference between the drain and the outlet was more than 1-1.5 m, the outfall drain had severe erosion. This was also observed that at locations where the height of embankment was of the order of 3 m.

The high frequency of erosion related distress in this section may be attributed to the frequent floods and relatively high slopes.

Ludhiana-Malerkotla: In project corridors, the embankment heights are moderate to low, ranging from 1.5m and less over most of the stretch. The soil almost entirely consists of clays of high to intermediate plasticity that offers resistance to surface erosion. In this stretch, highway slopes are relatively free of surface erosion problems.

Phillaur-Nagar:The road is mostly on low embankments. Although soils are susceptible to erosion, no erosion related distress was observed due to the low embankment heights. This stretch is relatively free of erosion problems.

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Patiala-Sirhind:No damage from surface erosion to slopes was observed in this corridor. The height of embankment is low, and rarely exceeds 2 m. Although the soil type is susceptible to erosion, the low embankment height has the effect of reducing the damaging impact.

7.2.6 Impact on Water Resources

Due to the proposed project there will be some impacts on the water resources. The impacts are due to relocation of hand pumps, irrigation tube wells, open wells, filling of small parts of water ponds, use of water for the construction and construction facility operations and accident spills during operation stage.

The typical impacts on water resources and the indicators of the impacts during the construction and operation stage of the project are presented in Table 7.6.

Table 7.6: Impacts on Water Resources and Indicator

Water Resource Impact Indicator Water bodies Filling of part of the of water pond Water supply Number of wells, hand pumps, tube well Alteration of drainage, affected run off, flooding Construction of cross drainage channels Depletion of Ground Water Decrease of ground water level Contamination from fuel and lubricants Surface oil traces Contamination from improper sanitation Proximity to water bodies, and waste channels and disposal from Construction arrangements for disposal. Camps Water for Construction Quantity of water used Chemical Spills into Water Bodies Death of aquatic life

Impact on Water Bodies

Six wastewater ponds are partially affected due to the project as these ponds are located adjacent to the road. All these ponds are wastewater , ponds only and water from some of these ponds is being used for agricultural purposes. No pond is being used by the local community for washing/bathing purposes. Due to the proposed improvements of the project only a small part of the water bodies are affected. The details of the affected wastewater ponds are given in Table 7.7.

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Table 7.7: Impacted Wastewater Ponds Along the Project Road S. No Chainage in km Side Distance from Total Area [ % of Existing CL in m Area in affected in Affected sq.m sq.m area Kharar- Banur-Tepla 1 [ 6/350 to 6/400 | LHS | 12 [ 4550 425 | 9% Ludhiana- Malerkot-a 1 6/800 RHS 9 to 29 19950 1150 6% 2 20/000 to 20/055 LHS 5.5 1700 385 3 21/400 to 21/445 LHS 6 8000 205 *4 27/100 to 27/150 LHS 8 16000 450 Phillaur- Nagar 1 2/975 LHS 6.30 3550 190 5% At the Gill village the waste water pond located at right side (chainage 7.600) will be affected by the proposed new bypass alignment. The starting point of the by pass alignment is passes through the water pond and cover the area of 1150 m out of total area 19,950 m of the pond. The affected area is 6% of total area.

The pond water quality will be impacted directly because of the construction activities. During the construction it will be taken care to minimize the affect from the oil and grease spillages, although all the ponds except Gill village are waste water ponds. Ground Water Sources

Apart from these surface water bodies, a total of 132 hand pumps and 11 wells are affected due to proposed improvements. The loss of these community ground water supplies would be a direct negative impact. However the project envisages replacement of these sources prior to removing the old source. Therefore, the eventual impact of the proposed widening will be fully mitigated. Details of the water resources affected due to the project are presented in Table 7.8.

Table 7.8: Affected Hand Pumps and Wells Project Road Hand Pumps Wells Ludhiana- Malerkotla 76 6 Kharar- Banur- Tepla 42 5 Phillaur- Nagar 14 0 Alteration of Cross Drainage

Impacts due to the proposed improvements of road on the alteration of drainage are generally due to new construction of bridges and cross drainage. The project roads are crossing canals, streams, and wastewater drains of urban areas. In this project, no new construction of major bridges is involved, however reconstruction/ replacement of five minor bridges are envisaged. The existing slab/ pipe culverts will be widened and repaired as required. Details of the cross drainage structures are already presented in Table 2.4 of

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Chapter 2. Refer to drawing nos. PSRSP/KT/SCU-01, PSRSP/P-N/SCUO1 & PSRSP/LM/SCUO1 for proposed alteration in cross drainage structures and new cross drainage structures in Annexure 7.1.

The foundations of two bridges will be pile foundations and three bridges will be open/well foundation. The construction across the water *J course will be carried out during the low flow * period. When unavoidable, temporary diversions . ~.. will be constructed for the diversion of the steams/ canals similarly temporary traffic diversions will anr - = be required at some locations. Extension and repairs to the existing cross drainage structures involve minor and temporary diversion of channels, which may impact the existing aquatic habitat, if any. There will be minor local impacts on the micro flora as the diversions envisaged are on narrow water crossings.

Drainage Issues along Flood Prone Sections

Details of the raised bridges and portions of the roads are presented in Table 7.9. Flooding will be prevented on up stream side of the bridges and road overtopping will be avoided.

Table 7.9: Details of Raised Portions of Project Roads S. Project Road Chainage in km Length of No. Height of Remarks Raising in km Raising in m I Kharar- Tepla 20/700 to 22/000 1.3 km 2.70 Bridge 2 Kharar- Tepla 30/900 to 32/100 1.2 km 1.25 Road 3 Phillaur- Nagar 1/900 to 2/150 0.250 1.25 Bridge 4 Phillaur- Nagar 2/150 to 5/500 3.350 0.60 Road 5 Ludhiana- Malerkotla 26/800 to 27/1 00 300 2.30 Bridge Increased surface run-off

Due to the construction of new pavement and widening of the existing pavement and construction of the paved shoulder, the surface runoff will be marginally increased along the road sides as the increased paved surface area reduces the infiltration of water into the ground. There will not be a significant impact on the ground water levels due to the project as the ground water table is shallow and the increased paved area is insignificant.

Impacts due to surface runoff include increased soil erosion and local flooding or water logging. The proposed upgrading includes provisions of lateral and collector drains to take runoff to the nearest cross drainage structure. The engineering design of cross drainage structures includes any increased runoff and outlet improvements.

Increased Sedimentation and Water Quality

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ConstructionStage: Degradation of water quality due to sediment transport may occur from activities like removal of trees, removal of grass cover, excavation, stock piling of materials as part of the pre construction and construction activities. The soil type present along the project corridor consists of the sandy loam to clay loam. The degradation of the surface and to a much less extent ground water quality can occur from pavement construction works, bridge construction works, construction plants, machinery and accommodations of workers. The sources of water pollution from the construction activities are as follows;

* Water flow from scarified bitumen materials

* From the foundation works of the bridges and culverts such as piling and excavation for open/ well foundations

* Oil spills from the Maintenance of the machinery and operation of the diesel generator sets on site.

* Oil Spill from the operation of the mechanical work shops, diesel pumps and diesel storage, transportation and transfer, parking places, and diesel generators.

* Operation of the emulsion sprayer and laying of hot mix.

* Operation of the residential facilities for the labour and officers and offices

* Storage and stock yards of bitumen and emulsion

The impacts due to increased sediment laden run-off will make the water more turbid. This is a significant negative impact on the water bodies supporting aquatic life. Heavier sediment may smother the algae growing in the lower strata and could completely alter the nature of the watercourse. Excessive sediment loads may also mean disruption to areas of fish breeding.

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.

Operation Stage: During the operation stage, there is very little chance of degradation of water quality due to increased sedimentation during normal operations. The implications of accidental discharge are potentially disastrous. But, it must be emphasized that the probability of such an accident is quite low, as one of the objectives of the design is the enhancement of road safety.

Water requirements for construction

The water requirement for construction depends on the climatic conditions, type of equipment, type of material available, mix design, type of construction plant and number of

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people working on the project. With the following assumptions the approximate water quantity required for the Project has been calculated.

1. 8-10% of weight of soil for the embankment construction

2. 7-8% of weight of soil for sub grade construction

3. 5-6% of weight of GSB materials for GSB and WMM

4. 150 litres/ cum for concrete

The water requirement has been assumed based on past project experiences and on the strict quality control basis. Domestic requirement of 100 litres per worker has been assumed. For this project about 150 resident workers for Kharar - Tepla section, 200 workers for Ludhiana-Malerkota section and 50 workers for the Phillaur- Nagar section have been considered. Details of the water requirement assessed for the project is presented in Table 7.10.

Table 7.10: Requirement of Water for Proposed Construction Works S. Purpose Kharar- Ludhiana- No. Phillaur- Tepla Malerkotla Nagar * Permanent works (Total quantity in cum) 58000 69000 9200 2 Dust Suppression at work zone in (cum/day) 25 25 5 3 Curing (cum/day) 8 10 2 4 Laboratory (cum/day) 5 5 2 5 Haul Roads (cum/day) 15 20 5 6 Crusher (cum/day) 10 10 -- 7 Plant Cleaning and workshop washing in 8 10 2 (cum/day) I 8 Domestic Purpose in (cum/day) 15 20 Total Requirement(cum/day) 5 192 228 55 Daily water requirement for the permanent works has been calculated based on the following assumptions

1. For Kharar- Tepla 540 work days

2. For Ludhiana-Malerkotla 540 work days

3. For Phillaur Nager 270 work days

From the table 7.8 it is can be observed that the approximate quantity of the water required for the Kharar- Tepla section is 192 cum/day, Ludhiana- Malerkotla section is 228 cum/day and for Phillaur-Nager section is 55 cum/day. The total quantity required for the project is about 476 cum/day.

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The water required for the project can be sourced from ground water as well as surface water sources, provided the extraction of water is monitored and taken from various locations and sources there will not be significant impacts on the ground and surface water sources as the ground water table is shallow along project roads and enough quantity of surface water is available. The total water requirement is not from one source, but it is spread over the project roads, construction camps and construction plant sites. 7.2.7 Impact on Air Environment

In addition to the direct impacts during the preconstruction, construction and operation phases there will be other impacts from the growth of villages and towns along the project roads. The ribbon development adds to the pollution load along the roads and will increase the closeness of the receptors.

Motor vehicles have emerged as one of the major sources of air pollution especially in urban areas. Due to the proposed road improvements aimed at enhancing the efficiency of road transport system the number of vehicles on these roads will be increased over time, so impacts on ambient air environment may be significant, which needs detailed analysis.

Some impacts like dust generation will be more significant during construction stage than the operational phase. The impacts from the oxides of nitrogen, carbon monoxide and respirable particulate matter will be increased during the operational stage over time due to the increase of number of the vehicles. The impacts during this phase will be of a long term nature and the intensity will be confined to the width of 75 m to 100 m from the edge of Corridor of Impact on the both sides of the corridor, depending on wind direction. Both the construction and operational stage impacts can be effectively mitigated if the impacts are correctly assessed at the design stage and adequate mitigation measures are designed and properly implemented.

Nature and Characteristics of Air Pollution Sources

Preconstruction Stage: The preconstruction stage activities include site clearance, shifting of utilities, removal of trees present in the corridor of impact, transportation of man and material, construction of accommodations, construction of stock yards, installation of construction plants and construction of office buildings. Dust generation during such activities would be the predominant polluting activity during pre-construction stage and particularly so if pre-construction tasks are performed during dry weather.

The impacts due to the pre construction activity are temporary and location specific and the width of the impacts is limited. Quantification of impacts at the pre construction stage is very difficult as these are very temporary and localized.

Construction Stage: During the construction stage the most predominant air pollutant would be particulate matter along with various other gaseous pollutants like oxides of

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nitrogen, carbon monoxide, sulphur dioxide and carbon based emissions from the hot mix plants

The air pollution during the construction phase may be considerable locally, particularly near the working zones, construction plant sites, quarries and from construction machinery and construction vehicles. The list of activities which generate air pollutants are: 1. Dust generation from the construction zone during different stages of the construction such as clearing and grubbing, materials dumping, drying of materials, brushing of the surface etc.,

2. Dust generation from the access roads to the soil borrow areas, aggregate quarries construction plants and construction camp sites.

3. Operation of the construction plants such as hot mix plants, Crushers, WMM plants and Concrete Batching Plants

4. Material storage, transportation and handling (loading/unloading) of different construction materials such as sand, earth from borrow pits and aggregates.

The impacts from the construction of bypasses may be significant as the bypasses are passing through agricultural fields. Without proper precautions there will be some negative impacts on the surrounding agricultural lands.

Operational Stage: During the operational stage dust generation from vehicular movements on roads is primarily confined to diesel powered vehicles and dust emission from tyres. The dust emission from diesel vehicles (though the emission shall decline progressively after adopting emission Bharat State III and Bharat Stage IV) as well as due to abrasive action of tyres on roads shall continue to pollute the project roads. With better road surface during operational stage of this project the dust emissions from vehicular tyres shall be less. The severity of impact of gaseous pollutants due to vehicles plying on the highway at any given time will depend upon the traffic volume emission rates of auto exhausted pollutants and prevailing metrological condition within the project corridor. Emissions are part and parcel of overall infrastructural development process and efficiency augmentation of transport system. However, compliance with future statuary regulatory requirements and policy plan with respect to emission limits, auto-technology, vehicular fuel quality (including adulteration etc.) which is a dynamic process and changes with economic development along with implementation of preventive/mitigative measures for control of pollution exposure should be adequate to prevent any negative public health impacts of this project.

Impact Predictions -Air Quality

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As discussed earlier, the impact assessment is required for construction stage as well as for * operational stage of the project road for the whole design life of the project.

Impact Predictions during OperationalPhase: To asses the likely impacts for operational * stage on ambient air quality, the prediction of the pollutant concentration has been a carried out using CALINE-4 model, which is based on Gaussian dispersion algorithms and used a mixing zone concept to characterize pollutant dispersion over the highway. The * model can be used to predict the pollutant concentrations for receptors located up to 500 m from the roadway for the various pollutants with reasonable accuracy.

Composite Emission factors: Composite Emission factors have been calculated IJ for various types of vehicles likely to ply on the project routes. The basic information on the emission factors has been derived from Indian Institute of Petroleum's publication (IIP): "Vehicle * Emissions and Control Perspective in India". These have been adopted by the CPCB as * emission norms for vehicles from 2000 A.D. onwards. The following 0 information obtained from various secondary sources has provided important inputs in calculation of the emission factors: 0 i) A combined standard for HC and NO, is prescribed for all petrol driven vehicles in CPCB standards. In order to facilitate comparison with ambient air quality * standards, NO, levels are required to be predicted separately. Based x on data available in the report "Vehicle Emissions and Control Perspective in India" prepared by IIP, a HC- NO, split of 97-3% and 60-40% has * been considered for 2/3 wheelers and passenger cars respectively.

* ii) In order to account for variation in emission factor with speed, the guidelines * presented by WHO in their 1993 publication on Assessment of source X of Air, Water and Land Pollution was used. For vehicles fitted with catalytic converter, the emissions are constant and independent of speed and are presented in Table 7.9.

X iii) For diesel operated vehicles, the standards for trucks are given as a function of engine the capacity. Accordingly, these are converted to mass per X unit km by assuming typical engine capacity of 112 HP. 0 iv) For other category diesel vehicles of gross weight below 3.5 tonnes i.e. LCVs and * MAVs, the proposed emission are taken to be 50% and 200% respectively X (considering half and twice the engine capacity for light commercial and multiple axle vehicles respectively).

| v) The vehicles speed varies in the range of 10-80 kph for diesel vehicles, the speed corrected emissions factors based on their engine capacity for trucks are presented in *the Table 7.11. 0

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Table 7.11: Speed Corrected Emission Factors (in gm/km/ vehicle) Diesel Vehicle Trucks Speed (kmph) Pollutant 10 20 30 40 50 60 70 80 CO 37.80 18.80 12.53 9.40 7.52 6.27 5.37 4.70 NO, 66.83 33.42 22.28 16.71 13.37 11.14 9.55 8.36 Petrol Vehicles (independent of speed) Pollutant Cars Two Wheelers Three Wheelers CO 2.72 2.0 4.0 NO, 0.58 0.05 0.05 The vehicle speed assumed for this project is 80 km/hr. Meteorological Conditions The data regarding the conditions prevailing on the site such as wind speed, direction, mixing height, stability class, etc. were obtained from the India Meteorological Department. For calculating the emissions, worst-case scenario is assumed and concentrations are obtained for worst wind direction, an option in-built into the programme itself The worst wind direction obtained is with respect to the assumed north. A stability class of F and wind speed of 2.2 m/s used for all runs of the model. Traffic Volumes Traffic volumes used for the model were from the data collected by the Design consultants. However, the traffic was suitably reclassified so that the emission factors calculated above could be used in the model directly. Receptors

Receptors are the specific locations, which are likely to be potentially impacted by vehicle emission in project road air basin. For the purpose of assessing exposure of impacts, potential receptors have been identified located within the immediate vicinity up to 100 meters on either side of the project corridor where educational institutions and hospitals are located within this zone. The coordinates of the receptors are relative to the link. Predicted Pollutant Levels With the inputs from the traffic data, meteorological data, emission factors and assumptions all pollutants were predicted with the aid of CALINE - 4 for the years 2010, 2020, and 2033. The predicted concentrations with background concentrations for CO, NO, and SPM are presented in the Table 7.12 below.

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Table 7.12: Details of the Predicted Air Pollution Levels Location Chainage Offset Side 2010 2020 in km 2033 in m CO NOX SPM CO NOX 3 3 SPM CO NOX SPM (PPM) (yg/_ ) (tg/M ) 3 3 3 (PPM) |(g/M) (pg/M ) (PPM) (pg/M ) (yg/n 3) Ludhiana - Malerkotla Gill town 6000 25 L 1.42 40.81 256 1.52 Dehlon 40.81 289 1.62 59.62 337 19500 50 R 0.46 16 192.7 0.56 16 213.2 0.66 34.81 240 Lehra 23550 100 R 0.36 16 185.7 0.46 16 202 0.56 College at 34950 40 34.81 222 L 0.42 17 236.2 0.52 35.81 Kupkalan 261 0.62 54.62 292 Malerkotla 42350 100 R 0.32 0.17 223.2 0.42 17 Phillaur Napar 239 0.52 35.81 258 Phillaur 300 25 i L 0.28 19 200.5 Nagar 0.28 19 |213.6 0.48 | 37.81 237.8 5900 15 R 0.28 205.1 0.38 Kharar-Tepla 19 |221.6 | 0.48 J 37.8 250 Kharar Town 100 15 L 0.69 17 201.9 0.79 35.81 234.6 0.99 Landran Junction 6400 50 54.62 289.6 L 0.59 17 181.2 0.69 17 196.8 Banur 22500 50 0.79 17 219.2 R 0.83 19 223 0.93 37.81 252.1 College 16000 1.03 56.62 287.6 25 R 0.73 19 204.8 0.83 19 Tepla 39500 212 0.93 19 243.4 15 L 0.7 36.81 222 0.9 55.62 Patiala Sirhind 246 1.1 74.3 286.6 NHI Junction 11300 J 30 L |1.14 | 17 254.4 Bama 11.34 | 17 | 274.9 11.34 35.81 239.4 1 8800 1 20 ] R 1.17 20 252.4 Jhikwali 1.27 38 1 278.2 1 1.37 [ 76 307.7 Village | 16500 | 30] L [ 0.61 | 17 | 207.4 | 0.81 | 17 J 227.9 0.81 | 35.81 J 252.4 Prediction Results and Discussions

For the prediction of the ambient air quality, hourly traffic levels derived from the annual average daily traffic predicted from the traffic surveys has been used and the details of the annual average daily traffic has been presented in Chapter 2.

The background concentrations were taken from the air quality data collected during the November, 2005 and December, 2005. The measured background concentrations are representing near to the worst conditions as the wind speed and temperature are low during sample collection period. The background concentrations were added to the predicted levels for calculating the total predicted concentrations for 2010, 2020 and 2033.

From Table 7.9 it is evident that the Carbon Monoxide (CO) levels will increase with time due to increase of traffic levels between 2005 and 2033. The total predicted concentrations are below the standard stipulated for I hour levels for rural and residential areas. The increase in number of vehicles will offset, to a large extent, the positive impact of reduction of emission due to stringent emission norms.

For NO, between 2005 and 2033, the ground level concentrations are increasing over the time, but the rate of emission is decreasing because of the speed of the vehicles and change in the growth rates of the vehicle categories and stringent norms on the vehicular exhausts. The predicted NOx levels for 2010, 2020 and 2033 are higher than 2005 estimated levels, but of course well within the permissible limit i.e., 80 .tg/m3 for the residential and rural area.

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For Suspended Particulate Matter (SPM) between 2005 and 2033, the ground level concentrations are increasing over the time. The predicted SPM levels are above the stipulated limits for residential and rural areas for 2020 and 2033. However due to increase of width of the pavement and shoulders the SPM levels should reduce.

From the above discussion it can be inferred that the air quality impacts directly attributable to this project are not likely to alter drastically from the present situation. Monitoring of the ambient air quality at various locations along the roads has revealed a relatively unpolluted scenario. At all locations the concentrations of various air pollutant parameters were found to be lower than the National Ambient Air Quality Standards stipulated by the Central Pollution Control Board for rural and residential areas except for SPM. Implementation of the project will cause a certain increase in the pollutants' concentrations due to the incremental traffic volume as shown in Chapter 2. But on the other hand improved road surface conditions and traffic capacity of the corridor will remove the local congestion and facilitate smooth traffic flow, which would reduce significantly the pollutant levels especially in the inhabited areas.

Additional measures being implemented by the Central Government could further reduce air pollution related to vehicle emissions (MoEF, 1997). These measures include:

* Introduction of catalytic converters

* Unleaded petrol available throughout the country

* More stringent emission norms for vehicles at the manufacturing stage * Notification of emission standards for 2-stroke engines.

7.2.8 Noise Environment

Environmental noise particularly highway traffic - -- - noise, is a complex phenomenon because its intensity and characteristics vary with time - depending upon the frequency as well as type of vehicles on the road. Large numbers of vehicles - on the road will increase the level of the - - exposure situation of the road side. Few 1 i - exposure events with high noise levels will have the same Leq of large number of exposure events with low noise levels. From biological point of view, it is unlikely that these two noise scenario's sharing same Leq but different exposure character will cause an equal effects on the exposed pollution. In road side traffic noise exposure, the question is to what extent is the number of different exposure events related to the human perception of environmental discomforts. The health effects that are experienced in the exposed population may be

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discrete physiological reactions particularly of certain complex human responses, such as sleep disturbance or an effect on work performance efficiency.

The baseline day time noise levels monitored at various locations along the project roads are above permissible limits specified by the MoEF for residential and rural areas and night time levels are within the limits for the most of the locations as specified by the MoEF for residential and rural areas during night time. Thus, noise is a major area of concern, especially since sensitive receptors (schools, colleges and hospitals) have been located quite close to the road along the route but present high noise levels are tolerated.

The impacts of noise due to the project will be of temporary significance locally in the construction phase and slight increase may occur during the operation stages. However as the present noise levels are already high the impact will be relatively low.

Pre-construction Phase: The typical on site pre construction stage activates include man and material movements, clearing of encumbrances in the corridor of impact, and establishment of labour camps, onsite offices, stock yards and construction plants. Among all these activities perhaps clearing of encumbrances from the COI involves use of heavy machinery and equipment otherwise all activities will last for a short duration and also shall be localized in nature; they are not likely to generate high noise. The impacts of even such -noise generating activities can be reduced by locating the construction plant, equipment, machinery and offices/ camps away from the local residential or commercial activities. Other activities during this stage will last only for a short duration during the preconstruction stage and therefore are not likely to be of significances.

Construction Phase: The impacts of noise exposure on the community residing near to the work zones will be quite significant and intensity of the exposure to different receptors will also very widely. But all such impacts again will be of temporary nature as the construction site will go on changing with the progress of the works along different road stretches. Due to modern construction activities, most of the activities are being carried out by machinery. For these operations the noise levels will be increased during the construction period. The machinery involved in the construction operation are; dozer, roller, grader, paver, tractors, brooms/rotary brushing, tippers, generators, excavators etc.

Besides such construction site-specific activities, other types of construction activities, which generate noise, include stone crushing, asphalt production plant and batching plants, diesel generators etc. The activities of such plant operations shall last relatively longer than other on-site activities and shall produce significantly high noise levels. The typical noise levels associated with various construction activities and equipments are presented in Table 7.13.

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Table 7.13: Typical noise levels of principal construction equipments (Noise Level in dB (A) at 50 Feet) CLEARING STRUCTURE CONSTRUCTION Bulldozer 80 Crane Front 75-77 end loader 72-84 Welding generator Jack 71-82 hammer 81-98 Concrete mixer Crane 74-88 with ball 75-87 Concrete pump - 81-84 I Concrete vibrator 76 EXCAVATION & EARTH MOVING Air compressor Bulldozer 74-87 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer Front end loader 80 72-84 Cement and dump trucks -Dump 83-94 truck 83-94 Front end loader Jack hammer 72-84 81-98 Dump truck 83-94 Scraper 80-93 Paver GRADING AND 86-88 COMPACTING LANDSCAPING AND CLEAN-UP Grader 80-93 Bulldozer Roller 80 73-75 Backhoe 72-93 Truck PAVING 83-94 Front end loader 72-84 Paver 86-88 Dump truck Truck 83-94 83-94 Paver 86-88 Tamper 74-77 Dump truck Source: 83-94 U.S. Environmental Protection Agency. Noise From Construction Equipment and Operations. Building Equipment and Home Appliances. NJID. 300.1. December 31. 1971 Operation Phase: Uninterrupted movement of heavy and light vehicles at high speeds will give rise to a slight increase in the presently high ambient noise levels along the roadway. This may have negative environmental impacts on the sensitive receptors located along the project roads. During the operational stage of the road the residential areas on either side of the highway are likely to experience high day as well as night time noise levels. Noise propagation is influenced by distance, ground surface meteorological conditions and reflecting obstacles. The influence of the meteorological condition is mainly significant over long distances.

To assess the noise levels at the various sensitive receptors located along the roads, the prediction of noise levels has been made for the years 2010, 2020 and 2033, using the Federal Highways Authority (FHWA's) Noise Model for some of the receptors located along the project roads. The predicted noise levels are presented in Table 7.14. It is observed that the predicted noise levels (Leq day and night values) are exceeding the limits stipulated by MoEF for residential and sensitive areas.

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Table 7.14: Predicted Noise Levels Location Chainage Lad Use Distance Noise level in Noise in db(A) in km Noise in db(A) from CL db(A) for 2010 for 2020 for 2033

Day Night Day Night Day Night Ludhiana - Malerkotla Gill Town 5/900 Commercial 30 77.90 68.60 80.0 70.0 83.0 School 14/000 Residential 72.50 25 79.1 69.9 81.20 71.50 84.2 74.10 School 34/900 Residential 30 77.9 68.7 80.40 70.30 83.0 Malerkotla 45/000 72.90 Commercial 50 72.0 62.3 74.30 Phillaur- Nagar 64.60 77.20 67.10 Court 0/300 Sensitive 25 69.70 57.3 [ 77.80 1 60.00 School 5/618 1 74.30 62.60 Sensitive 70.00120 58.10 72.00 60.80 Kharar- Banur - Tepla 1 74.60 63.50

Town Area 0/400 Commercial 25 74.3 63.60 77.0 65.2 179.60 NH-64 Junction 22/400 167.7 Commercial 25 73.80 62.9 76.4 64.6 Tepla 39/500 79.0 67.1 Commercial 25 75.0 67.1 77.6 Patiala - Sirhind 68.9 | 80.2 | 71.40 NHI Junction 0/200 Commercial 30 | 71.1 | 63.30 | 74.2 66.20 | 76.70 68.90 Bama 8/800 Residential 1 25 1 72.60 64.60 1 75.10 i 67.10 i 77.60 69.60 School 24/200 [ Sensitive 1 25 1 72.60 j 64.60 J 75.10 1 67.10 77.60 69.60 From the above table it can be observed that the noise levels at the most of the locations are above the standard limits for the residential and rural areas along all project roads. However, a comparison with the base line indicates that the increase in the values is not uniform with respect to the observed concentration.

Overall impacts on the noise environment during the operation stage can be summarized as follows:

Impact on existing urban noise pollution will be insignificant because of the high existing urban noise levels generated by traffic and other urban activities and the small incremental noise produced by increased traffic. In addition 2 of the urban areas along the route are being bypassed.

The impact on the existing rural acoustic environment will be negligible because of the high dispersion of noise in open rural areas and the improved road and traffic conditions that tend to reduce noise.

The impact on village noise pollution may be significant caused by through traffic and any increase in traffic will exacerbate this situation. Therefore, measures are required to reduce noise from traffic passing through villages.

It is necessary to identify the noise sensitive zones. So based on the field monitoring and other reconnaissance surveys a list of sensitive locations have been prepared which are likely to be impacted a result of the implementation of the project. List of the sensitive receptors located along the project road are presented in Table 7.15.

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Table 7.15: Sensitive Receptors with respect to Noise Pollution S. No. Location Chainage in Side Distance Remarks | km from Existing l C/L (m) LUDHIANA - MALERKOTLA 1 Gill Village 6+300 LHS 20 Nankana Sahib Public School (Gill) 2 Sarinh 13+250 RHS 18 Government School 3 Kaind 14+200 LHS 16 Dashmesh Public High School 4 Dehlon 19+250 RHS 12 Neel Kanth Nursing Home 5 Dehlon 19+400 LHS 15 Government Hospital 6 Dehlon 19+925 LHS 10 Naib Thsildar /Executive Magistrate 7 Dehlon 20+000 RHS 12.5 Government School 8 Gopalpur 21+300 LHS 12.5 Government Primary School 9 Gopalpur 21+400 RHS 17 Government Hospital 10 Lehera 23+600 LHS 12 Government School 11 Ahmedgarh 28+075 LHS 13 Shanti Tara College 12 Rugida 31+350 LHS 13 Government School 13 Phallewal 32+300 LHS 16 Guru Harkrishan School 14 Bhogiwala 37+750 RHS 14 Government School 15 Malerkotla 43+150 LHS 12 Gulzar Bone Joint Hospital 16 Malerkotla 45+050 RHS 10.5 Grewal hospital PHILLAUR- NAGAR 28 |Philllaur 10/3000 [LHS [10.50 |Civil Court 29 |Nagar |5/618 [RHS [11 |Government School KHARAR-TEPLA 17 [Kharar 0+400 RHS 13 Khalsa Senior Scondary School 18 Kharar 0+500 LHS 12.5 Sharma Hospital 19 Kharar 0+600 LHS 16 Dr. Ambedkar Hospital 20 Kharar Government Senior Secondary 3+300 LHS 18 School 21 Landran 6+400 LHS 6.3 Government School 22 Bhago Mazra 9+100 LHS 12.5 Government School 23 Bhago Mazra 10/600 RHS Goveriinent School PATIALA-SHRHIND 24 Patiala 1+600 RHS 6.5 B. N. Khalsa School 25 Patiala 1+750 LHS 8 Sri Guruhar Paisahib Public School 26 Jakhwali 17+050 LHS 9.6 Shri Hargobind Public School 27 Kharaura 25+100 LHS 8.2 Govt. School

7.3 NATURAL ENVIRONMENT

Roadside Trees

The major impact in this project on flora involves the removal of trees to permit construction and to provide clear zone for safety of the road users.

Trees located within the clear zone need to be removed to prevent collision with the trees, in case of accident. Roadside trees with strong and rigid stems can pose safety hazards. Some

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trees obstruct clear sight distances. Others have a propensity to overturn when old and are potential safety hazards depending upon age and decay condition. All such trees that are safety hazards need to be cleared.

Pre Construction Stage

There will be a significant, direct impact on cutting of the roadside trees during the pre - g construction stage. Most visible impact is the loss of shade, but also includes loss of tree products. Removal of roadside trees will also reduce comfort levels for slow moving traffic and pedestrians. The removal of trees will facilitate erosion and contribute to the loss of the micro- ecosystems developed on the roadside.

A total of about 17,325 trees are required to be cut for the proposed project. About 8,859 trees on the left side and 8466 trees on the right side are being affected due to the proposed widening. The major trees affected are Kikar, Shisham, Toot, Eucalyptus etc. No tree would be cut due to proposed bypasses. The girth wise and species wise trees that are going to be affected are given in Annexure 7.2 and 7.3 respectively.

Table 7.16: Details of Diverted Protected Forest Area and Trees to be cut within ROW

Protected Forest Area (within ROW) to Number of trees to be cut along the Name of the Corridor be Diverted (ha.) road upto proposed toe line LIIS RHS Total LHS RHS Total Kharar-Banur-Tepla 20.76 16.3106 - 37.0737 3,711 3,344 7,055 Ludhiana-Malerkotla 25.1947 26.2359 51.4306 4,603 4,762 9,365 Phillaur-Nagar 2.6302 2.8165 5.4467 452 348 803 No tree will be cut beyond the proposed toe line. Cutting of trees for fuel by workers, especially near their camps is of major concern. Therefore adequate training of the workers, and availability of their fuel requirements are to be ensured by the Contractor. Operation Stage

Trees and shrubs will be planted along the project corridor, aesthetic view of the corridor will be improve.

VISUAL AND AESTHETIC IMPACTS

Under the proposed project the road aesthetics will be improved by the way of tree plantation, landscaping of embankment slopes, improving the road cross sections providing

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more bus bays, foot paths, medians and drains. The aesthetics may be reduced during the pre construction and construction stage and will be improved during the operation phase.

Construction Stage

During construction, the initial visual impacts will be associated with the removal of encroachments from Corridor of Impact and structures from the acquired land, removal of cultural properties, clearing of mature trees and vegetation for the construction activities. These activities create significant differences in the local aesthetics of which some are negative and some are positive. Some activities pose positive impacts such as creation of clearer views along roads or from roadside houses and other buildings that were previously blocked by encroachments. Changes in the aesthetics during the construction stage are generally temporary negative impacts.

Operation stage

The visual and aesthetics of and from improved roads will be changed by the end of the construction stage and will be improved during the operation stage as the trees and grass will be established. The aesthetics will be improved due to the enhancements carried for the wastewater ponds and cultural properties.

7.4 IM1PACT ON SOCIO-CULTURAL ENVIRONMENT

7.4.1 Social Impact

Due to the proposed project there will be some negative and positive impacts on the socio economics of the project areas and region as a whole. The impacts can be classified as; * Resettlement of People

* Relocation of Community Structures

* Acquisition of Land and Structures

* Influx of Construction Workers

Economic Impacts

The overall local and regional impacts on the socio-economics will be positive because of the policies of the project on the improvement of the roads. Such strengthened infrastructure is expected to contribute to the economic growth of the State and socio- economic well being of the people.

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Road improvements require relocation of people and structures that are within the Corridor * of Impact. The Resettlement Action Plan (RAP), see Volume VI, specifies: * > Resettlement and Rehabilitation of the project-affected-people (PAP) > Process of land acquisition along with the compensation to be paid > Measures to be taken to minimize * the adverse impacts on the disruption and Resettlement of people living within the corridor-of-impact * > Process of monitoring the rehabilitation and resettlement of each PAP *> Process of relocation of affected community assets > Process of monitoring the treatment of each project affected community assets > Mechanism for keeping the PRBDB accountable for the right implementation * RAP of the

* > Resettlement of people

*> Relocation of community structures

> Acquisition of land and structures

> > Influx of construction workers

> > Economic impacts

* In this section impacts due to the influx of construction workers and economic impacts have been described. Details of the Resettlement of people, relocation of community structures * and acquisition of land and structures have been separately documented in Resettlement * Action Plan. * Influx of Construction Workers

* Due to the proposed project there will be some changes in the demographic structure in both the short and longer terms.

* As far as possible the unskilled labour required for the project will be drawn from the local communities. Semi skilled and skilled labour required for the project may not be available in the local community for the operation of machinery, plant and equipment. Due to the influx * and relatively short-lived nature of the construction workers, there will be some temporary * change in the demographic variables of the locality such as the ratio of males to females. Total no. of PAPs are given in Table 7.17. 0 Table 7.17: Project Affected Persons (PAPs) * Project Roads | PAPs (Nos.) Kharar - Landran- Tepla 1627

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Ludhiana - Malerkotla 2143 * Phillaur - Nagar 161 * Patiala-Sirhind 46 Total 3977 * Economic Impacts

The direct economic benefits from the strengthening of the state road transport infrastructure * include:

* Reduction of Vehicle Operating Cost

* Lower transport costs by reducing road roughness and improved alignment * Improving financial sustainability for road development and maintenance

* Increased vehicle speeds

* Reduced passenger time costs d The relatively short-lived economic impacts of the construction stage are likely to be experienced in local communities for the duration of construction as workers make everyday purchases from local market. This is likely to give a short-lived stimulus to these vendors that will disappear as soon as the construction is complete. Wider, follow-on economic d impacts will be experienced in other sectors of the State.

7.4.2 Impact on Religious and Historic Sites * Along the proposed project roads of package III no cultural, heritage and religious structures of National and State importance are present, however there * are some religious structures of regional and local importance present. 0 Pre Construction and Construction stage

Potential impacts on cultural properties may occur during pre construction and construction stage owing to physical damage to structures located close to the road works. However, * it is required to relocate some cultural properties that are within the Col. In this project about 9 cultural properties are affected. The relocations have been accepted in consultation with the community of the area and the new structure will better or equal to the existing structure. The proposed structure details will be finalized with the local community * and Client as necessary. The details of the affected cultural properties are given in Table 7.18.

* Table 7.18: Affected Cultural Properties along the Project Road * S.No. I Chainage (km) Type Side Type of Affect Kharar- Banur- Tepla 1. 1.031 Temple LHS Fully affected 2. 19.362 Temple RHS Fully affected 3. 22.400 0 Dargah On NH Fully affected

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4 | 27.646 Dargah | LHS | Fully affected Ludhiana - Maler- Kotla l. 21.400 Dargah RHS Partially affected (Compound Wall) 2. 27.500 Temple LHS Partially affected (Compound Wall) Operation Stage

There will not be any significant negative impacts on the cultural properties during the operation but in the event of accidents the cultural properties may get damaged, with very low probability.

The overall impacts on the cultural properties are not significant therefore the impacts have been categorized as low.

7.5 IMPACT ON SAFETY AND PUBLIC HEALTH

7.5.1 Impact on Safety

Construction stage

During the road construction operations there will be some discomfort, even after providing proper safety measures, to the pedestrians, community residing near the construction - zone, slow moving traffic and motorized road *' - uses passing through the construction zones. t- The levels of discomfort can be reduced with proper planning of construction works and providing required construction zone safety measures, special attention must be given while working in urbanized work zones. Operation stage

After completion of the proposed improvements there will be some negative and positive impacts. The positive impacts include increased width of the pavement and roadway, increase of effectiveness of cross and lateral drainage, increase of safety measures at urbanized areas with traffic calming measures, and reduction of head on collision in the four lane section of the roads, increase of availability of clear zone and improvement of traffic safety signs and markings. There may be negative impacts especially near primary school, where accidents probability will more due to direct school access on the road and height speed of the vehicles. The negative impacts are due to increase of traffic volumes and speeds, which would have a direct bearing on the risk exposure to accidents. There will be potential for increased collisions between vehicular traffic travelling at higher speeds than previously and lower speed vehicles as well as pedestrians using the roads. Although the ConsultancyServicesfor ProjectPreparatory Studies Package 3 PhaseI Punjab State Road Sector Project Page 115 of 158 FinalDesign Report BCEOMin JJ' with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT(VOLUME V-A) July 2006

traffic calming measures are proposed at the major settlement areas, some amount of increased speed is expected in the rural areas. Road safety was a major concern in the various community consultation sessions carried out along the corridor.

The improved roads on the other hand will increase accessibility to local and regional health centres and other community support facilities. The project will be implemented with due considerations for safety of pedestrians, school children and domestic animals. For the rural and urban settlements traffic calming measures have been proposed in the design, the measures include rumble strips/ speed humps, speed limiting signs, side walks, and cross walks at all desired locations especially near habitations and sensitive locations such as schools and hospitals. All the positive factors will cumulatively help to beneficially impact the safety aspects of the road users and the local people.

7.5.2 Impact on Public Health

Pre Construction and Construction Stage

Pre construction and initial stages of the construction activities include in dismantling of the private, public and community structures present in the Corridor of Impact to provide encumbrance free work zone for the Construction Contractor. The following health hazards will result due to the dismantling of the structures.

* There will be some psychological impacts on the owners of the building, tenants and others due to breaking and dismantling of these properties. There will be some negative impacts if the debris generated on account of these activities is not disposed off properly. Some of the waste materials will be usable and the remaining wastes also can be used for general fill in the urban areas.

* Due to the influx of the workers for the construction works there will be some discomfort to the local environmental system if the proper sanitation facilities are not constructed and operated. These include setting up of labour camps near the road alignment, at construction plant sites. There will also be some demands on increased the local infrastructure such as electricity, water facilities. supply and medical

* Due to migration of the workers from other places there is possibility of transmission of the communicable diseases. During the construction stage work, crews and their dependents may bring with them a multitude of communicable diseases including sexually transmitted diseases (STDs) like AIDS. This is likely, as the project requires more male-workers, who have migrated from other state or country. parts of the

* During road construction and its allied activities dust will be generated, which will create discomfort to the local people.

* Noise generated during the construction activities may cause temporary local nuisance to nearby communities.

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Operation stage

After the completion of the project there will be both positive and negative impacts on the public health. The positive impacts include increased speed of accessibility to local and regional health centres and other community support facilities. The adverse impacts on public health that can result if adequate safeguards are not met, will include:

Health impacts due to vehicular pollution: Health impacts associated with road projects in operation stage are long-term impacts. General health impacts will be respiratory infections and lung infections. Respirable Particulate Matter (RPM) i.e., particulates of size less than *101m are a major cause of the infections and allergies. They enter human body through inhalation. These particulates are more in the emissions of heavy diesel vehicles. Hence, higher volumes of heavy vehicles increase the pollution load and consequent health impacts. Hydrocarbons from exhaust emissions are carcinogenic at high concentrations. Though impacts due to higher emissions exist, such severe impacts shall be at concentrations higher than those generated by the project. However, there will be the potential for adverse impacts on public health related to increases in noise, especially as traffic volumes increase. Impacts associated with noise are also long term and restricted to the direct area of influence.

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8 AVOIDANCE, MITIGATION AND ENHANCEMENT MEASURES

8.1 OVERVIEW

The best way of impact mitigation is prevention but this would stop all development. As far as possible avoidance and reduction of adverse impacts approaches were adopted during the design stage with consideration of the views of environmental and social experts. This is reflected in the designs of the cross sections, construction methods, construction materials and alignment. In-depth on site investigations have been carried out so that sensitive environmental resources are effectively avoided and leading to the environmentally best-fit alignment option. Avoidance measures adopted in the design stage is presented in Table 8.1. Table 8.1: Avoidance measure Adopted in the Design Environmental Kharar- Landran Tepla Ludhiana- Parameters Phillaur- Nagar Malerkotla

Foes 453 3. . (ha.ese 32 0-- 514 1. . . .

Ponds (nos.) 5 3 2 4 2 2 I I Nil Tube wells / Hand 116 50 66 124 90 pumps (nos.) 8 34 29 11 is Open wells (nos.) 8 5 3 7 2 Nil I 0 1 Religious 7 4 3 6 Properties 2 4 1 0 1 Land Acquisition 6.2 4.91 1.29 * 31.0 25.57 5.3 0 0 ~~~~~~~~(ha.) _ Nil ______As far as possible avoidance measures are adopted in the design particularly for religious properties, although few religious properties are affected due to the project. Reason for not avoiding these properties are gine in Table 8.2. Table 8.2: Reason for Not Avoided the Impacts on Religious Properties

S. I Chainage Type f Side Avoidance measure No. (km) I_I_I KHARAR-BANUR-TEPLA 1 0.031 Temple LHS The small shrine on a 9 sqm platform is situated in an urban area at the junction 3m from the road edge. The junction is proposed improvement to with 4-lane divided carriageway and channelising islands for safe turning movements. There was no alternative *"with" project to avoid impact to the 2. 19.362 shrine. Temple RHS The temple is located 9m from the existing centreline near the bridge approach. The bridge is proposed __ to widen on right hand _ _ _ _ _ side to eliminate land acquisition and filling-up of large fish pond Consultancy Servicesfor Project PreparatoryStudies Package3 PhaseI Punjab State Road Sector Project Page 118 of 158 FinalDesign Report BCEOMin JVwith AARVEE ENVIRONMENTALIMPACT ASSESSMENT(VOLUMEV-A) Julv 2006

S. Chainage Type Side Avoidance No. (kin)______measure ____ on the left hand side. There is no land acquisition at this location with the adopted design. Any alternative to avoid the property would necessitate the land requirement. 3. 22.400 Dargah on NH The small shrine is situated on NH-64 junction at a distance of 2.5m from the carriageway edge. A standard junction with at- grade improvement has been proposed under the project, which required slip roads and channelising island for safe turning movements. Any attempt to avoid the shrine would necessitate the land requirement on National Highway. The NH authorities have already served the notice to relocate the shrine under NH improvements 4. 27.646 Dargah LHS The shrine is located at a distance of 4m from the existing carriageway. The geometry of the roadway is straight over a 2.5km section. The widening is proposed towards left hand side for the uniformity in the geometry. Any attempt to avoid impacting the shrine, will de-grade the geometric standard by introducing the reverse curves and less utilization of the existing pavement by swapping left and LUDHIANA-MALERKOTLA right side widening. 1. 21.400 Dargah RHS Dargha exists towards right hand side at Gopalpur village at a distance of I Im from the existing road centreline. The project is proposed to up-grade to develop 4-lane divided carriageway with minimizing the land acquisition. Hence the concentric widening is proposed at this location to eliminate the land acquisition. Any shift in centerline to save any structure will required land acquisition. 2. 27.500 Temple LHS The temple is situated at a distance of 9.5m from the centreline. The project is proposed to up-grade to develop 4-lane divided carriageway with minimizing the land acquisition. Hence the concentric widening is proposed at this location to eliminate the land acquisition. Any shift in centerline to save any structure will required land acquisition. The main impacts identified have been addressed during design wherever possible and will be further mitigated by the construction procedures and specific measures provided in the contract drawings and specifications. These are summarized in Table 8.3. In the proposed Project as far as possible wastes generated from the excavation will be used in the permanent works. The best available process technologies will be used to reduce the emission or discharge of the pollutants. Wherever the abatement or reduction of pollution at source is not feasible mitigation measures will be implemented to reduce the pollution load on the environment. In this Project efforts will be made to locate the construction plant sites and labour camps in areas away from agricultural lands, human settlements and natural scenic beauty.

It has already been discussed in the previous section that the widening of the existing road and construction of new bypasses will have certain negative impacts on environmental components, during all stages of the Project implementation. Cognizant efforts have been made to minimize adverse impacts and enhance the positive impacts to reduce overall negative impacts on the environmental and social components, however certain limited negative impacts are inevitable. 0. Consultancy Servicesfor Project PreparatoryStudies Package3 PhaseI Punjab State Road Sector Project Page 119 of 158 FinalDesign Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOL UME V-A) July 2006

Based on their applicability, both general and case specific measures were incorporated as follows:

Standard: The 'Standard design' of various sections of existing road and bypasses, were arrived at after detailed deliberations between the highway design engineers, road safety and environmental experts.

General measures: To avoid or mitigate impacts on environmental components, general mitigation measures were identified.

Specific : Appropriate Specific designs have been prepared to mitigate the environmental impacts and enhancement & management measures are provided in details in respective Environmental Management Plan for the project road. The following sub sections outline the mitigation measures adopted to minimize the adverse impacts envisaged from the proposed Project.

Table 8.3: Key Environmental Impacts and Management in the Project Issue Addressed in design Addressed in Operation Implementation Flooding/ Detailed assessment of bridge and Keep channels clear during Maintain Drainage culvert bridge capacities. Replace undersize monsoon period. and culvert bridges and culverts. Provide additional Provide adequate road and channels culverts. Improve outlet channels. channel diversions where --- ____ -necessary. Tree Tree cutting largely unavoidable. Control removal tree cutting Monitor Minimise by alignment selection within operations. ROW plantation Implement afforestation programme and programme in 1:2 ratio check survival rates Erosion Identification of erodible soils. Close control of timing of Monitor and Treatment of embankment slopes and embankment treatment after maintenance. stream inlet and outlet. bridge and earthwork operations. Borrow Minimise borrow requirements Reinstate with suitable surplus No action Areas Select suitable sites with land owners excavation materials and required and cultivators topsoil. Road Provide median for 4 lane sections. Provide safe diversion traffic Monitor Safety Provide traffic calming measures in management methods villages as accidents with high approach speed and specified in documents. accident prone areas. Provide pedestrian crossings. Provide high standard of road signs and markings. Provide safety barriers at bridge approaches Air Wider roads with paved shoulders will Siting of work areas away National Motor Pollution reduce use of unpaved shoulders. from sensitive receptors. Vehicle emission Reduced slow traffic queuing Modem well maintained controls. construction equipment. Regular air Dust suppression measures on sampling plant, diversions and haul roads Noise Impossible for project to lower existing Siting of work areas away Pollution high noise levels. Monitor future from sensitive receptors. noise levels L _ Select flexible pavement. Temporary local impacts periodically

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* Issue Addressed in design Addressed in Operation Implementation Provide noise barriers for sensitive along the road unavoidable. receptors 0 Aggregate Use only controlled renewable Conform to regulations / Sand resources No action Debris required Balance cut, fill, borrow and spoil Use scarified disposal materials. material in No action Shoulders. Use surplus required excavated material to reinstate borrow areas. Encourage reuse of demolished building materials Religious Minimise impact by alignment and Provide enhancement Sites cross No action section selection and agree with measures as designed. local community. required Land Design within existing ROW where Reinstate site working areas No possible. Provide shortest action bypasses on completion of works required where social disruption outweighs loss of agricultural land.

* 8.2 METEOROLOGICAL PARAMETERS * No change in the micro-climatic parameters is envisaged due to the Project, but the microclimate is likely to be temporarily modified by vegetation removal and increase of the surface of the pavement. There will be slight change in the temperatures * corridor within the of impact as the trees will be cut reducing the shaded * areas and pavement width will be increased. Trees will be planted as compensatory afforestation plan, mitigate the impacts on micro meteorology.

8.3 PHYSICAL ENVIRONMENT 8.3.1 Topography Topography of the area will not be alter due to the rpojec. * Pavement height will be raised only to accommodate structural layers over the existing 0 pavement in most of the cases. There are four cases where raising of the embankment is significant, of which two cases are raising of bridge levels to reduce the flooding on the * upstream side and also on the road. In two cases raising of pavement is to avoid subgrade saturation for strengthening of the * pavement and in one case to prevent an adjacent river flood 0 area extending across the road. The raised sections are located away from habitations. The flooding of the road and the upstream sections of the bridges will be reduced, which is a positive impact 0 environment. on the local * Environmental Management at Quarries * As part of the Project preparation, the sources of quarries 0 for the fine and coarse aggregates have been identified for use in road works and structural works, details of the quarries have been presented in Chapter 4. No new quarry has been proposed for the Project * requirements. Only licensed quarries will be used as sources of coarse and 0 fine aggregates. ConsullancyServices for Project * PreparatoryStudies Pack-age 3 Ph/se I Punjab State Road Sector Project Page 121 of 158 FinalDesign Report 0 0 BCEOM in JVwith AAR VEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A) July 2006

The Contractor will ensure that the quarries have all appropriate licenses * and an approved quarry development plan before taking the materials. * The boulders transported by river from the hills are being collected at various locations when these materials enter and are deposited on the plain areas. These boulders are crushed and used in the construction works. For the Project two sources of boulder are recommended based * on the availability of sufficient quantity of the materials. Details of the sources identified in Chapter 4. * It will be ensured the boulders and fine aggregates will be procured from the authorized or v licensed suppliers only.

v 8.3.2 Soil 0 Erosion Control For control of the soil erosion from the embankments the 0 slopes have been restricted to 1 vertical: 2 horizontal for most of the sections; however for few sections embankment slopes * are steeper where right of way is restricted. Retaining walls have been 0 designed for sections where the land is not available for construction of the required slopes. The details of the sections of the roads where retaining walls are proposed are presented in Table 8.4. 0 Table 8.4: Details of the Retaining Walls * S. No Chainage in kmn Side Length in m Type Height From To in m * Kharar -Tepla 1 6340 6425 RHS 1085 Concrete 2 15480 2 15490 LHS 10 Concrete * 3 15532 2 15610 LHS 82 Concrete 4 15532 15540 2 * RHS 8 Concrete 2 5 15920 15940 RHS 20 Concrete 2 Surface erosion is prevented and controlled by adopting one of the following methods: * * covering the slope surface with grass and bushes, by simple planting of grass roots and saplings; * In conditions where simple planting and seeding is not * effective, the slopes are covered with open mesh of natural fibres such as coir or jute, or of geosythetics, * followed by planting of grass and bushes. This is often termed slope reinforcement method of vegetation; and,

* Where slopes are of highly erodible materials or other adverse conditions prevail, the vulnerable slope surface is covered with protective surfacings. Stone or brick * pitching are most commonly used in India for this purpose. The installation/construction procedures for all are very simple and are briefly described below.

Grassing of Slopes: The slope surface must be even and free of any gullies or depressions. If these are present, they must be filled by adding and tamping soil. Selected grasses may Consultanc' Servicesfor ProjectPreparatory Studies Package3 PhaseI Punjab State Road Sector Project Page 122 of 158 Final Design Report BCEOMlMin JVwifllAARVEE ENVIRONMENTAL IMPACT ASSESSMIENT (VOL UME V-A) Julv 2006

be dibbled and saplings planted. Grasses may be dibbled at 100 to 250 mm in a grid pattern. Bushes/saplings may be planted at 500 to 700 mm spacing. For this purpose it is best to use locally growing grasses and bushes, as these are best adapted to the local soil, temperature and rainfall conditions. Plantation is best done just after the first pre-monsoon showers, which gives a time of 2-3 weeks for the grass to take root before the onset of monsoon. Normally, no watering of the grassed slopes is done following the planting. However, watering of the slopes may be provided if the planting is done in the non- monsoon season, or to respond to dry conditions following planting. Use of mesh/grids for planting slopes: If sharp showers occur, roots of grass or small saplings planted on totally unprotected slopes are exposed to the risk of being washed away before germination and initial growth, thus leaving the slope exposed to the danger of erosion. The ability of seeds, saplings and bushes to survive beyond the initial difficult period is helped to a great extent by covering the slope with erosion control meshes or grids. Meshes of natural fibres such as jute and coir have been found successful in countries such as USA and Germany, as well as India. Meshes or grids made up of geosynthetic materials are available in a wide range. Jute or coir meshes consist of yarn woven to form mesh with an opening size 2 of 25 mm . The thickness of the mesh is 5-6 mm, in the woven condition. When the mesh is laid on the slope, it provides restrictions to the flow of rain water down the slope, reducing its velocity significantly. This, in turn, helps seeds, roots and saplings to remain in place, and have better chances of germination and growth.

The procedure for installation of the meshes is simple. Meshes are generally supplied in rolls of 1 m width. The slope is made even by filling depressions and removing projections. Stumps of plants and other sharp protruding objects are also removed. The mesh in then rolled down the slope, to the required length. The excess length of roll may be cut off. The ends of the roll are anchored into the slope at the top and bottom, by burying in shallow trenches of 150 mm depth. Adjacent rolls are given an overlap of 15 mm minimum. The rolls wvhen spread on the slope should follow the ground contours closely without gaps. The rolls are anchored into the slope by driving U shaped steel wire staples. The staples are spaced at I m in a grid pattern. The overlaps shall also be anchored into the slope by wire staples. If soil conditions permit, the meshes may be anchored using twigs, instead of wire staples. Grasses are now dibbled and saplings and bushes planted on the slope, as described earlier. All other factors remain the same as in the previous method. The above methods of providing vegetation cover on embankment slopes follow provisions in IRC-56-1974, "Recommended Practice for Treatment of Embankment Slopes for Erosion Control". Natural fibres used in these meshes are biodegradable. The jute fibre decomposes in 1-2 years and the decomposed material gets covered by grass in this period. Typical specifications for jute meshes are given below. Typical specifications ofjute meshes for erosion control: Material 100% natural jute fibre.

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Length 50 - 70 m rolls or longer lengths in rolls and bales as required. Width 1000 -1200 mm

Thickness 5 - 6 mm

Open Area 655 mm2 Construction Plain open weave, single yarn. 0 5 - 8warp threads/ IQO mm * 4 - 6 weft threads/100 mm *Weight 500g/m 2 (Minimum) * 600g per linear metre (full width) *Anchoring No. I11 gauge, U-shaped wire staples, 150 mm long, or wooden stakes as soil conditions require.

Use of pitching to control erosion: Where slopes are made up of highly erodible materials 0 or a combination of adverse factors prevail, it is desirable to provide a protective covering over the slope surface. Slopes may be covered with stones, bricks or precast surfacing of different types. In India, stone and brick pitching are most commonly adopted for this purpose. The slope surface is prepared as described earlier. Stones or bricks are hand laid * on the surface and lightly tamped. The interstices between the stones are filled up with soil. Grasses may be dibbled into the soil filled spaces. As the grass grows, it develops a good binding effect on the pitching. It is suggested that wherever pitching is used, the shoulders 0 may also be of covered surface. This helps in even flow of surface water over the slope, as * well as reduces the chances of ponding and localized channels forming below the shoulder in heavy rainfall. Design of Erosion Control Measures In places where the highway corridors are being widened to two/four lanes, the formation will initially have unprotected slopes, which require protection from surface erosion. * Embankment soils range from highly erodible to erodible in the corridors: * Accordingly, the following erosion control measures are proposed in these corridors: * slopes of embankments whose height is 3.0 m and above shall be pitched with stone * or bricks; * since hard paved shoulders are being provided the shoulders need not be covered with pitching; on slopes of embankments whose height is from 3.0 m to 2.5 m, growth of S vegetation and grass cover shall be promoted. Jute mesh may be laid on these * surfaces to help with vegetation growth. The slopes shall be planted with local shrubs and grasses; and,

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* slopes whose height is less than 2.5 m shall be planted with locally growing shrubs and grasses.

Protection of embankment slopes: Embankment soils in the corridors are clays of high to internediate plasticity. These soils are relatively resistant to surface erosion. Accordingly it is proposed that to control surface erosion, newly formed slopes should be planted with locally growing shrubs and grasses. Protection of Outfall Slopes: Surface run off water collected in side drains is discharged into natural outlets, wherever possible. Large level differences between the side drain and outfall have caused erosion of the soils at these out fall locations. Wherever such level difference exceeds one metre, the outlet shall be lined or an outfall chute provided. Flatter slopes have been adopted where possible to ensure stability and reduce possibilities of slope failures. The selected appropriate type of treatments of slopes will reduce the potential for erosion of high embankments and fills of bridge approaches. Slopes of the Phillaur- Nagar road are less than 1V:2H. It is advisable to avoid any major excavation works during monsoon season. If the works are carried out during the rainy season, required precautionary measures will be implemented to ensure that the run off of rain water will not carry excessive sediments from the construction activities. Care will be taken to prevent the sediment laden runoff from the construction sites and stock piles of construction materials and excavated materials. The cost of the erosion control measures has been included in the earthwork BOQ item and will be reflected in the rates. Erosion control measures shall include the following works. * Control measures will be in place for prevention of sedimentation from runoff before earthworks are started during the monsoon period. * Identifying the storage yards for the temporary storage of usable excavated materials

To check soil erosion on critical stretches some special measures need to be employed. They include grassing turf on critical road embankment slopes, in accordance with the recommended practice for treatment of embankment slopes for erosion control as specified in IRC: 56-1974. The slope protection work shall be carried out prior to the significant rain on the completion of the work. Apron and approaches of bridges and cross drainage structures will be paved with suitable paving materials for the prevention of erosion during heavy rains in the catchment area. Adequate provisions have been made in the Engineering budget for implementation of such measures. Summary of erosion control measures are given in Table 8.5. Locations where such measures are to be implemented are provided in Annexure 8.1.

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Table 8.5: Erosion Control Measures Type Unit BoQ Kharar- Ludhiana- Phiallur- Patiala- Item Landran- Malerkotla Nagar Sirhind No Tepla Turfing on Slopes 7.01 85,210 43,500 15,300 3,700 Stone Pitching m 7.01 6,150 5,840 810 1,150 -Source: Bill of Quantities. Soil Contamination

Soil contamination may occur due to the possible leakage of fuel, lubricants, waste oils, bitumen, emulsion, and chemical used for the construction and allied activities during the construction stage of the Project and due to accident spills during the operation stage. These impacts will be largely localized. Construction Stage For the prevention of the soil contamination during the construction stage the following control measures shall be implemented effectively. * Impervious concrete base and a sump will be constructed at all the fuel, waste oil and bitumen, emission and chemical storage yards. A berm will also be constructed along the periphery of the concrete platforms. An oil interceptor will be constructed for providing for treating the oil wastes collected in the sumps * All non-toxic wastes generated from the construction sites shall be used appropriately in the Project construction. * Some of the wastes can be reused for the development of the access roads to the construction plants sites, labour camps, internal roads, access roads to the soil borrow areas, granular sub base quarries and quarries and for any other auxiliary sites.

* Land fills of contaminated soils with the bitumen, oil and chemicals shall be avoided as far as possible, these materials shall be buried in the construction of slopes or shoulders.

* Measures for minimization of wastes and use of surplus materials by local communities should be encouraged * Proper collection, storage and disposal mechanism shall be in place for the solid and liquid wastes generated from site facilities during the construction stage. * All petroleum products and chemicals meant for construction shall be stored in accordance with guidelines provided in Materials Safety Data Sheet * Procedures and Plans shall be in place for cleaning up of any accidental spills * Checks for ensuring erosion control structures are in place before earthworks are started

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* Concrete platforms will be constructed for the parking bays * Washing bay with oil interceptor will be constructed for the effective collection of oil spills generated during washing. * Platforms of the workshop shall be paved for the effective collection of oil spills * Oil trays shall be used for the collection of oil spills during emergency repairs of the * machinery on site. The effectiveness of the measures provided and any further improvement in designs to M reduce the contamination shall be recorded by regular observation of the soil quality, both during the construction as well as the operation stages. A monitoring plan has been prepared for all the roads and presented in the monitoring plan. In the construction stage, * soil quality of productive agricultural lands abutting major traffic intersections, near traffic M detours and traffic diversions shall be assessed. M Operation Stage a During the operation stage, the probability of contamination of soil is only from spillage and road runoff. Provisions have been made in the design for the collection and discharge * of the runoff from the Project road into nearest water bodies through well-designed lateral a drains. Impacts are anticipated only in case of accidents involving large spills of hazardous materials or petroleum products. Monitoring shall be done at the locations where accidents * have occurred and further course of action to reduce the pollution shall be established on a case-to-case basis. No contamination of the soil during operation stage except in case of a accidents is anticipated.

Loss of Productive Top Soil Efforts have been made for the minimization of the use of the soil from good agricultural * soil areas. As far as possible the soil excavated from the roadside will be used for the a construction of embankments and sub grade construction. The borrow areas; construction camp locations; traffic detours during the construction and other construction sites shall be * selected to minimize loss of the agricultural land. To conserve the productive topsoil in a affected areas, the following mitigation measures will be adopted: a* The topsoil from all areas to be restored as agricultural areas shall be stripped a to a specified depth and stored in stockpiles. At least 10% of the temporarily acquired area shall be earmarked for storing topsoil. ** The stockpile shall be designed such that the slope does not exceed 1:2 (vertical * to horizontal), and the height of the pile will be restricted to 2m. * * Stockpiles will not be surcharged or otherwise loaded and multiple handling a will be kept to a minimum and stock pile shall be covered with gunny bags or tarpaulin.

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* It shall be ensured that the topsoil will not be trafficked either before stripping or when in stockpiles.

* To prevent any compaction of soil in the adjoining productive lands, the movement of construction vehicles, machinery and equipment will be restricted to Col as far as possible.

* The stored topsoil will be utilized for; covering all disturbed areas including for the redevelopment of borrow areas after filling and dressing of the slopes of road embankment.

Management of Soil Borrow Areas Selected soil borrow areas have been identified during the design stage of the Project. Most of these borrow areas are local borrow areas, and agricultural fields not in productive use, and where farmers want to lower the level of the land (reduction of energy requirement for the watering and reduce loss of water, nutrients, and fertilizer through the seepage). The detailed list of the borrow areas is given in Chapter 4. The usage of identified soil borrow areas is at the discretion of the Contractor who may use these areas or entirely new set of borrow areas based on the haulage and suitability of materials. Location of source of supply of material for embankment or sub-grade and the procedure for excavation or transport of material shall be in compliance with the environmental requirements of the MoRTH specifications and as specified in IRC: 10-1961. The borrow and spoil volumes are fairly balanced and it is envisaged that the spoil will be used to help reinstate the borrow areas. All requisite precautions will be taken to ensure that productive agricultural lands will not be converted to water ponds except in cases where the land owner so wishes. In this case it will be ensured that land owner obtains permission from the local revenue department for conversion of land use from agricultural to non agricultural purpose. For the effective monitoring of all soil borrow areas approval mechanisms before the opening of the borrow areas, will be made part of the Environmental Management Plan of the construction Contract. Precautionary measures such as covering of vehicles and sprinkling water on haul roads will be taken to avoid dust spillage during transport of borrow materials. The unpaved surfaces used for the haulage of borrow materials will be maintained properly. Since dust generation is the only impact from the operation of the haul roads, regular water sprinkling will be carried for the effective dust suppression. The contractor shall evolve site-specific redevelopment plans for each borrow area location, which shall be implemented after the approval of the Supervision Consultant.

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8.3.3 Water Environment

Impacts on Surface Water bodies At some locations encroachment into wastewater ponds is unavoidable and mitigation measures in the form of protected embankments or retaining walls are specified. General enhancement designs have been provided for ponds that offer scope for enhancement. All the water ponds located along the Project roads are wastewater ponds only. Due to this Project none of the water bodies will be significantly reduced. There is very little chance of polluting these wastewater ponds; however care will be taken to avoid spillage of waste materials into these ponds. To avoid contamination of the various surface water bodies and drainage channels in the vicinity of the construction, close to the streams or other water bodies, construction activities will be avoided during monsoon period. Construction of temporary or permanent devices to prevent water pollution due to increased siltation and turbidity shall be provided in case the works are carried out during the monsoon season. It will be ensured that sanitary wastes will be treated before disposing appropriately. Adequate sanitary measures in labour camps are essential. Various measures that have been proposed for the protection of water quality along the road have been detailed in the following sections. Silt Fencing: Silt fencing will be provided to prevent sediments from the construction site entering into the nearby watercourses. The silt fencing consists of geotextile (MIRAFI 140N or equal) with extremely small openings supported by a wire-mesh mounted on a panel made up of angle frame (Annexure 8.2). Modules of 625 mm each are designed to allow ease of handling and construction. The frame will be installed around stockpiles close to water bodies. The wire-mesh will provide structural stability and the 25x25x3 mm angle section will act as posts for the silt fencing. Length of the silt fencing to be used has been estimated keeping in mind the tentative number of construction sites in each package and the number of roadside water bodies that are likely to be impacted. Length of silt fencing required for each package is presented in Table 8.5. The silt fencing will have to be provided for the canals, streams and irrigation channels where there is possibility of entry of silt into water channels. The probable locations where such structures need to be installed along each road are given in Table 8.6. (For details refer Annexure 8.2)

Table 8.6: Number of Silt fencing proposed

S. Package Nos. of Silt Proposed Length of Silt Fencing in m No. fencing 1 Kharar- Landran- Tepla 3 200 2 Ludhiana- Malerkotla 6 250 3 Phiallur- Nagar 2 50 4 Patiala- Sirhind 0 0 TOTAL 11 500

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Oil Interceptor: Oil and grease from polluting run-off is another major concern. During construction, discharge of Oil and Grease is most likely from work shops, oil and waste oil storage areas, diesel oil pumps, vehicle parking areas from the construction camps. The source is well defined and restricted. Gravity separation technique will be used for the separation of oil and water. Enough detention time is provided to allow oil to float to the surface. For each construction camp one oil interceptor will be constructed. Wastewater contaminated with oils and waste oils and grease will be treated in the oil interceptor to remove all oil and grease spills before discharging appropriately. As far as possible the ground will be leveled in such manner that the wastewater will flow in one direction. The wastewater channels will be constructed with a slope of 1: 150 to ensure that wastewater flows into the interceptor before discharge. Oil and grease of the oil interceptors will be cleaned once in a fortnight from outside by skimming of oil film over the surface. Figure 8.1 provides the details of the arrangement for the oil interceptor for the removal of oil and grease.

AIR INTERCEPTOR

INlAKE _ VEP

INLET v OLUTLET

* ~..SAMPLE

REGULAT-R- & DEVICE 'CCUMULATIONA

L ------, & G ACCUMLILATI ON

Figure 8.1: Oil Interceptor The location of all fuel storage and vehicle cleaning areas will be at least 300 m from the nearest drain/ water body. In addition, the maintenance and repairs of vehicles will be carried out in such a way that contamination of water bodies and drainage channels can be avoided. The slopes of embankments leading to water bodies will be modified and re channeled to prevent entry of contaminants into the water body. Disruption to the other Water users The water required for construction will be extracted from ground water sources in such a manner that there will be very little disruption to the local community. The total quantity required for the Project is about 475 cum/day, of which 192 cum/day for Kharar- Tepla section, 228 cum/day for Ludhiana- Malerkotla section and 55 cum/day for Phillaur-Nagar. Both the ground water and surface water will be used for the Project requirements based on the quality of the water available and required for the Project works. Water from the Consultancy Servicesfor ProjectPreparatory Studies Package 3 PhaseI Punjab State Road Sector Project Page 130 of 158 Final Design Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A) July 2006

surface water sources will be drawn for sprinkling on haul roads and along the Project roads for dust suppression, for adding water to OMC for embankment, subgrade and granular sub base construction. The water will be drawn with the requisite permissions. Ground water will only be drawn after obtaining the consent from the Ground Water Board/ Authority if the water source is located in the regulatory zone and from Irrigation Department for the surface water from the Irrigation channels. No major threat to other water users is expected due to extraction of water from the surface water bodies and the ground water sources as the ground water levels are shallow and surface water availability is good in terms of project requirements. Relocation of Ground Water Supply Sources Due to the proposed Project water supply sources such as tube wells, water taps, hand pumps and wells will be affected (nos. 158), which are located at the edge of the corridor of impact have been saved. Both private and government water supply sources, which are located within the corridor of impact will be relocated before the commencement of the physical construction works. The relocation site will be identified with the consent of the local community for whom the water source is intended. DRAINAGE RELATED ISSUES Summary of Drainage Conditions

* Side ditches of full width shall be made available for flow of water, in the urban and built-up areas. Access to the abutting property shall be by means slabs covering the drains, where such drains are not fully covered, for example, in sparsely built-up areas, along abutting establishments etc. * In flat terrain, ditches serve as storage ponds for the run-off water, which is eventually lost by seepage into the ground and evaporation. The soils are silts and sands, permeability conditions are therefore favourable for speedy infiltration of water.

* On all the corridors, drainage ditches are non-existent in the built-up urban areas. Abutting establishments have also blocked the ditches partially or completely to have access to their property. Kharar-Banur-Tepla

There are 2 areas of surface flooding that affect the road. At km 21+850 the existing old bridge soffit causes the channel flow to be impeded and consequent overtopping of the road and flow into Banur town. The approach and outfall channels are restricted in width and it is therefore necessary to raise the bridge and approach roads, improve the upstream and downstream channel and provide an additional relief culvert to the north of the bridge. The second area of flooding occurs at a low section from Km 30+900. Here the adjacent Ghaggar river floods and overtops the road by up to 40cm. A simple raising of the road has

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been proposed and will divert the flow back into the river course without endangering the embankment stability and reduce flooding to the west of the road at this location. Ludhiana-Malerkotla At one place i.s, km 26+600, the surface flooding that affects the road. Reconstruction with rising of embankment proposed. The existing cross drainage structures are sufficient for cross flow of water. Phillaur-Nagar

At one place i.e, km 2+170, the surface flooding that affects the road. Reconstruction with rising of embankment proposed. The existing cross drainage structures (causeway) is proposed to be replaced with minor bridge. Drainage Design

The principal recommendations that have been applied are: Side ditches of full width shall be made available for flow of water, in the urban and built- up areas. Access to the abutting property shall be by means slabs covering the drains, where such drains are not fully covered, for example, in sparsely built-up areas, along abutting establishments etc. The Details of Lined drains proposed at urban locations are given in Table 8.7.

Table 8.7: Details of proposed Lined drains in urban locations

Name of the place |TFrom To Length (m) Kharar-Banur-Tepla Kharar 0.000 2.220 2220 Santemajra 3.150 3.500 350 Landran 6.400 7.200 800 Bhagomajra 8.565 9.185 620 Banur Junction 22.200 22.500 300 Tepla Junction 39.400 39.530 130 Ludhiana-Malerkotla Gill 5.900 6.800 900 Sarinh 13.000 13.750 750 Dehlon 19.300 20.600 1300 Kupkalan 34.750 35.800 1050 Bhogiwal 37.900 38.400 500 Malerkotla 43.100 45.500 2400 Phillaur - Nagar Phillaur I 0.000 i 0.660 I 660 Nagar 5.500 6.313 813 * Total length of covered concrete lined drains in urban areas of Kharar-Tepla is 4.42km, Ludhiana-Malerkotla 6.9km and Phillaur-Nagar is 1.5km Detailed drainage surveys and hydrological investigations have been undertaken, based on these surveys design of bridges and culverts have been proposed to ensure that the Project road will not obstruct the flow of surface water courses and alter the hydrological setting.

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Some of the existing cross drainage structures will be widened, some will be reconstructed and provisions have been made in the design for additional culverts. Additional culverts will be provided where the cross drainage structures are required for providing the effective draining of the water across the road as determined from the hydrological survey. The details of the cross drainage structures are provided in Annexure 7.1. Construction Stage During construction, all obstructions that may increase flooding or from the construction activities will be removed to ensure free flow of the water in the canals, channels or streams. In sections along water courses, and close to cross-drainage channels, earth, stone or any other construction materials must be properly disposed of so as not to block the flow of water. All necessary measures will be taken to prevent obstruction to cross-drainage at streams, water canals and existing irrigation and drainage systems due to the proposed construction works. Covered drains will be provided in urban areas. For village areas open drains will be constructed and directed to suitable outlets. Provisions for lateral cross drainage structures and lateral drains have been included in the engineering cost. Operation Stage The roadside drains will be cleaned regularly, especially before the monsoon season during the operation stage of the Project to maintain the efficient functioning of the road drainage system.

Working within Water courses While working in watercourses all precautions will be taken for preventing blockage of water channels due to excavation for foundation, piling works, diversion construction. Details of the precautions required for the watercourses are as follows; * Works will be planned in such a manner that the foundations will not started during the monsoon and work will be finished within the scheduled time * Cross drainage works for the irrigation canals will be carried out after due consultation with the Local Irrigation Department and local farmers. * Structures will not be removed before the construction of a new structure unless unavoidable and in such cases diversion for the water courses will be constructed.

* No debris will be dumped in water channel. * After completion of cross drainage works, diversions and wastes near and within the water course will be disposed of away from the water course. * Bentonite slurry pits if used will be located away from the water course and channels made of impervious materials will be used. * After completion of the piling works, bentonite will be disposed of away from the water course.

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8.3.4 Air Environment From the impact analysis it was observed that the expected levels of pollutants emitted from different sources over and above the contribution from back ground sources reflected that major air pollutants of concern are dust and gaseous pollutants. During the construction stage these are generated from construction equipment and from construction plant such as hot mix and stone crushers. The predictions on ambient air quality also reflect that pollutants emitted from vehicles after adopting the required emission standards shall not be of major concern, but the levels of the concentrations will be increased due to substantial increase in the traffic volume over time. For the prevention and mitigation of the pollution from the construction and operation of the proposed Project roads various preventive and mitigation measures have been adopted. Details of the mitigation measures proposed are detailed below. Pre-construction Stage Some of the pollution control measures have been incorporated in the design stage of the Project itself such as new bypass alignments, relieving of congestion in built-up stretches at critical sections, improving road geometry, widening of road to smooth the traffic flow. Construction Stage During the construction stage as mentioned above, there are two major sources: the first one is construction activities at working zones, which cause primarily dust emission and second are from operation of the construction plant, which emit dust and gaseous pollutants. The mitigation measures for the second category shall include control measures like exhaust control and dispersion systems and locating them at a significant distance from nearest human settlement in the predominant down wind direction. The specific measures include: * Vehicles delivering fine materials like soil and fine aggregates shall be covered to reduce spills on existing roads.

* Water will be sprayed on earthworks, temporary haulage and detours on a regular basis.

* Batch type hot mix plants fitted with the bag filter / cyclone and scrubber will be installed for the reduction of the air pollution. * Pollution control systems like water sprinkling and dust extractors and cover on conveyors will be installed for the crushers.

* All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the emission levels conform to the SPCB/CPCB norms. * Air pollution monitoring plan has been delineated for construction phase separately for checking the effectiveness of the mitigation measures adopted during the construction phase of the Contract.

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Operation Stage The prediction of ambient air quality levels obtained using CALINE - 4 indicate that along the all roads predicted concentrations of NOx and CO are within the permissible limits specified for residential and rural areas located within 15 to 100 m of the centre line of the road but the SPM levels exceed the permissible limits. Here it may be pertinent to mention that predictions have been made for the worst-case scenario except for wind speed (wind speed of 2.2 m/ s has been used). Additional measures/proposed are below: * Pollution resistant species, which can grow in high pollutant concentrations or even absorb pollutants, can be planted along the roadside. * Other measures such as the reduction of vehicular emissions, ensuring vehicular maintenance and up-keep, educating drivers about driving behavior / methods that will reduce emissions are beyond the scope of the Project but will be far more effective in reducing the pollutant levels. * Monitoring of air pollution levels at sensitive locations shall be carried out all through the operation stage to check that the pollution levels are within standards prescribed by CPCB. A monitoring plan to this effect has been prepared for all roads separately and is presented in the individual EMPs. The pollution resistant species which are proposed to be planted are given in Table 8.8. Table 8.8: Recommended Pollution Resistant Species to be Planted at Congested Areas S. No Common / English Name Botanical Name Locations 1. Bargad Ficus bengalhensis * Gill Town 2. Neem Azaradichta indica * Maler Kotla Town 3. Imli Tamarindus indica * Kharar Town 4. Siris Albizzia lebeck * B 5. Eucalyptus Eucalyptus globules * Near Junction of 6. Project Mango Mangifera indica Road with NHI 7. Ashok Polyalthia lonigfolia 8. Sisoo Dalbergia sissoo arna 8.3.5 Noise Environment An integrated strategy is proposed for the prevention and control at different stages for the reduction of noise propagation from sources to receptors. The first step is to control emission of noise at the source itself, followed by noise control within the sound transmission path and lastly is the option of protection at the receiving end like construction of the masonry walls. Ideally, one should separate the residential areas from major road links and heavy industries. Noise levels measured during base line studies and predicted noise levels for the operation phase of the Project shall exceed the CPCB standards for some sensitive and rural and residential category of the receptors. At such locations the distance between the roadside receptor(s) and the edge of ROW is too small

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for any significant noise reduction during propagation of noise. Details of noise prevention and control measures for the proposed Project are described in the following sub sections. Construction Stage * The impacts due to noise and vibration will be significant during construction stage where the settlements are located near the road alignment. For the reduction of the noise levels v during the construction stage the following mitigation measures will be implemented. * Noise standards will be strictly enforced for all site vehicles, plants, equipment, and construction machinery. * Machinery and vehicles will be maintained regularly, with particular attention to silencers and mufflers, to keep construction noise levels to minimum. Workers in * the vicinity of high noise levels must wear earplugs/ earmuffs and be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 9OdB(A) per 8-hour shift. ** Construction camps shall be located at about 1000 m from settlement areas. No hot * mix, batching and aggregate crushing plants shall be located within 1000 m on the down wind direction of sensitive land uses such as schools, hospitals etc. In unavoidable circumstances, the time of the operation of the plant shall be limited. * All the diesel generator sets to be used for the Project shall be fitted with the noise * control systems such as acoustic enclosures. v Operation Stage a Noise levels were monitored at various locations along the road covering different land use pattern. Existing noise levels in some of the congested areas were found to be in excess of the relevant standards. Based on the field monitoring and other reconnaissance surveys, a * list of critical locations has been prepared which are likely to be adversely affected as a result of the implementation of the Project. At such locations necessity of providing certain mitigation measures for the attenuation of noise levels is called for. Reduction of noise levels during the operation of the Project can * be effected by the following options: (i) Modifications of the characteristics of the sources of noise generation or (ii) Introduction of an obstruction between source and receptor. As the modification of the characteristics of the vehicles / vehicle components etc, does not fall under the purview of this Project, the second option of the introduction of an obstruction in the form of a noise barrier between the source of noise and the receptor * along the road will be adopted. Different types of noise barriers and applicability is described in this section. Noise barriers: The impacts due to current high noise levels may be critical at the various * urban locations, due to the larger number of receptors and their continuous exposure to *}high noise levels from the traffic. Since safety of vehicles using the road is of paramount importance, a specific clear distance needs to be maintained from the pavement. Hence, the

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only viable option is to provide a shield around the receptor. The noise attenuation can be effected by the adoption of the following types of noise barriers: * Physical barriers in the form of walls, screens etc. * Structural modifications at receptor locations, in form of provision of double- glazing etc.

* Rearrangement of the sensitive locations, through changes in internal planning * Earthern berms between the road and the receptor

* Vegetative barriers in the form of thick screen of vegetation etc. Selection of an appropriate barrier for a location is based on the following factors: * Length and height of barrier for obtaining the required attenuation at the receptor location. * Availability of land for location of barrier without obstruction to cross roads. * Minimum disturbance to ventilation for the adjacent structures. * Structural stability and cost of construction of the proposed barrier. Provisions have been made in the environmental budget for construction of masonry walls for all the sensitive receptors identified along the roads. Number and locations identified for the construction of noise barriers is given in Table 8.9. The design drawing of the noise barrier is given in Annexure 8.3

Table 8.9: Details of Locations of Noise Barrier Proposed

S. No Chainage (Krn) Type of Type of Barrier Length Remark l I Receptor (m) Ludhiana - Malerkotla 1 6.300 School Vegetative barrier 50 Three nos. of tree rows as vegetative barrier 2 14.200 School Vegetative barrier 30 Three nos. of tree rows as vegetative barrier 3 19.400 Hospital Wall barrier 20 Wall barrier of 3.0 m height 4 20.000 School Wall barrier 15 3.0 m height of wall 5 21.400 School Vegetative barrier 15 Three nos. of tree rows as vegetative barrier 6 23.600 School Wall barrier 40 3.5 m height of wall 7 31.350 School Wall barrier 40 3.5 m height of wall 8 32.300 Hospital Vegetative barrier 25 Three nos. of tree rows as vegetative barrier *9 37.500 School Wall barrier 50 3.5 m height of wall Kharar- Banur -Tepla 1. 3.250 School Wall barrier 25 2.5 m height of wall 2. 3.300 School Wall barrier 40 3.5 m height of wall *3. 6.400 School Wall barrier 40 2.5 m height of wall 4. 9.100 School Vegetative barrier 30 Three nos. of tree rows as . _vegetative Phillaur- Nagar barrier 1 0.200 Civil Court Wall barrier | 70 12.5 m height of wall 2. 1 5.600 School Wall barrier | 30 12.5 m height of wall

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S. No Chainage (Ki) Type of | Type of Barrier |Length| Remark Receptor (m) Patiala - Sirhind 1 17.050 School Vegetative barrier 40 Three nos. of tree rows as vegetative barrier 2 25.050 School Wall barrier barrier 30 3.5 m height of wall Apart from provision of the mitigation measures, their effectiveness and further improvement in designs to reduce the noise levels with increase in traffic shall be monitored. A monitoring plan to this affect has been prepared for all the roads and presented in the individual EMPs. The monitoring shall be functional in both construction as well as operation stages.

8.3.6 Construction Camp

8.3.6.1 Layout of Construction Camp The construction camps for labour accommodation, offices and construction plant sites shall be identified based on the following guidelines. The construction site shall be located * At a minimum distance of I km away from any major settlement or village * At a minimum distance of 300m of any major surface water course or body If this is not possible the base camps should be located away from the settlements with the following precautions

l. The base camp should be enclosed with boundary wall. 2. Movement of the workers should be registered during the night time.

3. There should not be any disturbance to the local community. 4. Operation of the plant and machinery should be restricted to 6 am to 10 pm 5. Care should be taken while starting and moving the heavy vehicles, there is a possibility that children of near settlement may be playing with the machinery parked outside the camps.

Typical layout of construction camp is given in Annexure 8.4. 8.3.6.2 Facilities at Workers Camps During the construction stage of the Project the construction Contractor will construct and maintain necessary (temporary) living accommodation and ancillary facilities for labour. It will be ensured that all the temporary accommodation will be provided with uncontaminated water for drinking, cooking and washing. Adequate washing and bathing places shall be provided, and kept in clean and drained condition. Construction camps will be sited away from vulnerable people and adequate health care will be provided for the work force.

Sanitation Facilities: Construction camps shall be provided with sanitary latrines and urinals. Closed drainage systems and the proper treatment systems according to the local conditions should be constructed for the proper flow and effective treatment. The sewage

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system built for the camp will be operated properly to avoid health hazard, ground water and soil pollution. Compost pits will be constructed for the disposal of the garbage and other biodegradable wastes generated from the camps. Proper collection, transportation and disposal of the wastes will be ensured. Slhelter at Workplace: At such workplaces where the duration of the works will prevail for more than one month some form of shelters will be provided for meals, resting, change of clothes and for keeping the tools of the work and personal protective equipment. The height of shelter shall not be less than 3m from floor level to lowest part of the roof. Sheds shall be kept clean and the space provided shall be on the basis of at least 1m2 per head. Canteen Facilities: A cooked food canteen on a moderate scale shall be provided for the benefit of workers wherever it is considered necessary. All the wastes generated from the canteen will be treated/ disposed of as detailed in the other sections of waste disposal. Health Care Facilities: Health problems of the workers should be taken care of by providing basic health care facilities through a health centre set up at the construction camps. The health centre will have at least a doctor (part time), nurses, duty staff, medicines and minimum medical facilities to tackle first-aid requirements for minor accidental cases. Some arrangements will be made with the nearest hospital to refer patients of major illnesses or critical cases. Day Creche Facilities: At construction sites where women with very young children are employed, provision of a day creche shall be provided. At construction sites where 20 or more women are ordinarily employed, a hut for children under the age of 6 years shall be provided. The design layout of construction camp will be provided in the EMP For ensuring the implementation of effective pollution control measures at the construction base camps and construction plant sites, redevelopment/ closure plans for the closure of these sites will be made part of the Environmental Management Plan of the construction Contract.

8.4 NATURAL ENVIRONMENT The environment along the proposed roads shall be enhanced, principally through plantation of various types of shade and ornamental trees along with shrubs and grasses. Landscape strategy has been developed to enhance the visual quality of Project roads. Tree plantations have manifold benefits; they may help in reducing the air pollution levels, especially particulate matter in the surrounding area, marginal decrease of 3 to 4 dB(A) in noise levels may also be expected due to the plantation. The tree plantation will be carried out by the State Forest Department and the progress of the tree plantation will be monitored by the PRBDB.

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8.4.1 Landscaping Strategy for Project Corridor To minimize the felling of trees, the design has been modified at some locations to reduce the corridor of impact by adding concrete drains. The trees that have been saved by alignment selection is shown in Table 8.10. During the construction stage, all precautions will be taken to ensure that the trees outside the Col or those not marked will not be removed. To compensate for the tree cutting, two times of the diverted protected forest area will be afforested in accordance with the Forest (Conservation) Act, 1980. Also additional tree planting along bypasses has also been proposed. Plantation along the right of way will be carried out wherever land is available. Details of the tree plantation are presented in Table 8.10.

Table 8.10: Trees along the Project Roads Description/Project Road Kharar-Tepla Ludhiana-Malerkotla Phillaur-Nagar Total number of trees within Right 11,200 14,190 1,250 -of Way Total number of trees to be cut 7,055 9,365 803 Number of trees saved 4,145 4,825 447 Afforestation to be done 1:2 times 74.2 102.8 10.9 in area (ha.) 7 The following improvements are suggested as part of the Project for roadside landscape and to increase green cover as compensatory measure for the trees cut for the Project. i) Avenue plantations The roadside landscaping suggested aims at not only providing shade but also improving the aesthetic quality of the road. Avenue plantations at a safe distance from the carriageway are suggested all along the rural stretches of the upgraded roads. A concept has been evolved to maintain visual characteristics and uniformity in terms of landscape along the stretch. Various aspects of tree plantation including the plantation scheme, selection of species, implementation arrangements and the plantation schedule will be provided by the Forest Department in due course. The crucial aspects of the Plantation Strategy have been discussed in the following subsections. a) PlantationScheme One or two rows of tree plantation is suggested on either side of the proposed carriageway based on the availability of land. At some locations no tree plantation will be done as the space is not available within the corridor of impact. The first row is proposed to be a shade- giving tree with a broader crown of 7 to l Om. These will be planted at a distance of 2 to 5m from the edge of the proposed shoulder based on the requirement of the clear distance for the safety. The subsequent row of trees, if planted these will be interspersed at 7m c/c with respect to the first row of trees. Tree species with a smaller crown, either fruit giving or ornamental are suggested for the second row. To avoid monotony the species is to be varied after 200m. A spacing of 10m will be maintained for the broader crown species

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while a minimum of 7 m will be maintained for moderate crown trees, to avoid any shoot competition and enable healthy survival of the trees planted. b) Selection of Species A study of the local flora and vegetative cover native to these sections has been carried out as part of the field surveys to enable a choice of the suitable species for the particular section. The criteria for selection of species:

* Indigenous and suited to the soil and rainfall of the area * Hardy and needs no attention after the maintenance period. Pipal and gulmohar are highly recommended species for avenue plantation. Other trees recommended for avenue plantation are Shisam, Neem, Kikar, Arjun, Jamun, Bottle Brush and Amla and will grow well in the State of Punjab, and these trees will provide good shade and some of the trees are fruit bearing trees. There will be some encouragement from the local community in growing the tress. The incidental spaces created from the proposed new alignment may be developed as landscaped green areas. Ornamental and exotic species are recommended for such spaces. These include Cassia marginata - a flowering tree, Acacia auricuriformis- a graceful tree for gardens, Cassiafistula- yellow flowering tree. Shrubs can be planted on the median. The grasses like Khabbal, Dhaulu, Palwan, Sariala and Kahi or any other grass turf suitable to the local conditions will be planted on the embankment slopes, within the right of way and beyond the Corridor of Impact wherever the space is available, enhancement sites and in the round abouts. With the grass plantation the asthetic values of the road will be improved.

c) Tree Plantationalong Bypasses Shrubs / Trees/ will be planted at median / along the 2 new proposed bypasses in Ludhiana- Malerkotla road as part of the compensatory afforestation. One row of the trees will be planted and wherever the space is available. shrubs will be planted at median as antiglares for the road users and increase the aesthetic value of the roads. With due importance to aesthetic value and comfort along a new road, 25 % of the species selected should be flowering species and the rest will be shade providing and fruit bearing species. The selection of species for plantation along bypasses will be same as that of the selected for avenue plantation.

ii) Plantations at enhancement sites The plantation of flowering trees near Religious properties especially enhancement sites will further enhance the site and contribute to vista. Trees like Cassia marginata, nerium species and Delonex regia may be planted in such places. Tall growing varieties with straight stem such Arjuna myrabalam may be planted at selected spots to serve as effective landmarks. General Landscape designs have been provided for the enhancement sites identified in the Project.

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iii) Plantations at junctionsl intersections No trees are planted up to 50m before the intersections so as to achieve clear sight distances. For the intersections, shrubs wi,l be planted at 1.5 m c/c- 2.0 m c/c based on the nature of the shrubs to be planted. Beyond this point only dwarf shrubs are planted. The height of these shrubs will be such that they do not obstruct the view of traffic coming from the intersecting road. The plants recommended for intersections are Celodendron inerme, Antirhinnum, Browallia. Landscaping details of the intersections are presented in EMPs. 8.4.2 Nursery Plan Saplings for landscaping and other plantations shall be raised by the State Forest Department nurseries. More than adequate number of sapling will be raised such that saplings of 1.5 to 2 years old will be available at the time of plantation. The number of shrubs to be raised for planting at intersections, enhancement sites and for any other sites where shrubs can be planted for providing light barrier, reduction of air pollutants, noise in the ambient air and for planting on slopes of the embankments and at bridge approaches. Details of the requirements of the shrubs will be established during the implementation stage of the Project and provisions shall be made in the client budget for the tree plantation. Nursery stock will be provided by the Forest Department and details will be furnished after finalization of the interdepartmental agreement. 8.4.3 Fauna

No endangered species of wild animals are present within the Project influence area. Only domestic animals are observed along the proposed Project roads. In general the crossing of the cattle are not observed on the project corridor during the survey. Some provision will be made for removal of the dead animals from the carriageway during the operation stage. New culverts designed in the bypasses are having vertical clearance of about 2m due to proposed road embankment of 2-2.5m. These culverts may be utilized as under passes for cattle / other domestic animals. In addition to these new culverts in bypasses, culverts at heigh embankment places may also be utilized as cattle/other animal's underpasses. Details of these culverts are given below:

Table 8.11: Underpasses for Cattle/other Domestic Animals Si. No. Road Name Chainage Type

t Ludhiana- Malerkotla 7.450 Underpass *8.20 for Cattle / Domestic Animal 8.80 * 25.26 25.65 226.1 2 Kharar - Tepla Section 20.250 Underpass for Cattle / Domestic 21.33 Animal 21.59

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The construction workers will be educated to inform the higher officer in charge, if they find any wild animals during construction work. The officer in-charge of respective Contractor will report to the forest range office/divisional forest office and will take appropriate steps/measures.

8.5 SOCIO-CULTURAL ENVIRONMENT Relocation of the Religious properties affected by the Project is detailed in the Resettlement Action Plan. Relocation process will be monitored to ensure that all the structures totally affected will be relocated and partially affected will be re constructed as desired by the local community requirements. Enhancements for the relocation sites and at existing sites where part of the structures are affected will be taken up as part of the construction works. One religious structure is affected in full and 10 structures are affected partially due to the proposed Project.

8.6 ENHANCEMENT MEASURES In accordance with World Bank Operative Directives, additional positive actions are encouraged to be taken up as part of the EA process apart from the remedial /mitigation measures that are being proposed to address the negative impacts due to the Project. These positive actions are in addition to several other enhancements that occur inherently because of the very nature of the Project such as improved drainage, pedestrian facilities, prevention of erosion, overtopping and flooding etc., Environmental Enhancements specifically refer to the positive actions to be taken up during the implementation of the Project for the benefit of the road users and the communities living close to Project road. The enhancements will be carried out with the following objectives:

* To enhance the appeal and aesthetics of the Project Road * To generate goodwill amongst the local community towards the Project, by the enhancement of common property resources. Enhancement measures have been suggested for the following environmental components:

* Enhancement of wastewater ponds * Enhancement of Religious properties * Enhancement of Educational institutions

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Enhancement of Wastewater Ponds All the water ponds along the road are waste water ponds. The only criteria to enhance these water bodies are to improve visual view or improved scenic beauty of these waste 0 water ponds. * Enhancements are aimed at improving the present status of wastewater bodies, which can be of more use to the local community. The enhancement includes general landscaping. There will not be much impact on the wastewater bodies present along the road as these wastewater ponds are being used for treating the wastewater of the nearby settlement. For C such community ponds proper edge protection will be given in the form of brick pitching or stone pitching or concrete retaining walls. The typical design of enhancement of wastewater pond is given in Annexure 8.5. Enhancement of Religious Properties The impact on the Religious properties has been minimized while fixing the alignment. * However, the Religious properties, which are being affected will be relocated in * consultation with the villagers. The details of the relocation of the Religious properties have been presented in the Resettlement Action Plan. The scope for enhancement includes the possibility of any further improvement, availability of space for enhancements and the likely benefits for the local community as well as the road users. * The sites having good scenic beauty and ample space for parking and sitting are conceived as potential stopovers. Shading and pleasant views are considered important in such places. The presence of ponds near stopover is considered preferable as it gives pleasant view. The * incidental spaces resulting due to change in alignment of the road are proposed to be developed as landscaped green areas to improve the visual quality of the road. Tree plantations are suggested only at those places where the local people are willing to take 0 care of the trees, as maintenance of trees is a major issue. * Enhancement of Educational Institutes Special safety provisions have been taken into account while planning for such sensitive |* areas. Boundary walls demarcating the site extents of these properties have also been incorporated separating it from other areas, thereby providing proper ambience for education of children. The site is dominated by soft landscape and character has been * retained. Further informal seating under existing trees have also been planned for to continue with the concept of open air schools. Enhancements considered under the Project A total of 14 sites are selected for which generic enhancements will be applicable during the implementation time. 8 sites are in Ludhiana- Malerkotla section, 5 are in Kharar- Tepla section and I in Phillaur- Nagar Section. The locations where the enhancement has e been proposed are given in Table 8.12 and details are presented in Annexure 8.6. The

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enhancement drawings are given in the EMP of each contract package and costs are included in the BOQ.

Table 8.12: Locations of Enhancement Sites

Corridor Name Religious Structure School Waste * Water Pond Enhancement (Nos.) Enhancement (Nos.) Enhancement Ludhiana- Malerkotla (Nos.) 3 2 7 Kharar - Tepla Section 2 2 5 Phillaur- Nagar 1 * Patiala-Sirhind I I 2 1

0 8.7 SAFETY MEASURES

0 8.7.1 Health/Safety Measures for Labors Fist Aid Boxes with first Aid leaflets will be placed at all work places and at least four sets in the each Construction Camp. Some of the workers will be given First Aid training to * treat some of the emergencies at the working zones and at auxiliary sites. Arrangements with nearby health centers and local doctors will be made for treating injuries, which needs attention of specialist doctors. During the construction phase, workers will be provided * personal protective equipments based on the nature of the work. Details of the personal * protective equipment which are to be given to the workers are presented in Table 8.13. * Table 8.13: List of Personal Protective Equipment

S. Part of the Body Personal Protective Equipment No * I Eye Safety Glasses, Goggles 2 Face Face Shields * 3 Nose Nose Masks 4 Head Helmets * 5 Feet Safety Shoes 6 Hands and arms Gloves 7 Bodies Vests 8 Hearing Earplugs, Earmuffs X 8.7.2 Trafric Safety Plans Design Stage

Safety of pedestrians as well as vehicles on the road will be of highest importance and l*adequate measures have been incorporated in the design of the Project. For the safety and l* convenience of the local people, traffic calming measures, reduction of the height of the medians at the pedestrian crossings, traffic control systems and unpaved shoulders for pedestrians in the village areas have been incorporated. The details of traffic calming measures adopted along the project corridors are presented in Table 8.14. 0 a

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Table 8.14: Locations of Traffic Calming Measures Proposed Name Chainage Direction Kharar-Tepla Kharar 2+100 SOUTH END *Santemajra 3+200 BOTH ENDS Bhagomajra 8+700 BOTH ENDS Landran 6+400 NORTH END Saneta 12+600 BOTH ENDS *Darri 15+200 NORTH END Banur 23+400 BOTH ENDS Rajgarh 38+250 BOTH ENDS Ludhiana-Malerkotla Sarinh 13+500 BOTH ENDS Kaind 15+000 BOTH ENDS Saya 17+300 BOTH ENDS Dehlon 20+000 BOTH ENDS Lehra 24+000 BOTH ENDS Kupkalan 35+500 BOTH ENDS Malerkotla 43+000 NORTH END Malerkotla 43+000 SOUTH END Phillaur-Nagar Garha 1+350 BOTH ENDS Burjpukhta 2+800 BOTH ENDS Nagar 5+500 BOTH ENDS Patiala-Sirhind Fagganmaira 12+100 BOTH ENDS Jakhwali 17+000 BOTH ENDS Rurkee 21+000 BOTH ENDS Kharura 25+000 BOTH ENDS Adampur 27+000 BOTH ENDS In addition to above entry/exit gate of the primary schools would be modified. EO, PRBDB will consult with the primary school management and after their consent, main entry will be restricted for vehicles only. Entry/gate of the school for children will be of S shape to avoid accidents. This type of the gate will slow down the speed of school children when they exit form the school and avoid the possibility of accidents due to high speed vehicles plying on the road especially for primary school children. Design of this type of the gate is provided in the EMP. Construction Stage Safety during the construction will be considered as an integral part and high priority element of the road Project. All precautions required will be taken to ensure closure of the road is for minimum period and traffic delay is as limited as possible. It will also be ensured that inconvenience to the road users, community residing near the work site and the work crew and machinery will be minimized. All safety precautions will be ensured during temporary and permanent works for the road construction.

For providing all required safety precautions specific traffic management plans will be prepared and implemented during construction in accordance with the IRC: SP: 55(

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Guidelines on Safety in Road Construction Zones). Some guiding drawings for the general safety measures are provided in the Contract drawings, based on these, site specific traffic management plans will be prepared and implemented during construction stage. 8.7.3 Handling of Petroleum Products Petroleum products such as petrol, diesel, light diesel oil, bitumen and emulsion will be handled, stored and used in accordance with the relevant rules, acts and guidelines to avoid any damage to the environment and reduce the probability of the occurrence accidents. Wastes generated from the use of the petroleum products will also disposed of safely as detailed in the relevant rules, regulations and guidelines. The rules and regulations applicable for the handling of these products are listed below; * Environmental Protection Act, 1986 * Petroleum Act, 1934

* Petroleum Rules, 2002

8.7.4 Accidents involving Hazardous Materials Operation Stage Accidents involving hazardous chemicals will generally be catastrophic to the environment, though the probability of occurrence is very low. Prevention of an accident involving hazardous material is the best way of avoiding negative impacts. The provisions mandated by 'The Hazardous Wastes (Management and Handling) rules, 1989' and "Manufacture Storage and import of Hazardous Chemicals Rules" 1989 under the Environmental (Protection) Act, 1986 will be complied with. Vehicles delivering hazardous substances will be marked with appropriate warning signs. In case of spillage, the vehicle operators will follow the emergency response plan provided in the vehicles

8.8 ENVIRONMENTAL MANAGEMENT PLANS Environmental Management Plans (EMPs) have been prepared for each construction package and will be part of the contract document between the Contractor and PRBDB. It is expected that implementation of all the environmental measures proposed in the EMP are adopted. The implementation actions, responsibilities and timeframes have been specified for each component and adverse impact anticipated. The following sections details the monitoring plan, a comprehensive monitoring system and budgetary estimates for each road.

8.8.1 Monitoring Plans The purpose of the monitoring program is to ensure that the envisaged objectives of the Project are achieved through the mitigation measures and result in desired benefits to environment and population of the local and region, To ensure the effective implementation

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of the EMP, it is essential that an effective monitoring program be designed and carried out. The broad objectives are * To evaluate the performance of mitigation measures proposed in the EMP; * To enhance environmental quality; and * To satisfy the legal and community obligations. Various physical, biological and social components identified as of particular significance * in affecting the environment at critical locations in various stages of the Project have been * suggested as Performance Indicators (PIs). These are listed below and shall be the focus for 0 monitoring.

* Air quality (SPM, RSPM, NOx, S02 and CO;

* Water quality (Physical, chemical and Biological parameters)) * Noise S levels around sensitive locations * Plantation success / survival rate. The monitoring plans during construction and operation stages have been described in * detail in the respective EMP documents for each of the Project roads and summary of * monitoring plan is presented in Table 8.15 & Table 8.16. For each of the environmental components, the monitoring plan specifies the parameters to be monitored; location of monitoring sites; frequency and duration of monitoring. The monitoring plan also specifies * the applicable standards, implementation and supervising responsibilities.

0 S

0 0 0 S 0

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Table 8.15: Environmental Monitoring Plan

Attribute Project Parameter Special Guidance Standards Frequency - Stage Duration Location Implementation Air Construction CO, NOx, SPM, RPM, and High volume sampler to be Air (prevention and Three seasons 24 hours Along the road (refer table no S02 located 50 m from the plant in Control of Pollution) per year Sampling 8.16) PRBDB the downwind direction. Use Rules, CPCB, 1994 Hot mix / batching plant method specified by CPCB for analysis Operation Two seasons Along the road (refer table no in a year for 8.16) PRBDB three years Water Construction All essential characteristics Grab sample collected from Indian Standards for Four seasons Grab Along the road (refer table and some of desirable source no PRBDB and analyse as per Inland Surface Waters per year Sampling 8.16) characteristics as decided Standard Methods for (IS: 2296, 1982) and by the Environmental Examination of Water and for Drinking Water (IS Specialist ofthe CSC and Wastewater :10500 - 1991) PRBDB Operation four seasons Surface water sources for three years Construction Noise PRBDB levels on dB (A) Equivalent noise levels using MoEF Noise Rules, Three seasons Noise scale Leq in Along the road (refer table no PRBDB an integrated noise level meter 2000 per year dB(A) of 8.16) kept at a distance of 15 from day time Hot mix / batching plant edge of pavement and night Equivalent noise levels using time an integrated noise level meter kept at a distance of 15 from edge of pavement Operation Three seasons Along the road (refer table no per year for 8.16) PRBDB three years. Soil Construction Monitoring of Pb, SAR and Sample of soil collected to Threshold for each Four seasons Grab Oil & Grease Along the road (refer table no acidified and analysed using contaminant set by per year Sampling 8.16) absorption spectrophotometer PRBDB IRIS database of Hot mix / batching plant USEPA until national standards are promulgated Operation four seasons Along the road (refer table no for three years 8.16) PRBDB Borrow area Construction As per Guidelines Visual Observation Once in a Borrow area location Contractor Tree Operation As per Rehabilitation Plan plantation stage Quarterly Areas where plantation is PRBDB ______being done

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Table 8.16: Environmental Monitoring Locations Environmental Component Project Corridor Si No. Chainage (Near by) Location Remarks Kharar-Tepla 1 0.400 Kharar town Residential/Commercial 2 22.400 Banur Junction Residential/Commercial 3 39.400 Tepla Residential/Commercial Ludhiana-Malerkotla 1 8.000 Gill Residential/Commercial Air quality 2 19.000 Dehlon Residential/Commercial 3 42.5 Malerkotla Residential/Commercial Phillaur - Nagar 1 1.500 Garha Residential/Commercial Patiala - Sirhind 1 16.500 Jakhwali Residential/Commercial 2 29.400 Sirhind Junction Residential/Commercial Kharar-Tepla 1 6.800 Landran Surface water / Ground water 2 38.500 Rajgarh Surface water / Ground water Ludhiana-Malerkotla 1 6.800 Gill Surface water / Water quality Ground water 2 15.600 Kaind Surface water / Ground 3 42.800 Malerkotal water Phillaur Surface water / Ground water -Nagar I 4.200 Nagar Patiala-Sirhind Surface water / Ground water I 20.600 Rurkee Noise monitoring Kharar-Tepla Surface water / Ground water 1 0.400 Kharar Residential/Commercial 2 19.400 Engineering College Sensitive 3 22.400 Banur junction Residential/Commercial 4 39.400 Tepla Ludhiana-Malerkotla Residential/Commercial I 8.000 Gill Residential/Commercial 2 14.000 Kaind Residential/Commercial 3 19.000 Dehlon Residential/Commercial 4 34.000 Bhogiwal Residential/Commercial 5 42.000 Malerkotla Phillaur - Nagar Residential/Commercial I 0.100 Phillaur Residential/Commercial 2 6.000 Nagar Residential/Commercial Patiala - Sirhind 1 16.500 Jakhwali Residential/Commercial 2 24.200 Educational Institute Sensitive 3 29.400 Sirhind Commercial Soil quality Khara - Tepla 1 6.500 Landran Agricultural 2 38.500 Tepla Agricultural Ludhiana-Malerkotal 1 14.000 Kaind Agricultural 2 33.500 Kupkalan Agricultural Phillaur-Nagar 1 1.800 Garha Agricultural Patiala - Sirhind 1 13.500 Nanadpur kesho Agricultural 2 22.400 Lattur Agricultural

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8.8.2 Reporting System The Monitoring and Evaluation of the management measures envisaged are critical * activities in implementation of the Project. The rationale for a reporting system is based on * accountability to ensure that the measures proposed as part of the Environmental Management Plan get implemented in the Project. The reporting system envisaged as part of the Project is dealt with in detail in Chapter 9. 0 8.8.3 Environmental Budget * An indicative estimate of the cost component involved in mitigation of impacts, 0 enhancements (through landscaping or specific enhancement measures for Religious properties and typical enhancements such as ponds) monitoring and evaluation of various components in pre-construction, construction and operation period has been estimated. A * total of Rs. 118.402 million has been allocated for the environmental management for the * Project roads of Package III. A summary of the environmental budget is presented in Table 8.17. (for details refer Annexure 8.7). Environmental budget for each construction * package is also included in BOQ of the construction contract. 0

0 0 0

0 S

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Table 8.17: Environmental Budget for the Package III Roads

Project Road / Forest Mitigation Monitoring Enhancement Sub Total Contingency Total Cost Total Env. Vehicle Hiriring Grand Total Componant Clearance cost Costs Total ( 5% Training charges for Env. Cost Officer (For all the Roads) for 24 Months

KBT 40,810,000 430,800 723,000 946,510 42,910,310 2,145,516 45,055,826 LM 56,540,000 628,100 775,000 1,551,060 59,494,160 2,974,708 62,468,868 PN 5,995,000 213,500 431,000 383,255 7,022,755 351,138 7,373,893 1,510,000 720,000 118,402,614 PS 0 101,400 582,000 529,960 1,213,360 60,668 1,274,028 Grand Total 103,345,000 1,373,800 2,511,000 3,410,785 110,640,585 5,532,029 116,172,614

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9 INSTITUTIONAL ARRANGEMENTS

9.1 GENERAL The Monitoring and Evaluation are critical activities in implementation of the Project. Monitoring involves periodic checking to ascertain whether activities are going according to plan or not. It provides the necessary feedback for project management to ensure project objectives are met and on schedule. The reporting system is based on accountability to ensure that the Environmental Management Plan is implemented. This chapter summarizes the institutional arrangements, reporting system arrangements and training details for the implementation of the environmental management plan.

9.2 EXISTING INSTITUTIONAL ARRANGEMENTS 9.2.1 Existing Institutional Capacity in PRBDB The Punjab Roads and Bridges Development Board (PRBDB) has been entrusted the responsibility of successful implementation of the Punjab State Road Sector Project funded by the World Bank The PRBDB comes under the Secretary Public Works. Presently, PRBDB is headed by the Chief Engineer. The Chief Engineer is assisted by the Joint Secretary, who is on deputation from the Public Works Department (PWD). Under the Joint Secretary, there are two Executive Engineers and five Assistant Engineers. The Executive Engineers and the Assistant Engineers are also on deputation from the PWD. The existing administrative setup of the PWD and PRBDB is depicted in. The Chief Engineer who is responsible for the successful implementation of the Project. Executive Engineers and his supporting staff as Employers representatives nominated for the project are responsible for the implementation of the Projects under his division. 9.2.2 Other Stake Holders The other stakeholders, who assist PRBDB, include the Design and Construction Supervision Consultant, Contractors and NGOs. 9.2.2.1 Design and Supervision Consultant The Design and Construction Supervision Consultants (CSC) have been appointed to assist the PRBDB for the Project preparation and Construction Supervision of the selected roads during the construction stage. The Environmental Specialist in the Design stage is responsible for the preparation of EA as per the ToR specified in the Contract between the Consultant and Client. The Supervision Consultant will assume the duty of the Engineer during the Construction stage of the project. The Environmental Engineer will be responsible for monitoring of the

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implementation of the environmental management aspects. The CSC will monitor the environmental mitigation measures specified in the Environmental Management Plan specified in Contracts with the assistance of the Environmental Specialist. Responsibilities of the CSC's Environmental Specialist are given in Box 9.1. Box 9.1: Major Responsibilities for Environmental Specialist of Supervision Consultants The PSRSP financed by the World Bank, integrates environmental and social issues in the planning and design of the Roads. An Environmental Management Plan (EMP) has been prepared for each construction package and is integrated in the Technical Specification and Contract Documents. The prime duty of the Environmental Specialist is to monitor the implementation of the EMP by the Contractors and to ensure that the day-to-day construction activities are carried out in an environmentally sound and sustainable basis. Principal Duties * Supervise the implementation of the EMP by the Contractors. . Hold regular consultation meetings with the environmental engineers Contractor of PRBDB and * Organize periodic environmental training programs and workshops Contractors, for the staff of the Construction Supervision Consultants and the PRBDB. * Develop guidelines of good practices to assist the Contractors in implementing the EMP. * Monitor the periodic environmental monitoring (air, noise, water, etc.) programs to ensure compliance with the statutory requirements. * Prepare and submit regular environmental monitoring and implementation progress reports

9.3 NEED FOR FURTHER STRENGTHENING There is a need to strengthen the PRBDB unit by inducting manpower, as there are three packages with many contract packages going on simultaneously. It has been estimated that the present resources of the PRBDB will be extremely stretched due to overlap of construction activities. It is therefore, recommended that one deputy project director for each construction package should be appointed. Additionally, social and environmental managers need to be inducted to assist Project Director.

9.4 PROPOSED INSTITUTIONAL CAPACITY 9.4.1 Proposed Setup for PRBDB

It is proposed to strengthen the PRBDB for effective implementation of the Project. The PRBDB will be headed by the Project Director who will have the overall responsibility for the implementation of the entire project. A Deputy Director will be appointed who will report to the Project Director and assist him. A Project Monitoring Cell will be set up in the PRBDB, which will act as the Contract Management Unit (CMU) and will be responsible for execution of the Projects. Project Execution Units will be set up under the supervision of the Contract Management Unit for each Contract Package. It is suggested that three Project Execution Units (PEUs) will be set

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up for Package III. Each PEU will be headed by an Executive Engineer (EEs) * and supported by two Sub Divisional Engineers (SDEs). * It is proposed that an Environmental Management Plan Implementation Unit (EMPIU) and * a Social Development and Resettlement Cell and will be set up within each PEU. v The EMPIU will have an Environmental Expert who will be responsible for monitoring the implementation of the EMP with the assistance of the Environmental Specialist of the Construction Supervision Consultants (CSC) and the Contractor. The Environmental Expert * will be assisted by two Environmental Engineers. The EMPUI of PEU will assist the CMU v and the Project Director and will interact with State Pollution Control Board (SPCB), State Forest Dept., NGO & various Committees for addressable of environmental issues. In the * PRBDB Head Office, there will be an Environmental Officer within the Project v Management Information System Unit who will assist the Project Director on the environmental matters and also interact with the CMU, PEUs and its EMPIUs. The proposed set up for implementation of PSRSP is given in Figure 9.1. PRBDB * | Project Director

* ESDRC Deputy Project Director NODALOFFICERS Project NManager (Coordination) | * Revenue Dept., etc. Figue/ Projecstitanager (Environment) A

9 h Projec tanager(Social) iEn%ironment -: >G

*Excuiv Enginee*r

| * Figure 9.1: Institutional / Implementation Arrangements * The supervision con~~Sultnt wiinlasm tEnLpowersadrpoiblteofheEgnrfr | * 9.4.2 Other Stakeholders

| * 9.4.2.1 Construction Supervision Consultants * The supervision consultants will assume the powers and responsibilities of the Engineer for each of the Package and assist the PRBDB in implementation. It is recommended that CSC should have the following capacities/ capabilities. 0

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It is expected that the supervision consultants will have the necessary capability to supervise the implementation of the environmental measures proposed in the EMP * The CSC to be selected through International Contract Bidding (ICB)/ National Contract Bidding (NCB) are expected to have the in-house capacity to advise on and supervise the implementation of the EMP * The CSC should have capacity for making decisions regarding applicability of enhancement design options and any modifications, if needed. CSC will appoint a full time Environmental Specialist for this package. 9.4.2.2 Contractor

For the construction of the roads the Construction Contractors will be appointed under the ICB/ NCB system based on the cost of the project and required technical expertise. The Construction Contractor is responsible for the physical implementation of the mitigation measures proposed in the Environmental Management Plans (EMP). To ensure the effective implementation of the EMP, the EMP will be made as part of the Contract Document between the Construction Contractor and Client. It follows that the Contractor has environmental/social expertise to incorporate environmentally sound construction methods. Though each Contractor will have a set-up for executing works specified in the EMP, it is expected that a certain portion of its staff will have enough environmental awareness necessary for the successful completion of the works entrusted. 9.4.2.3 NGOs

For the implementation of Resettlement Action Plan (RAP), NGOs will be appointed. NGOs shall be appointed immediately after the finalization of the RAP to complete all Resettlement and Rehabilitation activities before starting the physical implementation of the Project. It is advisable to appoint the NGOs who has local working knowledge and acquainted with the Word Bank procedures.

9.5 ENVIRONMENTAL REPORTING SYSTEM Environmental monitoring will involve regular checking of the environmental management issues detailed in the EMP and to ascertain whether the mitigation measures are going according to the EMP along with the progress of the works. It provides the necessary feedback for Project management to keep the program on schedule. The Details of the environmental reporting system are in EMP for this package.

9.6 OPERATIONALIZATION

Operationalization of the environmental setup for this project would involve identification and appointment of staff for the project from the Department and procurement of design S- Consultancy Services for Project PreparatoryStudies Package 3 PhaseI Punjab State Road Sector Project Page 156 of158 Final Design Report BCEOMin JVwvithAARVEE ENVIROVMENTAL IMPACTASSESSMENT(VOLUME V-A) Jluly 2006

and supervision consultants, NGOs, Contractors and other agencies responsible * for implementation. These aspects are detailed below; * 9.6.1 Appointment of Staff * Staff including one Environmental and Social Specialist has been appointed for the * successful implementation of the project. * 9.6.2 Construction Supervision Consultant (CSC) The PRBDB has awarded the design and construction supervision consultancy to the same Consultancy firm. 9.6.3 Contractors

One Contractor for each package of the works will be appointed through the ICB/ NCB * contracting systems based on the cost and technical capabilities required for the project execution.

* 9.7 TRAINING

* The basic objective of giving training to different Stakeholder is to enhance their capabilities for implementation of Environment Management and Monitoring Plan. It is * recommended that training be given at least 4 times both offsite and on site * > Before Start of Construction Work * > During Construction * During Construction * .During construction at site Before de-mobilization of Contractor |> After Construction before Start of Monitoring * The training modules have been developed. * Si. No. Training Recipients Mode of Environmental Aspects to Training Training be covered in training I Conducting modules Agency SESSION-I (BEFORE START OF CONSTRUCTION WORK Module-I Staff of PRBDB (Nodal Level), Lecture Overview. Need and Value staff of CSC, CSC PWD/ CMU Sessions, of Environment engineers, Engineering Staff of Presentation and Assessment contractor and collaborating discussion - Government agencies Module-II Staff of PRBDB (Nodal Level), Lecture Institutional Set Up staff of CSC CSC, PWD/ CMU Sessions, Role and Responsibility engineers, of Engineering Staff of Workshops & Stake Holders * contractor and and collaborating Presentation Contractual obligations Government agencies. * Module-Ill Staff of PRBDB (Nodal Level) Lecture Overall generic involved in the CSC project, staff of Sessions, Environment Issues, * CSC, PWD engineers involved in Workshops & Regulations & Statuary construction, contractor, and Presentation requirements and

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Si. No. Training Recipients Mode of Environmental Aspects to Training Training be covered in training Conducting modules collaborating Agency Government Mitigation Measures agencies SESSION -4[I Module-IV Staff of PRBDB (Nodal Level), Lectures; Project related Project staff of CSC, CSC PWD / CMU Demonstration related environmental engineers, Engineering Staff of sessions issues and contractor mitigation and other concerned measures agencies. Module-V Staff of PRBDB (Nodal Level), Group Environmentally Sound staff of CSC, PWD CSC / CMU Discussions and Construction Management engineers, Engineering Staff of action plan for & Environmentally, contractor. the project Sustainable operations of Highways Module-VI Staff of PRBDB (Nodal Level), Lectures; Group Supervision staff and CSC of CSC, PWD / CMU Discussions Monitoring, engineers, Reporting Engineering Staff of Formats contractor. Module for Training during Construction Module-I Staff of PRBDB (Nodal Level) Lecture Implementation of involved in the project, CSC staff of Sessions, Environment Management CSC, PWD engineers involved in Presentation & Plan, Environmental construction, contractor Workshops Friendly Construction Methodology and Workers Safety during Construction Module-Il Staff of PRBDB (Nodal Level) Lecture Interactive discussion, CSC involved in the project, staff of Sessions, Monitoring and Reporting CSC, PWD engineers involved in Workshops & System construction, contractor Presentation I_I Module for Traini g during Construction at Site Module-I PWD / CMU engineers, Staff of Lecture Environmental Friendly CSC, All Staff of contractor CSC Sessions, Construction Methodology Workshops & and Workers Safety Presentation Module-Il PWD / CMU engineers, Staff of Practical on Site Safety Practices CSC 1CSC, All Staff of contractor. I_I Module for Training before Contractor Demobilization Module-I PRBDB Staff, PWD/ CMU Lecture, Restoration of Site CSC engineers, Staff of CSC, Presentation Engineering Staff of Contractor. Sessions Module-1l PRBDB Staff, PWD/ CMU Lecture Reporting engineers, Formats for CSC Staff of CSC, Sessions, Restoration Engineering Staff of Contractor Presentation, Workshop and lesson learned After Construction before Start of Monitoring Module-I PRBDB Staff, PWD/ CMU Lecture Environment Monitoring CSC engineers Sessions, Presentation and Workshop Module-l1 PRBDB Staff, PWD/ CMU Lecture Reporting Formats CSC engineers Sessions, Presentation, Workshop 0.

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V PROPOSEDCENTRE LINE

28000 (MINIMUM) 1500 -50 - VARIES 1000 1500 021 TOE 7250 1ns DRAIN Df NSHOUJLDER ; N PAVED 7250 PROPOSED 1500 1000 CARRlAGEWAY NEdLW PROPOSED VARIES ROPSE CARRIAGEWAYD SHOULDER

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-son rwfcra O - c- FE- )anoa DEVELOPMENT BOARD ORGNO FSRSF/FS/TC-02 BCEOM in JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 4.1 July 2006

Annexure: 4.1

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Figure 2: Wind Rose Diagram for Ambala IMD Observatory

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, 173 Hur.i

5NLS~ ~ "-5F '

| Annual Windrose Diagram

Figure 3: Wind Rose Diagram for Ambala (5.30 PM) IMD Observatory

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Table 1: Locations of Streams and Canals

Name of the Project road Chainage Remark

6+100 Stream Kharar-Tela 7+600 K a p Stream 15+500 Stream 21+850 Stream 12+433 Minor Canal 15+614 Major Canal 16+286 Minor Canal 18+317 Minor Canal Ludhiana-Maler Kotla 20+796 Minor Canal 21+790 Minor Canal 26+395 Major Canal 29+793 Minor Canal 31+578 1+342 Minor Canal 6+479 Patiala-Sirhind Minor Canal 17+462 Minor Canal 28+174 Major Canal Phillaur-Nagar 2+080 Stream

Table 2: Details of Wastewater Ponds along the Project Roads

Name of the Project road Location (Km) Side

6+800 RHS 14+600 RHS 19+500 RHS Ludhiana- Malerkotla 20+000 LHS 21+350 * LHS 23+400 RHS 27+500 l LHS 2+000 LHS 6+400 Kharar RHS - Tepla Section 9+000 * LHS 14+400 RHS 23+100 LHS Phillaur- Nagar 2+950 LHS *Patiala-Sirhin 24.725 LHS

S Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page 1 of I Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A): ANNEX 4.3 July 2006

Annexure 4.3 List of Ground Water Sources along with Project Roads Kharar-Banur-Tepla Tubewells Cbainage Handpumps Side Distance from ECL ChRinage 1+006 Side Distance from ECL RHS 8.91 0+423 1+138 RHS 10.3 RHS 15.50 0+453 1+150 RHS 11.4 RHS 15.42 0+582 1+187 RHS RHS 9.0 13.38 - 0+708 2+821 RItS 6.8 RHS 10.50 1+081 2+823 RHS RHS 9.7 8.19 1+148 RI-iS 2+862 RHS 14.3 20.26 1+152 RHS 2+866 RHS 13.1 19.18 1+254 RHS 3+626 RIS 20.2 14.95 1+899 RHS 5+435 RHS 14.4 13.13 1+979 RHS 5+480 RHS 11.4 23.78 2+036 R-H S 7+221 RHS 32.0 14.16 2+054 RHS 7+466 RHS 7.2 9.05 2+086 RHS 7+821 RHS 8.5 13.92 2+824 RHS 8+571 RHS 8.8 16.14 3+235 RHS 9+132 RHS 12.0 10.84 3+282 9+217 RHS 12.0 RHS 17.39 3+365 9+404 RHS 9.7 RHS 17.87 3+442 9+573 RHS 10.1 RH-S 18.90 4+565 9+576 RHS RHS 21.8 15.56 4+788 RHS 9+603 RHS 8.9 12.33 5+332 RHS 9+779 RHS 20.1 19.52 5+348 10+150 RHS RIS 15.2 26.78 5+359 RHS 10+729 RHS 15.5 15.12 5+479 RHS 12+331 RHS 12.5 21.84 5+490 RHS 12+332 RHS 13.3 17.59 6+301 RHS 13+719 RHS 8.8 20.77 6+318 RHS 14+118 RHS 16.0 16.23 6+461 RHS 14+119 RHS 8.8 16.53 6+582 RHS 14+748 RHS 10.2 13.91 6+649 RHS 14+912 RHS 10.9 18.41 6+651 RHS 14+913 RHS 10.5 13.70 6+657 RHS 15+145 RHS 11.5 19.75 6+827 RHS 15+218 RHS 33.8 18.88 6+946 RHS 21+485 RHS 28.90 8.6 7+221 RIS 10.3 22+242 RHS 17.90 7+278 RHS 14.9 22+308 RHS 8.17 8+553 RHS 18.7 22+811 RHS 14.88 8+689 RHS 13.2 25+406 RHS 20.12 8+711 RHS 6,9 28+187 RHS 23.81 8+911 -RHS 9.6 28+585 RHS 17.99 9+000 RHS 7.6 32+842 RHS 21.41 9+106 RHS 10.9 33+073 RHS 14.61 33+076 9+574 RHS 16.8 RHS 14.15 10+089 33+076 RHS 20.2 RHS 15.83 10+735 33+078 RHS 5.8 RHS 18.32 12+337 33+293 RHS 10.6 RHS 13.69 12+692 35+821 RHS RHS 13.0 14.75 12+766 RHS 37+750 RHS 9.4 13.81 12+861 RHS 37+750 RHS 12.2 12.37 13+581 RHS 37+753 RHS 12.79 15.8 13+805 RHS 21.4 39+034 RHS 9.66 14+115 RHS 15.4 ECL: Existing road centre line

Contd....

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project I of 2 Final Design Report SCEOM in JV with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A): ANNEX 4.3 July 2006

Hand u ps Chainage Wells Side Distance from ECL 14+315 Chainage Side Distance from ECL RHS 12.98 0+264 14+749 RHS RHS 12.83 17.45 3+483 RHS 15+258 RHS 14.53 1132 15+266 RHS 6+853 RHS 15.63 12.70 13+144 15+281 RHS RHS 4.45 18.06 13+438 15+336 RHS RHS 16.11 16.49 15+140 15+387 RHS RHS 18.67 19.83 15+571 RHS 15+988 RHS 7.39 17.27 20+465 RHS 14.76 16+931 RHS 15.64 19+062 20+467 RHS 12.78 RHS 15.49 20+468 19+347 RHS RHS 14.62 10.74 33+347 19+354 RHS RHS 13.89 7.31 35+565 RHS 21+445 RHS 8.02 16.13 37+752 RHS 14.57 21+875 RHS 13.75 22+214 RHS 23.05 22+235 RHS 13.79 22+351 RHS 15.35 22+433 RHS 6.98 22+880 RHS 14.18 23+389 RHS 12.21 23+501 RHS 14.33 23+510 RHS . 8.79 23+590 RHS 11.67 23+602 RHS 9.07 24+188 RHS 18.31 24+341 RHS 18.21 24+716 RHS 19.90 27+652 RHS 11.74 28+841 RHS 8.88 30+630 RHS 18.95 33+015 RHS 14.31 33+508 RHS 18.87 35+301 RHS 16.87 35+333 RHS 16.58 35+564 RHS 9.33 37+476 RHS 12.25 37+703 RHS 9.31 38+202 RHS 6.91 38+262 RHS 13.82 38+470 RHS 14.29 38+572 RHS 13.53 39+487 RHS 8.51

ECL : Existing road centre line

Consultancy Services forPrnfect Preparatory Studies Package Punjab State Road 3 Phase 1 Sector Project 2 of 2 Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 4.3 July 2006

List of Ground Water Sources along with Project Roads Ludhiana-MNalerkotla 0pen Wells Hand Pumps Existing Chainage Distancefrom ECL Side Existing Chainage Offset from ECL Side 8+491 20.89 RHS 6+062 17.04 RHS 14+554 21.50 RHS 6+418 14.66 RHS 15+433 9.74 RHS 6+512 12.32 RHS 15+852 25.53 RHS 6+543 15.48 RHS 15+876 18.24 RHS 6+976 9.74 RHS 16+056 16.56 RHS 7+490 4.49 RHS 16+263 22.82 RHS 7+816 26.63 RHS 16+545 20.83 RHS 7+920 13.77 RHS 17+259 22.04 RHS 8+215 14.64 RHS 17+612 19.35 RHS 8+318 29.68 RHS 18+218 19.01 RHS 8+493 15.55 18+654 15.94 RHS RHS 8+659 14.08 RHS 18+871 18.80 RHS 9+299 12.52 RHS 19+917 16.28 RHS 9+303 15.46 22+403 27.56 RHS RHS 9+320 9.75 23+124 20.37 RHS RHS 9+330 12.92 23+309 18.62 RHS RHS 10+058 12.03 23+380 17.16 RHS RHS 10+466 22.31 25+127 14.55 RHS RHS 10+791 15.25 26+736 19.96 RHS RHS 10+800 13.50 26+748 15.98 RHS RHS 10+807 14.38 27+179 17.79 RHS RHS 10+842 9.65 27+301 17.46 RHS RHS 10+843 11.42 27+804 20.08 RHS RHS 10+846 15.52 28+980 15.71 RHS RHS 10+967 12.55 29+126 22.76 RHS RHS 10+988 13.11 RHS 30+804 17.61 RHS 11+007 13.72 RHS 31+790 18.10 RHS 11+145 14.80 RHS 32+601 16.30 RHS 11+565 16.01 RHS 32+614 18.27 RHS 11+598 13.45 RHS 32+800 15.64 RHS 12+105 21.01 RHS 33+069 15.76 RHS 12+141 16.62 RHS 34+533 20.71 RHS 12+446 8.98 RHS 35+187 13.42 RHS 12+622 15.68 RHS 41+097 14.14 RHS 12+716 15.39 RHS 41+773 21.41 RHS 12+732 16.31 RHS 43+463 14.20 RHS 12+747 15.96 RHS 43+474 14,06 RHS 12+842 11.04 RHS 12+870 17.98 Tube Wells RHS 12+894 18.01 Existing Chainage Offsetfrom ECL Side RHS 12+944 12.56 RHS 7+385 4.99 RHS 12+981 15.85 RHS 17+687 18.93 RHS 13+002 11.20 RHS 27+272 22.61 RHS 13+024 12.36 RHS 32+352 22.57 RHS 13+035 13.44 RHS 32+756 9.10 RHS 13+042 10.14 RHS 41+768 19.35 RHS 13+097 10.12 42+817 9.71 RHS RHS 13+138 43+022 18.18 RHS 21.08 RHS 13+141 44+998 132,43 RHS 8.71 RHS 13+156 16.11 RHS ECL: Existing Road Centre line

Contd.... !

Consuhuncy Seivices foProPed Pmparetary StudiesPackage 3 PhaseI Punjab State Road Sector Pmojet I ola Final Design Report BCEOM in JV withAARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUMEV-A): ANNEX 4.3 July 2006

Hand Pumps Hand Pumps Existing Chainage Distancefrom ECL Side Existing Chainage 13+202 DistancefrontECL Side 11.37 RHS 22+576 13+264 15.40 RHS 13.89 RHS 23+195 13+268 17.31 RHS 12.51 RHS 23+455 13+592 16.96 RHS 10.29 RHS 23+497 13+598 14.34 RHS 9.54 RHS 23+603 14+500 14.69 RHS 16.24 RHS 23+609 14+650 15.25 RHS 11.89 RHS 23+660 14+695 15.10 RHS 18.24 RHS 23+733 14+776 15.45 RHS 8.42 RHS 23+804 14+783 16.11 RHS 7.43 R.HS 23+871 14+851 8.49 RHS 6.81 RHS 23+902 14+856 22.01 RHS 13.38 RHS 24+132 15+227 10.49 RHS 21.81 RHS 24+282 15+660 7.92 RHS 31.55 RHS 24+423 15+870 12.35 RHS 10.09 RHS 24+674 16+103 11.85 RHS 21.18 RHS 24+755 16+242 10.30 RHS 9.27 RHS 24+855 16+266 9.81 RHS 11,11 RHS 24+887 16+476 8.38 RHS 15.61 RHS 24+900 16+816 57.43 RHS 13.60 RHS 24+939 16+831 8.69 RHS 12.20 RHS 24+956 16+842 6.67 RHS 12.25 RHS 25+060 16+880 123.75 RHS 10.28 RHS 25+070 17+748 114.47 RHS 9.17 RHS 25+104 18+025 13.24 RHS 15.08 RHS 25+144 18+178 16.79 RHS 17.26 RHS 25+472 18+653 12.13 RHS 13.07 RHS 26+095 18+681 20.98 RHS 13.89 RHS 26+139 18+923 19.06 RHS 9.25 RHS 26+442 18+995 16.40 RHS 15.84 RHS 26+786 19+001 10.25 RHS 12.09 RHS 27+003 19+116 9.37 RHS 16.08 RHS . 27+539 19+176 8.88 RHS 15.89 RHS 28+089 19+199 9.56 RHS 15.13 RHS 28+150 19+257 12.45 RHS 16.57 RHS 28+460 19+294 12.16 RHS 12.65 RHS 28+661 19+375 9.58 RHS 42.08 RHS 29+329 19+397 8.65 RHS 9.68 RHS 29+339 19+459 12.15 RHS 12.11 RHS 29+363 19+595 9.79 RHS 10.74 RHS 29+750 19+794 9.23 RHS 8.36 RHS 29+847 19+809 10.70 RHS 9.37 RHS 29+912 19+827 9.31 RHS 12.48 RHS 29+956 20+117 9.74 RHS 13.00 RiHS 29+961 21+028 19.28 RHS 7.93 RHS 30+052 21+342 8.92 RHS 17.64 RHS 31+401 21+409 8.60 RHS 8.19 RHS 31+886 21+624 12.16 RHS 16.91 RHS 32+292 21+793 18.61 RHS 13.40 RHS 32+681 22+467 11.45 RHS 17.04 RHS 32+773 ECL: Existing Road Centre line 7.64 RHS

Contd....

Consultency Services for PrJed PreparatoryStudies Package 3 Phase 1 0 PunjabState Road Sector Projeac 2 ot`3 Final DesignReport

9 8CEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 4.3 July 2006

Itand Pumps Hand Pumps Existing Chainage Distancefrom ECL Side Existing Chainage Distancefrom ECL Side 33+950 10.21 RHS 43+089 13.32 RHS 34+473 8.53 RHS 43+135 8.13 RHS 34+480 10.21 RHS 43+742 8.78 RHS 34+632 1418 RHS 43+845 8.40 RHS 34+699 13.89 RHS 44+182 9.72 RHS 34+719 13.50 RHS 44+333 56.78 RHS 34+747 16.76 RHS 44+342 12.83 RHS 34+781 6.44 RHS 44+374 33.45 RHS 34+789 5.19 RHS 44+529 12.49 RHS 34+797 49.07 RHS 44+529 9.60 RHS 34+847 8.86 RHS 44+697 10.74 RHS 34+883 8.63 RHS 44+971 11.27 RHS 34+892 10.78 RHS 45+001 135.27 RHS 35+020 9.54 RHS 45+013 17.05 RHS 35+132 13.62 RHS 45+139 9.57 RHS 35+828 8.00 RHS 35+831 10.13 RHS 36+256 12.00 RHS 36+502 10.92 RHS 36+594 11.53 RHS 36+833 9.35 RHS 37+305 12.15 RHS 37+670 14.75 RHS 37+846 3.52 RHS 38+750 13.00 RHS 39+290 13.92 RHS 39+385 12.75 RHS 39+451 11.97 RHS 39+768 11.28 RHS 39+965 13.21 RHS 40+377 8.20 RHS 40+494 11.17 RHS 40+643 5.20 RHS 40+822 7.96 RHS 41+169 14.61 RHS 41+481 10.59 RHS 41+553 11.05 RHS 41+576 10.70 RHS 41+760 11.57 RHS 41+824 17.05 RHS 42+380 9.94 RHS 42+518 10.26 RHS 42+596 11.61 RHS 42+604 11.76 RHS 42+833 9.36 RHS 42+867 16.87 RHS 42+891 17.50 RHS 42+917 22.22 RHS 43+002 7.73 RHS 43+009 19.82 RHS ECL: Existing Road Centre line

Consultancy Services (hrProject PrepartorySdies Package 3 Phase i 5 Punjab State Road Sector Project 30r3 Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A): ANNEX 4.3 July 2006 List of Ground Water Sources along with Project Roads Phillaur-Nagar Chainage Side Distance from ECL Chainage Side Distance 2+299 'tH3 - from ECL 33.53 0+004 RHS 2+528 LHS 10.77 12.05 0+038 RHS 3+911 RHS 9.78 6.81 0+563 RHS 6+115 LHS 6.95 16.12 1+382 RHS 9.80 1+503 RHS 11.15 1+510 RHS 10.45 1+543 RHS 10.26 List of wells along Phillaur-Nagar Road 1+559 RHS 10.73 IChainage | Side | Distance from ECL | 1+577 RHS 13.05 3+213 RHS 13.33 1+623 RHS 9.85 1+988 RHS 8.98 2+145 RHS 11.49 2+216 RHS 9.70 2+952 RHS 10.68 4+391 RHS 7.88 4+409 RHS 7.92 5+161 RHS 15.02 5+416 RHS 9.81 5+568 RHS 6.91 5+694 RHS 8.07 5+993 RHS 5.13 6+019 RHS 5.93 6+089 RHS 5.25 6+213 RHS 6.77 6+311 RHS 16.26

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project I of I Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACrASSESSMENT (VOLUME V-A):ANNEX 4.3 July 2006 List of Ground Water Sources along with Project Roads l'atiala-Sirhind

Tube Wells Chainage S i-dei DistancefromECL Handpumps Chainage Side Distance rornECL 1+882 RHS 15.29 1+334 RHS 25.93 2+039 RHS 9.80 1+337 RHS 13.89 2+712 RHS 12.59 1+374 RHS 12.64 4+344 RHS 22.75 1+712 RHS 9.56 4+344 RHS 21.06 1+930 RHS 11.20 4+346 RHS 23.07 1+993 RHS 11.29 5+076 RHS 15.00 2+046 RHS 16.70 5+084 RHS 11.75 2+089 RHS 13.87 5+195 RHS 12.79 2+118 RHS 14.31 5+204 RHS 15.90 2+318 RHS 12.08 9+176 RHS 29.95 2+494 RHS 11.59 12+614 RHS 23.68 3+057 RHS 9.12 12+615 RHS 20.75 3+804 RHS 13.62 12+615 RHS 21.88 4+202 RHS 37.91 12+839 RHS 9.46 4+399 RHS 24.49 16+191 RHS 11.35 4+460 RHS 11.72 16+539 RHS 20.44 4+980 RHS 9.46 16+717 RHS 13.74 6+511 RHS 9.81 16+978 RHS 17.99 7+371 RHS 11.91 17+346 RHS 15.73 7+488 RHS 56.31 18+391 RHS 15.86 7+592 RHS 12.73 18+393 RHS 16.83 8+759 RHS 15.17 18+934 RHS 9.56 8+913 RHS 7.79 19+136 RHS 14.43 9+179 RHS 8.56 19+138 RHS 12.35 10+172 RHS 10.57 19+141 RHS 11.37 10+675 RHS 10.81 20+267 RHS 16.57 11+319 RHS 11.25 20+269 RHS 16.82 11+396 RHS 11.18 20+594 RHS 15.70 11+959 RHS 8.91 21+212 RHS 14.55 11+967 RHS 12.00 21+216 RHS 13.06 12+008 RHS 11.14 22+103 RHS 9.16 12+221 RHS 13.06 23+407 RHS 10.16 12+512 RHS 19.51 25+313 RHS 15.90 12+634 RHS 13.43 27+036 RHS 15.79 12+668 RHS 17.23 J_27+090 RHS 14.86 12+840 RHS 11.21 13+109 RHS ECL: Existing Centre line 7.84 13+852 RHS 57.40 13+887 RHS 11.58 14+740 RHS 8.57 16+734 RHS 7.97

* Contd

Consuttancy Services forPnroect Preperatory StudiesPackage 3 PhaseI PunjabStale Road Sector Projscti I of 2 FinalDesign Report BCEOM inJV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUMEV-A): ANNEX 4.3 July 2006

Hand_ Pumps Wells Chainage Side Distancefrom Chainage Side Distanicefrom ECL 16+739 RHS 9.91 1+404 RHS 24.00 16+786 RHS 10.75 3+725 RHS 15.60 17+031 RHS 10.18 3+738 RHS 15.47 19+080 RHS 9.33 9+189 RHS 14.36 19+938 RHS 8.19 9+596 RHS 13.66 20+000 RHS 14.70 12+529 RHS 15.00 20+563 RHS 7.96 12+615 RHS 19.69 20+570 RHS 12.85 13+789 RHS 24.06 20+655 RHS 13.13 16+542 RHS 16.80 20+676 RHS 11.55 16+977 RHS 16.75 20+702 RHS 11.72 17+040 RHS 15.82 20+714 RHS 7.69 17+343 RHS 15.22 20+720 RHS 8.72 17+755 RHS 13.05 20+731 RHS _8.29 18+003 RHS 14.87 20+741 RHS 56.29 19+636 RHS 16.37 20+744 RHS 7.85 19+639 RHS 15.93 20+755 RHS 8.11 20+271 RHS 14.09 20+777 RHS 9.55 20+587 RHS J 16.11 20+830 RHS 9.98 27+091 RHS 14.46 21+212 RHS 11.67 23+186 RHS 13.07 23+741 RHS 19.98 24+805 RHS 7.71 24+873 RHS 14.75 24+984 RHS 10.67 .25+059 RHS 11.98 25+069 RHS 31.43 25+086 RHS 9.06 25+145 RHS 10.68 25+178 RHS 11.65 25+179 RHS 10.93 25+205 RHS 10.55 26+814 RHS 21.37 26+844 RHS 7.35 27+024 RHS 14.98 27+286 RHS 8.14 28+098 RHS 16.08 * 28+459 RHS 23.22

ECL: Existing Centre line

Consuhtncy Services or Project Preparatory Studies Package 3 Phase1 Punjab Stale Road Sector Project 2 of2 Final Design Report BCEOMin JVwithAARVEE ENVIRONMENTALIMPACTASSESSMENT(VOLUME V-A):ANNEX4.4 July 2006

ANNEXURE 4.4: Locations of Borrow areas

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Figure 4: Kharar - Landarn - Banur - Tepla

Consultnncy Servicesfor Project Preparatory Studies Punjab Package 3 Plhnse I State Road/Sector Project Page 2 of 2 Final Design Report BCEOMin JVwithAARVEE ENVIRONMEiNTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 4.5 July 2006

Annexure 4.5: Project Roads and Locations of Sources for Material

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Consultancy Services for Project PreparatoryStudies Package 3 Phase!I Punjab State Road Sector Project Page 1 of]I Final Design Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A):ANNEX4.6 July 2006

Annexure 4.6: Details of Flora Present along the Project Roads * Common Name Species * Trees Kikar * Acacia nilotica Shisham Dalberhgia * Eucalyptus sisoo Eucalyptus hybridis Am * Mangifera indica Jamun Syzygiun communi Pipal * Ficus religiosa Guava Guajava Garna Caroissaspinarum Gandhala * Murra yakoenigil Akk Jpomea gossypiolides Kikar Prosopisjulifera * Siris Albizzia lebbek * Jaman Syzygium communi Tun Cedrela toona * Neem Azadirachta indica Amaltas Cassiafistula Jacranda Jacrandaovalifolia * Kachnar Bauhinia variegata Bottle Brush Callistemon vimnalis * Gulmohar Delonix rigia Amla Emblica officinalis Bohar Ficus bengalensis Jhingan Lanea grandis moharukh Arjun Terminalia arjuna * Khajoor Phoenix sylvestris Semal Salamalia malbarcia Sagwan Tectona grandis * Shrubs Garna Caroissaspinarum * Karir Caparisdecidua Hins Capris zeylanica Gandhala * Murrayakoenigil Malla Zizypuhs nummularia Jhau Artemesia spp * Bhang * Cannabissativa Jindu Xanthium stumarium Panwar * Cassia tora Jangli Mirch Capsicumfruitscens Akk Ipomea gossypiolides Grasses * Khabbal Cynondon dactylon Dhaulu Chrysopogonfulvus Palwan Dicanthium annulatus Sariala Heteropogon contortus Kahi * Saccharum spontaneum Dib Typha elephantiana

Consultancy Servicesfor Project PreparatoryStudies Package 3 Phlase I PunjabState Road Sector Project Page I of I 0 FinalDesign Report BCEOMin JVwithAARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME-V-A): ANNEX 4.7 July 2006

Annexure 4.7: Details of the Fauna Present along the Project Roads S.No Common Name Scientific Name BIRDS 1 Brahminy Myna Sturnus pagodarum 2 Cattle egret Bubulcus ibis 3 Ceylon Hoopoe Upupa eppops 4 Common Sandpiper Tringa 5 Cooton hyoleucos Teal Nettapus coromandelianus 6 Crimsonbreasted Barbet Mgliaheamacephala 7 Deccan Black Robin Saxicoloides fulicata 8 Grey Heron Ardea cinerea 9 Grey Wagtail Motacilla cinerea 10 Indian Golden oriole Oriolus orilus 11 Indian Grey Shrike Lanius excubitor 12 Indian House Crow Corvus spiendens 13 Indian House Sparrow Passerdomesticus 14 Indian Large Cuckoo Shrike Coracinanovaehollandiae 15 Indian Little Brown Dove Streptopelia senegalensis 16 Indian Magpie-Robin Copsychus saularis 17 Indian Myna Acridotheres tristis 18 Indian Peafowl Pavo cristatus 19 Marsh Harrier Circusaeruginosusaeruginosus 20 Pariah Kite Milvus maigrans 21 Pied Crested Cuckoo Clamatorjacobinus 22 Rain Quail Coturnix coromandelica 23 Scavanger Vulture Neophron percnopterus 24 Southern Crow Pheasant Centropus sinensis 25 Southern Spotted Owlet Athene brama 26 Southern Tree Pie Dendrociltavagabunda 27 White Browed Bulbul Pycononolus luteolus 28 White Thoated Munia Lonchura malabarica 29 Indian Spotted munia Lonchura punctulata Ma mmals 1 Bandicoot Rat Bandicotaic 2 Black napped Hare Lepus nigricollis 3 Common Mongoose Herpestes edwardsi 4 Five stripped Palm Squirrel Funambulhs Pennanti 5 Grey Musk Shrew Sunsuc murinus 6 Indian Field Mouse Mus booduga 7 Indian Porcupine Hystrix indica 8 Scaly Ant Eater Manis crassicaudata 9 Short Nosed Fruit Bat Cynopterus Reptiles sphinx 1 Common Garden Lizard Calotes versicolor 2 Common Indian Monitor Varanus bengalensis 3 Tree Snake Dhndrelaphis tristis 4 Indian Chameleon Chameleon zeylanicus 5 Indian Cobra Naja naja 6 Snake Skink Ripoa punctatc 7 Trinket Snake Elapha Helena

Consultancy Servicesfor Project Preparatory Studies Package 3 Pi ase I Punjab State Road Sector Project Page I of I Final Design Report BCEOMin JVwithIAARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANVEX 4.8 July 2006

Annexure 4.8: Details of the Cultural Properties along the project Corridor

Project Road Type Chainage Side from C/L m Area Temples 0+031 LHS 7.61 9 0+508 LHS 12.12 148 1+060 - RHS 8.98 595 13+311 LHS 18.46 5 17+556 * RHS 15.21 982 18+297 LHS 18.85 568 19+362 Kh Banur RHS 8.99 20 arar- -Tepla 20+558 22+422 RHS 14.69 54 RHS 50.00 19 23+275 * RHS 23.00 15 24+394 LHS 17.00 17 37+036 RHS 9.44 19 Gurdwaras - - - Mosques - - - Dargahs 3+395 * RHS 12.95 4 27+645 LHS -7.59 18 * Temples 13+593 RHS 15.14 25 14+829 * LHS -10.25 150 16+949 * . RHS 15.38 10 18+638 RHS 16.88 25 19+700 * LHS 10.1 100 20+080 RHS 16.11 50 21+032 * RHS 11.32 758 21+338 LHS -12.19 50 21+348 * LHS -19.84 4000 21+3.76 * LHS -10.38 10000 21+405 RHS 13.86 25 23+182 * LHS -22.60 150 23+505 RHS 15.49 100 24+159 * LHS -12.24 50 40+476 Ludhiana- RHS 11.16 100 Malerkotla 44+562 LHS -12.00 1000 Gurdwaras 6+630 * RHS 16.13 750 16+249 LHS -15.22 2820 19+549 * LHS -13.60 1325 21+096 LHS -16.66 1207 21+113 * LHS -16.45 4000 27+139 * LHS -9.73 1088 28+618 LHS -10.63 40 35+837 * RHS 12.92 600 Mosques 41+553 RHS 15.63 600 43+667 * RHS 10.12 25 44+909 LHS -12.68 25 Dargahs 21+418 LHS -14.98 25 28+089 * RHS 12.46 150 42+591 LHS -14.21 500 42+904_ LHS -21.58 50 Consultancy Servicesfor Project PreparatoryStudies Package 3 Ptase Punjab State Road Sector Project I Page I of 2 Final Design Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 4.8 July 2006

Project Road Distance Type Chainage Side from C/L (m) Area Temples 6+826 LHS 15.00 225 8+626 RHS 15.00 20 12+595 LHS 13.00 30 15+815 RHS 12.00 500 Patiala- Sirhind 27+017 LHS 21.00 10 27+017 LHS 25.00 20 Gurdwaras 1+300 LHS 15.00 22000 Mosques - - - Dargahs

Temples - - - Gurdwaras 3+000 LHS 18.00 1000 5+555 RHS 10.00 1250 Phillaur- Nagar 5+915 RHS 10.00 400 6+000 RHS 6.00 200 Mosques - - - Dargahs

Consultancy Servicesfor Project PreparatoryStudies Package 3 Plhnse I Punjab State Road Sector Project Page 2 of 2 FinalDesign Report BCEOMin JVwithAARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUMEV-A):ANNIEX4.9 July 2006

Annexure 4.9: Details of Educational Institutions and Hospitals along project roads Project Road Type Chainage Side Distance Area(m2) Educational Institutes 0+400 RHS 11 .00 1600 3+239 RHS 9.60 300 3+311 LHS 18.00 750 6+423 LHS 6.30 2200 7+204 RHS 45.00' Kharar- 32000 Banur - 9+113 LHS Tepla 12.00 1500 19+000 RHS 13.70 40000 Hospitals 0+478 LHS 12.00 582 0+482 RHS 18.00 300 0+623 LHS 13.00 400 6+806 LHS 18.30 80 Healthcare Facilities 0+315 LHS 20.00 250 Educational Institutes 6+000 LHS 15.00 30000 6+400 LHS 20.00 7500 8+080 RHS 16.00 20000 13+210 RHS 17.00 1500 14+200 LHS 17.00 7500 19+900 RHS 12.00 600 20+000 RHS 11.00 2000 21+275 LHS 12.00 2000 22+300 RHS 18.00 2000 23+586 LHS 15.00 2000 28+000 LHS Ludhiana- 12.00 5000 28+620 LHS 11.00 Malerkotla 4000 31+315 LHS 14.00 5000 32+300 LHS 14.00 5000 37+513 RHS 12.00 2000 37+800 RHS 13.00 5000 42+300 LHS 16.00 7500 Hospitals 14+200 RHS 17.00 600 19+250 RHS 19.00 300 19+300 RHS 20.00 1300 19+400 LHS 15.00 4000 43+320 LHS 13.00 450 45+000 RHS 15.00 14000 Healthcare Facilities 43+030 LHS 22.00 50 Patiala- Sirhind Educational Institutes 1+556 LHS 10.00 1500 1+680 RHS 11.00 2000 3+356 LHS 22.00 1000 8+780 RHS 12.00 3200 15+851 RHS 13.00 1500 16+640 LHS 13.00 3000 17+037 LHS 14.00 1500 24+176 LHS 13.00 450 24+810 LHS 13.00 750 25+006 LHS 13.00 2000 26+926 LHS 15.00 2000 Consultancy Servicesfor Project PreparatoryStudies Package3 PhaseI Punjab State Road Sector Project Page 1 of 2 Final Design Report BCEOMin JVwithAARVEE ENVIRONMENTAL IMPACT ASSESSMENT(VOLUME V-A): ANNEX 4.9 July 2006

Project Road Type Chainage Side f stanceLm Area(m2) Hospitals 16+603 RHS 13.00 500 Healthcare Facilities

Educational Institutes 5+588 RHS 11.00 1500 Phillaur- Nagar Hospitals 5+969 LHS 6.00 250 Healthcare Facilities 5+3 60 RHS 11.00 200

ConsultancyServicesfor Project PreparatoryStudies Package3 PhaseI Punjab State Roadl Sector Project Page 2 of 2 Final Design Report BCEOM in JV with AAR VEE ENVIRONVMENTAL IMPACT ASSESSMENT (VOL UME V-A): ANNEX5 .1 July 2006

Annexure 5.1: Details of Stakeholders Local level Consultations Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch. Kharar-Banur-Tepla January 10, 2006 Kharar * Widening options l Widening should * Restricted concentric (Participants - 25 Km 0.0 * Shifting of Shrine take place in widening nos.) * Traffic existing available * The local people have Congestion space only and on agreed to relocate the * Road Safety both sides shrine * Drainage * Assistance for * Traffic congestion will problem relocation of shrine reduced due to * Noise pollution . Safety should be widening the section considered * Traffic calming * Mentioned about measures adopted for non functional of the safety and existing drains and provision for required proper pedestrian crossings drainage system * Provision for lined Provision for concrete drains on both minimising sound sides at Kharar particularly near settlement (about 2 km schools length). Noise barrier (Brick wall) proposed at Km 0.500 near along the school. January 12, 2006 Santemajra * Widening options m Widening should * Concentric widening fr (Participants- 15 Km 3.0 * Road Safety take place in existing a length of 700m with nos.) * Drainage available space only no land acquisition in problem and on both sides Santemajra settlements * Noise pollution * Safety should be area considered * Traffic calming * Drainage should be measures adopted for provided the safety * Provision for * Provision for lined minimnising sound concrete drains on both particularly near sides in Santemajra schools settlements area. a Noise barrier (Brick wall) proposed along primary school at Km 3.300.

Conisultancy Servicesfor Project PreparatoryStudies Package 3 Phase I Puwijab State Road Sector Project Page I of 6 Final Design Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPA,CT ASSESSMENT (VOLUME V-A): ANNEX 5.1 July 2006

Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch.

January 22, 2006 Landran * Widening options * People are in favour a Concentric widening for (Participants - 35 Km 6.5 * Enhancement of of widening of the avoiding congestions nos.) bus bay existing road as it a Bus bay provided to . Road safety will ease congestion. meet the demand at Km * Drainage * Demands additional 6.400 * Noise pollution space for the bus stop a Traffic calming as existing is not measures adopted for sufficient the safety * Concerned about * Provision for a length of safety issues and 1km lined concrete drainage. drains on both sides in Landran settlement to overcome drainage problem. * Noise barrier (Brick wall) proposed near to school to avoid noise pollution which affected the school children. 2 3 rd January, Saneta * Widening options m People welcomed the * Concentric widening 2006 Km 12.6 * Provision of Bus idea of widening of n Bus bay provided (Participants - 15 at bays the existing road as it Saneta nos.) to meet the * Road safety will ease congestion. demand Demands for road * Traffic calming safety and bus stop measures adopted for the safety

2 h January, Banur 4 * Traffic * People expressed - Junction improvement 2006 Km. 22.4 congestion about accident prone at km. 22.400 to reduce (Participants -25 * Road safety area near to junction. the nos.) congestion and free measures flow of traffic. * Junction * Traffic calming improvement measures adopted to - cover the safety issues. 24th January, Rajgarh * Widening options * People are agreed for a Traffic calming 2006 Km.38.25 * Road Safety widening. measures adopted (Participants - 20 to * Dust pollution * Concerned about cover nos.) the safety issues. accidents. * After widening / Road * Villages raised the condition improvement, problem of dust air pollution will be generation due to bad minimised * in the project condition of the road. area. Ludhiana - Malerkotla

Consultancy Servicesfor Project PreparatoryStudies Package 3 Phase I Punjab State Road Sector Project Page 2 of 6 Final Design Report BCEOMzn JV with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOL UME V-A): ANNEX 5.1 July 2006

Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch. 25t January,2006 Gill L Traffic congestion * Different alignment * Bypass proposed in Gill (Participants - 40 Km 8.0 L Issue of Bypass options were settlement nos) X Drainage problem discussed. People are * Adequate nos. of . Pond affected in favour to bypass culverts and Siphons this stretch due to provided at regular congested road and intervals especially in traffic problems. bypass section to avoid People demanded any problem for adequate numbers of irrigation CD structure to for Proposed enhancement connection of water for pond in the starting channel for irrigation section of Gill bypass. purpose on bypass alignment 25 tJanuary, Sarinh * Curve * The villagers agreed * Traffic calming 2006 Km 13 improvement for widening if they measures adopted for (Participants - 15 * Compensation got proper the safety nos.) issues compensation for Provision for 500 m * Road Safety land and properties long lined concrete * Drainage * Concerned about drains on both sides in * Busbay drainage and safety Sarinh settlement to * Need for improve drainage. improvement of * Bus bay proposed at curve Km 12/900 for Sarinh settlement * Provision for curve I improvement

ConsultancyServicesfor ProjectPreparatory Studies Package 3 PhaseI PunjabState Road Sector Project Page 3 ol 6 FinalDesign Report BCEOM in JV with AAR VEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A): ANNEX 5.1 July 2006

Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch. 27t January, Dehlon * Traffic congestion * People are against * Short realignment 2006 Km 20 * Issue of bypass and agreed proposed with minimum (Participants - 15 realignment widening the existing acquisition of nos.) * Gurudwara Land road Gurudwara land to * Traffic safety * Minimum land of mitigate the traffic * Drainage Gurudwara shall be congestion and reduce * Bus bay taken environmental * Noise pollution * Concerned about pollution. Safety, drainage. * Traffic calming measures adopted for the safety Provision for 1.5 km long lined concrete drains on both sides to overcome drainage problem. * Busbay proposed for Dehlon settlement * Noise barrier (Brick wall) of 15m long and 3m height is proposed along the hospital to avoid noise pollution 27rd January, Pohir * Widening options * Need of Bypass as * 1.4 km long Bypass 2006 Km 25 and Bypass the road passes Proposed to avoid (Participants - 15 * Irrigation for through the congestion and improve nos.) agricultural lands congested village and road geometry to avoid especially in sharp curve (S shape) accidents due to sharp proposed bypasses exits in the curve (S shape) in Pohir Bypass settlement section Adequate nos. of cross * Replacement value prone to accidents drainage structures have for the irrigation In the case of bypass been provided assets affected adequate nos. of Improved existing road * Improvement of cross drainage in Pohir settlement also village road structures should be village road and * Approach roads to provided to maintain drainage the Bypass irrigation facilities for agricultural purpose. * Improvement of existing road and ., drainage in Pohir settlement

Consultancy Servicesfor Project PreparatoryStudies Package 3 Phase I Punjab State Road Sector Project Page 4 of 6 Final Design Report BCEOM in JV with AAR VEE ENVIRONMENTAL lMfPACT ASSESSMENT (VOL UME V-A): A/NNEXS5.1 July 2006

Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch. tIhJanuary, 2 8 Maler Kotla * Widening option * People feel that 2006 a Both side widening Km 45 * Traffic congestion upgradation of road (Participants proposed to minimise - 30 * Provision of road would be beneficial nos.) the social impacts safety measures for better business a Junction improvement * Drainage opportunities. proposed * Accident rate will be * Traffic calming reduced measures adopted to * travel time will also address some of the be reduced. safety issues Concerned about - 3 km long concrete safety and drainage cover drains are proposed on both sides in Malerkotla town Phillaur - Nagar 13tlh January, Phillaur * Widening option * People are in favour * Both side widening, 2006 Km.0.3 * Junction of widening and o Junction (Participants - 20 improvement improvement junction and busbay proposed. nos.) * By bay improvement. * Concrete cover drains * Drainage * Demanded for are proposed on both **Noisepollution improvement in sides * Tree cutting busbay, drainage a Noise barrier (Brick system wall) of 70m long and * Provision for 3.5m height is proposed reduction in noise along the civil court to level near court area. minimise noise * Afforestaion against pollution tree cutting * As per the Forest Conservation Act, 1980, Net present value for diversion of forest land and amount for compensatory afforestation will be paid to Punjab th _ Forest Dept. 13th January, Nagar * Widening options * Concerned about * Traffic calming 2006 Km 6.0 * Provision of road drainage and safety. measures adopted to (Participants - 20 safety measures nos.) address some of the * Drainage safety issues * Concrete cover drains are proposed on both sides along the Nagar settlement

Patiala - Sirhind

Consultancy Servicesfor Project PreparatoryStudies Package 3 Phase I Punjab State Road Sector Project Page 5 of 6 Final Design Report BCEOM in JV with AAR VEE ENVIRONMENTAL IMPA CT ASSESSMENT (VOL UME V-A): ANNEX 5.1 July 2006

Date Name of the Issues discussed Outcome Mitigation Measure and no of village and (Designs) participants Ch.

17' January, Gunimajra * Widening options * People are very much * The project road 2006 Km.15.9 is * Road safety in favour of Road proposed (Participants - for improvement due to 15nos.) rehabilitation, hence concern of economic there is no widening development and recommended reduction in accident rate 175' January, Jakhwali * Widening options * People are in favour * Traffic 2006 calming km.17.1 * Road safety of Road (Participants measures adopted to - 10 improvement nos.) cover the safety issues. * People are concern for road safetyv 18r January, Rurkee * Traffic congestion * Villagers are in 0 Traffic calming 2006 Km. 20.8 * Road safety favour for the road (Participants measures adopted to - 15 improvement nos.) cover the safety issues. proposal. a People are concern for road safety

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0;11 BCEOM in JVwitIi AAR VEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUM'E V-A): ANNEX 7.1 July 2006

PHILLAUR- NAGAR ROAD

- Chooge t0Dlo0 Levrelo n Eitg Vent Dertoo W fdeongfrom E0't,,ng Rood Edqe |Prposed Rood o t-,rg Ptopooeo | -oe Propooed Proposed Lo-ot-o CD Type Hegh. Proposed * Porope | Roodeoy Tolol W,denmg Lt Rot ISpooLt h o Ro 1 Opp o L o R d-h .... -5+228O 5/' 242 GS 2;9 893 SD C | 1t | 25D I-0D0 2590 I 537 1413 2 600 C2 KW2Weo hIL 5+9 Ct6OR+909 | 5/2 245 10 244042 679 OIL RC 100 m to tI6 070D 321D IC696 1 4 00 Cl RWI No NLL er8or 76 t Jo

Consultancy Servicesfor ProjectPreparatory Studies Package3 Plhase I Punjab State Road Sector Project Psgeport Dign ort BCEOM in JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 7.2 July 2006

Annexure 7.2: Details of the Trees to be cut along project roads

* LHS RHS Chainage Girth * (km) 30-60 60-90 90-180 180-270 >270 30-60 | 60-90 90-180 180-270 >270 Ludiana - Mater Kotla 6.000 1 4 4 7 0 11 7 6 1 0 9.000 62 38 27 4 2 68 31 15 3 2 * 10.000 124 92 33 9 . 1 67 41 17 5 1 11.000 113 65 24 5 1 146 64 25 9 0 * 12.000 38 18 35 4 4 63 66 46 9 4 13.000 17 48 63 10 o 4 47 110 2 0 * 14.000 12 18 47 10 4 20 28 28 4 15.000 2 1-0 7 16 3 2 23 21 * 24 3 3 16.000 65 31 28 1 2 94 94 31 3 1 17.000 loo 90 28 5 0 107 93 46 10 0 * 18.000 70 45 35 23 2 45 37 35 17 1 19.000 1 5 9 6 o 5 18 25 6 7 * 20.000 5 7 44 10 0 16 17 39 7 0 21.000 59 26 31 11 3 52 42 31 4 2 - 22.000 127 32 18 19 6 113 77 37 21 1 * 23.000 63 10 23 11 6 13 19 36 16 3 24.000 2 10 29 5 0 7 8 45 7 0 26.000 9 11 10 8 1 0 7 35 5 2 27.000 32 15 57 6 o 3 20 92 14 1 C) 28.000 123 13 33 2 1 42 14 46 4 1 29.000 70 11 19 0 0 12 17 29 0 1 * 30.000 112 88 83 4 0 60 59 47 4 0 31.000 100 53 102 10 0 60 32 81 15 0 * 32.000 112 32 62 6 0 65 43 51 7 0 33.000 152 46 36 5 o 80 66 69 6 0 * 34.000 66 32 39 7 1 77 47 41 7 1 35.000 99 25 12 0 0 69 81 21 2 0 * 36.000 157 61 11 1 0 103 74 17 1 0 37.000 55 5 16 2 0 61 54 21 7 0 * 38.000 143 17 28 12 2 67 29 22 5 1 39.000 85 12 30 5 2 45 14 23 5 1 0 40.000 42 10 26 5 1 46 25 39 - 0 0 41.000 39 17 36 10 3 39 23 31 7 1 42.000 8 5 8 17 3 26 16 14 13 1 * 43.000 5 7 19 3 1 9 0 37 8 0 44.000 7 6 4 3 0 18 12 10 1 0 * 45.200 o 2 17 5 0 0 0 15 5 0 Total 2285 1014 1142 254 48 1736 1343 1337 243 37 * Phillaur-Na ar . . 0 10 22 25 0 0 12 7 22 8 I * 1 9 8 [ 17 3 3 5 5 18 5 0 2 1 28 28 45 11 0 15 34 27 7 0 * 32 124 33 42 7 1 9 42 19 7 6 4 58 28 20 s 2 44 21 18 3(

0 Consultancy Servicesfor Project Preparatory Studies Package 3 Pbase I Punjab State Road Sector Project Page I of 2 Final Design Report BCEOM in JVwithAARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 7.2 July 2006

LHS Chainage RHS Girth (km) 30-60 60-90 90-180 180-270 >270 30-60 60-90 90-180 180-270 >270 5 2 3 8 8 2 0 6 6 1 0 6 0 0 0 0 0 0 0 2 1 0 Total 131 122 157 34 8 85 115 112 Kharar - Tepla 32 7

0 11 6 9 7 1 3 6 7 2 1 5 1 16 5 1 10 12 22 2 5 I 4 24 17 2 9 7 29 17 2 3 17 12 18 16 27 8 20 6 2 4 87 27 25 13 1 56 25 23 12 4 5 94 22 17 2 1 77 18 17 13 6 75 37 36 3 60 27 14 1 7 59 19 21 8 85 15 24 17 1 8 84 20 14 19 1 55 12 15 13 2 9 63 20 18 18 1 76 17 19 13 3 10 50 16 18 29 3 65 32 17 17 1 11 38 18 44 25 4 34 15 27 12 12 14 10 12 10 2 20 22 19 4 1 13 31 41 61 10 50 76 85 4 1 14 19 14 61 12 9 23 86 7 15 16 25 20 2 1 17 23 36 8 16 11 28 34 1 12 30 23 3 17 11 23 30 10 11 23 50 4 18 18 18 18 3 6 12 21 3 1 19 53 26 20 1 28 37 29 20 5 86 28 20 2 75 32 27 4 21 93 36 28 10 85 25 29 3 22 73 8 5 2 7 1 8. 23 58 60 70 1 18 10 6 1 24 107 24 26 - 66 18 4 25 60 25 11 4 65 23 5 26 56 14 15 15 4 6 27 22 9 12 - 3 2 3 28 17 6 10 4 1 10 29 17 2 16 2 21 30 43 14 30 10 6 14 31 7 8 35 7 3 23 32 45 20 17 1 77 24 15 33 61 37 8 124 57 29 1 34 30 10 1 95 39 17 4 35 53 11 21 2 67 41 27 6 36 43 31 25 1 22 11 9 37 51 11 5 1 4 3 2 38 40 15 5 25 26 4 1 39 57 51 23 25 Total 1775 807 876 235 18 1504 791 842 187 20

Consultancy Servicesfor ProjectPreparatory Studies Package3 PhaseI Punjab State Road Sector Project Page 2 of 2 Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A) ANNEX 7.3 July 2006

Annexure 7.3: Kharar to Tepla - Specieswise trees to be cut ___LHS Chainage Dek Eucalyptus Sisham Toot IKikkar Arjun RHS ISrihin Nee Pipal Others' Total Dek Eucalyptus Sisham Toot Kikkar 0 9 4 10 Arjun Srihin Neeml Pipal Others' Total 6 1 4 34 5 1 3 1 1 4 11 3 3 4 1 2 2 2 1 5 28 14 19 5 2 29 2 2 5 _____ 1 6 50 1 13 47 1 27 4 3 5 29 7 8 7 ___ 3 1 21 64 1 5 8 63 6 1 11 4 4 20 45 20 1415 7 2 12 6 14 63 8 2 29 153 4 2 29 34 5 48 4 16 1 5 13 2 14 120 30 18 27 4 1 4 136 44 2 22 17 __ 6 50 10 41 29- 4 22 9 2 7 125 4 1 6 8 153 49 25 8 3 7 11 6 35 27 9 4 3 3 7 102 1 13 5 107 7 _____ 25 33 ____ 8 4 7 26 50 5 30 1 26 1 19 142 1 1 44 138 17 21 9 17 32 10 __ 3 1 13 97 57 18 4 6 1 17 120 22 10 28 2 49 15 9 2 13 7 3 6 128 46 22 3 2 4 _ 11 116 27 44 39. 1 11 5 32 59 9 116 1 3 5 13 132 ___ 7 129 5 12 32 27 12 9 12 4 11 12 _____ 0 88 2 2 8 48 13 9 20 13 12 16 16 4 14 3 ___7 66 14 __ ___81 143 15 124 9 3 7 __ 14 33 43 56 - 2_ 216 30 106 83 21 15 11 4 ___6 125 20 35 __ 1 3 5 64 4 27 1 __ 16 9 1 64 42 3 2 5 84 0 74 __ _ 9 17 59 _ _0 2 72 0 74 68 18 1 8 76 2 2 0 88 2 1 35 6 3 1 8 57 4 19 3 3 20 3 5 6 2 1 1 50 28 1 16 100 43 20 62 33 2 __2 9 23 14 26 44 6 2 99 12 136 9 43 8 23 39 21 3 65 4 12 52 11 4 1 138 18 13 167 5 36 2 22 26 68 3 __2 142 6 1 81 88 ______9 23 1 11 8 22 7 16 147 189 3 1 2 9 24 78 14 13 31 1.19 35 21 157 63 1 6 19 25 44 43 12 - -0 89 1 100 8 69 10 6 26 4 52 13 15 __ 0 9.3 __ 1 85 1 16 1 7 27 ___11 0 25 10 13 6 3 43 28 1 2 4 6 6 15 __1 3 9 29 __10 29 __ 1 4 15 1 16 17 __ 35 ______20 30 _____32 3 0 2.3 52 __3 87 14 13 31 ___38 3 30 10 2 50 ______28 32 5 - - - 0 33 22 42 __19 83 ___21 90 33 5 8 6 6 63 131 116 __ T 106 12 _ 34 3 __ 3 43 11 126 6 1 1 8 211 4 2 29 ___3 41 4 ____ 1 11 17 35 27 5 24 28 116 2 2 2 155 1 2 87 19 _ 36 4 12 _____ 28 86 1 5 2 141 29 47 3 6 101 6 3 ____ 10 23 37 ___11 8 0 42 10 18 19 ___3 69 ___ __ 2 2 38 2 __ _ 2 5 5 9 6 34 10 __1 60 39 ___ _ 86 30 1 ______56 2 48 1 56 2 108 ______161 Total 282 91 868 39 27 2 2 48 77 594 81 59 1763 3711 29 27 669 32 67 695 136 94 30 208 3328

I [LHS I RStTta IDead _0 12 5 [Date Palm 229 10 2 *Amaltas, Bargad, Kassod, Pilkhan, Papri, etc.)

Consultancy Services for Project Preparatory Studies Package 3Phase I Punjab State Road Sector Project l ofl Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V): ANNEX 7.3 July 2006

Annexure 7.3: Ludhiana to Maler Kotla: Species wise trees to be cut LHS Chainage Dek Eucalyptus - RHS Sisham Toot Kikkar Arjun Srihin Neem Pipal Others* Total Dek Eucalyptus Sisham Toot Kikkar Arjun Srihin Neem PipaI Others* Total 6 3 0 3 9 4 0 0 4 0 2 25 2 0 6 4 2 0 0 9 44 0 14 0 2 0 16 9 2 1 0 8 2 39 119 27 1 12 10 70 0 25 17 0 2 6 2 41 133 6 30 6 0 0 0 2 17 131 173 0 11 17 27 12 0 1 0 2 27 259 98 0 15 49 8 0 0 0 1 73 244 87 0 16 59 13 0 0 0 0 33 208 12 8 22 14 22 16 0 0 0 4 102 188 19 13 4 39 6 0 0 0 3 13 3 135 9 10 2 15 99 0 0 0 1 3 163 10 70 16 17 3 0 14 33 26 8 5 0 8 2 12 138 5 0 1 2 0 2 82 18 43 11 3 5 15 8 9 0 0 2 1 8 91 10 15 11 0 5 2 9 5 74 5 9 16 3 3 7 0 2 3 0 6 38 154 5 23 7 11 2 17 1 0 3 223 68 0 22 9 5 7 12 3 1 0 127 17 147 0 37 34 8 0 13 9 1 7 256 152 0 23 8 12 9 13 6 18 37 0 43 19 14 0 0 223 2 5 11 0 4 135 66 0 41 25 19 10 5 19 0 18 2 2 2 175 5 6 10 0 0 0 15 10 61 1 0 20 6 3 6 1 0 1 3 0 21 2 0 35 11 26 0 1 2 1 1 79 0 0 24 4 34 0 1 3 0 0 66 21 57 2 14 27 17 0 1 3 1 9 131 45 2 25 22 16 2 1 0 5 22 74 16 47 67 6 0 12 130 3 2 1 33 249 65 7 40 50 5 1 23 11 11 26 0 0 8 26 202 13 9 1 0 1 6 9 87 19 7 20 24 25 8 1 0 2 12 19 113 4 48 1 0 0 0 0 0 1 2 56 1 39 2 2 0 0 0 0 1 1 46 25 0 0 6 3 0 0 0 0 0 2 11 0 0 2 16 4 0 1 0 26 0 0 11 9 0 5 28 19 0 0 2 5 3 49 3 0 14 14 27 4 118 2 0 0 1 3 2 39 1 1 1 0 0 0 2 3 130 22 33 28 15 1 5 0 1 2 1 30 110 44 40 12 3 0 0 1 1 4 2 107 109 27 23 0 2 0 0 0 3 8 172 29 22 18 .15 0 2 0 0 1 1 0 59 53 7 24 4 1 0 0 30 135 16 12 1 0 0 0 11 100 0 5 0 0 1 170 197 63 7 15 0 31 82 50 0 2 0 1 2 287 21 11 0 0 15 1 0 8 188 108 62 32 28 30 0 0 1 0 1 35 265 66 2 32 4 5 1 42 11 0 3 166 85 24 34 6 0 2 0 15 0 46 212 33 81 0 27 25 4 0 63 8 0 13 221 95 0 27 24 0 0 0 6 34 32 0 30 60 3 0 0 87 239 15 3 3 27 173 43 0 17 24 8 35 46 0 4 25 1 24 16 7 5 145 2 66 1 12 2 15 173 34 1 2 36 61 0 24 7 0 0 27 1 40 136 3 11 6 97 0 10 0 7 195 39 0 37 40 5 7 5 48 0 15 0 111 230 0 11 11 6 58 0 7 0 10 143 14 0 9 7 2 4 0 7 3 32 38 73 0 22 5 5 0 11 6 0 2 78 124 118 9 34 15 3 0 2 16 0 39 50 0 24 2 3 0 5 5 202 1 1 2 88 83 3 32 7 4 0 40 51 28 6 4 4 0 1 3 1 134 0 3 9 1 4 110 35 11 9 7 41 35 19 15 8 0 5 6 0 3 84 18 5 0 0 0 4 5 101 39 21 42 23 4 4 0 3 6 1 4 105 20 0 9 7 8 0 0 16 0 10 70 7 0 4 0 0 0 1 24 0 5 43 2 42 0 0 5 0 0 0 41 4 1 54 4 20 1 5 0 0 0 44 8 3 0 3 0 2 3 35 12 0 0 1 2 12 41 8 2 0 45 0 0 5 0 0 0 2 3 20 19 1 0 0 0 0 0 0 0 20 2 Total 1615 18 3 0 1 0 0 0 0 0 24 634 572 536 245 228 207 134 74 451 4696 1856 492 601 535 231 76 90 178 72 640 4771 | LHS| RHS [ Total 4696 Dead 779 36 1 115 Date Palrri 169 1 3 1 172 *Amaltas, Bargad, Kassod, Pilkhan, Papri, etc.)

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project 1 of l Final Design Report g~~~~~~ * 0 * * - - * * * * 0 * 0 e 0 0 0 0 4 BCEOM in JV 9 with AARVEE ENVIRONMENTAL IMPACT ASSESSMENT (VOLUME V-A): ANNEX 7.3 July 2006

Annexure 7.3: Phillaur to Nagar Specieswise trees to be cut

- _-_-_LHS RHS Chainage Dek Eucalyptus Sisham Toot Kikkar Arjun Srihin Neem Kanchan other Total Dek Eucalyptus Sisham Toot Kikkar Arjun Srihin Neem Kanchan Other Total 0 4 12 7 5 3 0 9 1 0 16 57 20 2 4 6 18 50 1 13 0 16 2 1 0 3 2 0 3 40 6 17 1 8 - 1 0 33 2 1 7 54 10 3 0 0 0 30 7 112 11 10 23 8 2 24 5 83 3 0 14 37 2 3 0 0 1 49 1 107 3 20 8 5 7 -_ ._ 30 10 83 4 11 0 11 6 5 23 0 1 47 9 113 3 1 9 11 14 - 1 27 20 86 5 0 0 12 0 1 0 2 1 0 7 23 3 2 3 2 3 13 6 0 0 0 0 0 0 0 0 0 0 0 3 0 3 Total 29 33 137 25 16 23 14 6 126 43 452 26 31 74 22 32 21 7 1 81 56 351 LHS RHS Dead 4 6

Consultancy SeMces for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project I of l Final Design Report BCEOMin JVwithAARVEE ENVIRONMENTALIMPACTASSESSMENT(VOLUMEV-A):ANNEX8I July 2006

Annexure 8.1: Silt Fencing

SLOTS 100MM C/C SUPPORTING MESHI - ANGLE FRAME A

GEOTEXTILE MIRAFI L1 140 N OR SIMILAR j - APPROVED MAKE - M.S. ANGLE (25MM X 25MM x 3MM)

I L . - G L s I -

...... T ELEVATIONSETO A- F TO L AND I SECTIONS WITH BINDING WIPE A GEOTEXTILE 275 MIRAFI - 27 ~ 140 N OR SIMILAR M.S. ANGLE ANGLE (25mm X 25MM X 3mm) APPROVED MAKE(2M X25MXM) SUPPORTED ON MESH 2mx25 X3M

-- BINDING WIRE 62L5 THROUGH SLOTS AG E DETAIL AT A PLAN

Fina DETAgn Repor

Consultancy Services for Project Preparatory Studies Package 3 Phase I Pininah State Rood Sector Project Pg f Finl gesIgReort BCEOMin JVwitli AARVEE ENVIRONMENTAL IMPACTAS.ESSMENT(VOLUME V-A): ANNEX8$2 JuIly 2006

Annexure 8.2: Locations of Silt Fencing proposed

S. Package Chainage (Km) No. Length 1. 6/350 to 6/400 75 2. Kharar- Landran- Tepla 8/975 75 3. 19/475 50 4. 6/800 100 5. 10/200 30 *6. 6. Ludhiana- Malerkotla14600 14/600 40 7. 20/000 to 20/055 20 8. 21/400 to 21/445 20 9. 27/100 to 27/150 40 10. Phillaur- Nagar 2/975 50 11. Patiala- Sirhind 24/710 to 24/790 50

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Annexure 8.3: Typical Design of Noise Barriers

D~~~I ,.. -,, X I -1.-.

~~LJ In T It -TrrmT' H I I I

-f --

EXtst0 t^uz (LL.L%AlL I(Ynz

tfzT- PR 51 aO pE OF [iat k r1. rsr OF "ICK - .r. r Ro, IVAI'DUNIJ 1' P T MI.. i oz L{ {w|1- TT C'SLDCOURSE OPr AUTOXLVL Ir IST1 WALU CELULAR LOCK TI 2 NEW IIRI# I 1.WITI[ rY

TY'PI -I. L XTIINl}lStCi lST1.i ASA -WALL NOIS E.iLTiER

Consultancy Servicesfor ProjectPreparatory Studies Package3 Phase I Page I of I Punjab State Road Sector Project FinalDesign Report BCEOMin JVwithMAARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX&4 July 2006

SKILLED CLINIC

WINSECT PPK S ~LCFF rIC( P' '

3M. WIDE ______BER ICKE PAVING III 1 .6 [FEM~ALER CHAIwl LINK CEMENT WORKERS FENCINGc PLASTER

______PARKING CONSTRUCTION PLANTS

EHICLE WASHING

OFFICE FAMILIES

c ONE BRICK THICK 3M HIGH BRICK WALL TO GENTS PARKING LiJ SEPERET THE SPACES TOILET

Li I \IMALE WORKERS

0 \ : 2AREA

ENTRY T

Annexure 8.4: Typical Layout of Construction Camp

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Annexure 8.5: Typical Design of Enhancement of Pond

...... -

.I -.

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Annexure 8.6: List of Enhancement sites

SNo- Type Location Ch(Kinage Side Distance from Enhancement Photograph Loaio) (KomTpeaiaeSd CJ(n) proposed Ludhiana-Malerkotla T

Pondv~ce GI I 6.80 RI-S 10.1 Land scaping

Pod Kaind 14.600 RH-S 15.- Land sc-ping

Pounndr

n Pond ;~~~~~~aind 1f6)MSIsnLondering ^,

%%all. Brick pa' enlnel. 3 Temple Mosque 16.949 RH S I15.8 Sitiing arrange mentC

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S.No. Type Location Chainage Side Distance from Enhancement Photograph K/L S (m) pro osed

\4aste%%aIer Dehion 19.5(111 RHS 17.0 Land scaping Pond o

5 Wastewater Dehlon 20.000 Pond LHS 16.0 Land scaping

, B°~~%alUl.Tarre 5e 6 School Gopalpur 21.275 LHS 14.5 planiauion and *

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S.No. Type Location Chainage Distance from Enhancement (Kin) C/L (m) proposed Photograph

7 \Va.stev3ter Gopaipur 2 350 LHS 15.' and saping Pond Ln cpn

Wastewater

8 Wastewater Lebra Pond 23.400 RHS 16.2 Land scaping

Bound r a

pa%~ernent, 9 Gurudwara Nanakpur 271.000( LHS 25Sinling arra rig ement ond llo verin tree plantation

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S.No. Type Location Chainage Side Distance from Enhancement Photograph (Kmn) CIL in) proposed

Boundarx- %%all, Brick pa%enierii, 10 Temple Nanakpur 27.139 LHS 9.7 Sitting

arra ngcermen I andi ntoering : tree plantat ion

11 Wastewater Nanakpur 27.500 LHS 14.3 Pond Land scaping

%%all. Tree 12 School Bhogi%%al 37.S00 R-IS I I plinialion and Sitting

Consultaney Servicesfor ProjectPreparatory Studies Package3 PhaseI Punjab State Road Sector Project Pages4ofr9 Final Design Report BCEOMin JVwithAARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 8.6 July 2006

S.No. Type Location Chainage Side Distance from Enhancement Kharar Photograph Tepla (Km) C/L (m) proposed P Kharar - TeplaB

I Temple Kharar 0.5)00 LHS 12.12 Siaitig arrangemnent and flo%%~ering

Bo un darv %%all, Brick pavement. 2 Temple Kharar 1.060 RIHS 8.98 Sitting arrangenmenl and 110!%ering tree plainiaioin

Vastev~aier Pond K harar 2.000 LI-S I2.A Land scaping

Conisultancy Servicesfor ProjectPreparatory Studiies Pack-age 3 Plhase I Punjab State Road Sector Project Page 5 of 9 FinalDesign Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX& 6 July 2006

S.No. Type Location C hainage Side Distance from Enhancement Photograph ______(Kin) CIL (in) proposed Poorp

Boundar %%all.Tree 4 School Sanieniaira 3.31 | LHS 18.0 plianaioninda d

arra ii eiien I

5 Waste%%ater Landran 6.400 RHS I 5.8 Ponid

Boundar'

6 School Landran 6.423 LHS 6.3 planialion and

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T ChainageS Distance from Enhancement h S.No. Type Location (Km) Side C/L (m) proposed Photograph 7-*nd qpilp [-I

7 Wastewater Bhagoniajra 9.u0O LHS 13.6 Pond

8 Wastewater Darri 14.400 RHS 16.7 Pond Land scaping Wastewater Ln cpn 9 Pond Banur 23.100 LHS 15.4 Land scaping Phillaur - Nagar

1Wastewater P Burj Kurtha 2.950 LHS 12.5

Consultancy Services for Project Preparatory Studies Pack-age 3 Plh ase I Page 7 of 9 Punjab State Road Sector Project Final Design Report BCEOMin JVwithAARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 86 July 2006

S.No. Type Location C hainage Side Distance from EnhanceMent Poorp (Km) C/L (m) proposed Photograph

2 Gurudwara Burj Kurtha 3.000 LHS 18.0

3 School Nagar 5.588 RHS 11.0 Patiala - Sirhind

Temple GuniamaIra 1I.81 .. S 1.00 - o-

2 School Guniamajra 15.851 RHS 12.34

Consultancy ServicesforProject PreparatoryStudies Pack-age 3 Plhase I Punjab State Road Sector Project Page 8 of 9 Final Design Report BCEOMin JVwith AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 8.6 July 2006

S.No. Type Location Chainage Side c/L (frm Enhancement Photograph (Km) Dit nc ) PPr aem 3 School Jakhwali 16.640 LHS 13.0

4 Wastewater Kharori 24.725 LHS 13.0

Consultancy Servicesfor Project Preparatory Studies Package3 PhaseI Punjab State Road Sector Project Page 9 of 9 Final Design Report BCEOMin JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 8.7 June 2006

Annexure 8.7: Budget

Kharar-Banur-Tepla SI. No. COMPONENT STAGE ITEM UNIT UNIT COST (Rs.) QUANTITY (A) FOREST CLEARANCE Total Cost

1 Forest Clearance Pre-Coistruction Compensatary afforestation 1:2 land afforestation Ha. 90,000 74.2 6,678,000 2 Net Present Value Ha 920,000 37.1 34,132,000 (B) MIT GATION (A) Forest Clearance 40,810,000

3 Relocation of Hand Pumps (Included in RAP) No. Cost covered in RAP 50 4 Water Pre-Construction Silt Fencing M 1250 200 250,000 5 Combined oil & Sedimentation chambers No. 43,200 1 43,200 6 Oil Interceptors at Vehicle parking areas No. 2,200 2 4,400 Vegitative Noise Barier (I location) Nos. 400 25 7 Noise_Construction_Wall Barrier 10,000 (3 locations) Cum 1760 70 123,200 (C) MONITORING (B) Mitigation cost 430,800

Monitoring along the road No. of Samples 5,000 At 3 locations, three 10 Contrutio ______years seasons in a year for a period of 120,000 (Total 3x8 =24 Samples) ______Air Quality Monitoring at Hot mix plant and batch plant 11 No. of Samples 5,000 At 2 locations, three seasons in a year for 2.5 years (Tota 2x8 =1 6 Sample) 80,000 Monitoring along the road at locations where 12 At 2 locations, two seasons in a year for a period of three 60,000 Operation monitoring was done during constructions No. of Samples 5,000 years (Total 2x2x3 = 12 samples) 60_000 Drinking water quality monitoring ot labour campg No. of Samples 4,000 At 2 location, four seasons in a year 14 works for 2.5 years (Total 80,000 site 2x1IO020 samples) Water Quality Monitoring along the road No. of Samples 4,000 At 15e ult oiorn ln h odNo 2 locations, four season in a year for 2.5 years(Total 80,000 fSmls400 2x10 =20 Samples) 8,0 Operation Monitoring along the road at locations where Ad 4,000 At I locations 16 monitoring four seasons in a year for three years 48,000 was done during constructions (Total Ix4x3 = 12 samples) Monitoring along the road No. of Samples 1,500 19 Construction At 4 locations, three seasons in a year for 2.5 years (Total 48,000 4x8 =32 Samples) Noise Monitoring at construction yard No. of Samples 20 1,500 At 2 location, three seasons in a year for 2.5 years (Total 24,000 2x8 =16 Samples) Operation Monitoring along the road at locations where No, 21 monitoring of Samples 1,500 At 3 locations, three seasons in a year for 2 years (Total was done during constructions 3x3x2 =18 Samples) 27,000 Monitoring along the road No of Samples 3,000 At 2 location, 24 Construction four seasons in a year for 2.5 years (Total 60,000 xlO =20 Samiples) Soil Monitoring along hot mix plant and batch plant 25 No of Samples 3000 At 2 locations, four seasons in a year for 2.5 years (Total 2x IO= 20 samples) 60,000 Operation Monitoring along the Road No. ofSamples 26 OprtoIoioigaogte 3,000 At I locations four seasons in a year for 3 years (Total 36,000 odN.o ape ,0 x4x3 =12 samples) (D) ENHANCEMENT (C)- Monitoring Costs 723,000 27 | Enhancement Sites (1) Construction |Enhancement ofPrimary School No. 113,705 2 227,410

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page I of 2 Final Design Report BCEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX 8.7 June 2006 Kharar-Banur-Tepla

Si. No. COMPONENT STAGE ITEM UNIT UNIT COST (Rs.) 28 Enhancement Sites (2) Construction Enhancement QUANTITY Total Cost of Temple No. 158,550 29 Enhancement Sites (3) Construction Access 2 317,100 to Educational Institutes No. 20,000 30 Enhancement Sites (4) Construction Bus Bays 7 140,000 (Included in Engineering design) No. 5,000 31 Enhancement Sites (5) Construction Sitting 20 100,000 Arrangement No. 18,000 32 Enhancement Sites (6) Construction Waste 4 72,000 Water Pond No. 10,000 33 Enhancement Sites (7) Construction 5 50,000 Village gates No. 20,000 2 40,000 . (D- Enhancement 946,510 Summary of Cost _ (A) Forest Clearance 40,810,000 (B) Mitigation cost 430,800 (C)- Monitoring Costs 723,000 (D)- Enhancement 946,510 Total 42,910,310 Contingency= 2,145,516 Total Cost 45,056,826

Consultancy Services for Project Preparatory Studies Package 3 Phase Iinal Punjab State Road Sector Project Design Repoft BCEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A) ANNEX 8 7 July 2006 Ludhiana-Malerkotla SI. No. COAIPONENT STAGE ITEM UNIT UNIT COST (Rs.) (A) FOREST CLEARANCE QUANTITY Total Cost 1 Compensatary afforestation 1:2 land Forest Clearance Ha 90I000 Pre-Construction afforestation Ha.90,000 2 Net Present Value Ha 920,000 51.4 .__MITIGAT IO. 47,288,000 (B) MITIGATION (A) Forest Clearanjce 56,540,000 3 Relocation of Hand Pumps (Included in Covered in RAP 90 RAP) Budget 4 Water Pre-Construction Silt Fencing M 1250 250 312,500 5 Combined oil & Sedimentation chambers No. 43,200 6 1 43,200 Oil Interceptors at Vehicle parking areas No. 2,200 2 4,400 7 Noise Construction Vegitative Noise Barier (4 7 locations) Nos. 400 98 Wall Barrier (5locations) Cum 1760 39,200 130 228,800 _C__MO_ITORIN_(B) (C) MONITORING Mitigation cost 628,100 10 Monitoringalongthe road No. of Samples 5,000 At 3 locations, three seasons in a year for a period of 2.5 Construction 120,000 years (Total 3x8 = 24 Samples) 1A y Monitoring at Hot mix plant and Air Quality Moioiga batch plant No. of Samples 5,000 At 2 locations, three seasons in a year for o i ln n ac ln o fSmls500 2x8 =16 Sample) 2.5 years (Total 80,000 Monitoring along the road at locations 12 At 2 locations, two seasons in a year for a period ofthree Operation where monitoring was done during No. of Samples 5,000 years (Total 2x2x3 = 12 samples) 60,000 constructions 14 Drinking water quality monitoring ot labour camps/ works No. of Samples 4000 At 2 location, four seasons in a year for 2.5 years (Total site No. of Samples 4,000 2xl00 samples) 80,000 Construction 120,000 15 ontoin aon te oadNo o Smpes 4,00 At 3 location, Water Quality Moioigaogtera four season in a year for 2.5 years(Total 120,000 o fSmls400 3x1 0 =30 Samples) Monitoring along the road at locations 16 At 1 locations four seasons in a year for three years (Total Operation where monitoring was done during -do- 4,000 Ix4x3 = 12 samples) 48,000 constructions 19 Monitoring along the road No. of Samples 1,500 At 5 locations, three Construction seasons in a year for 2.5 years (Total 60,000 20 5x8 '=40 Samples)______M at construction yard No. Noise Monitoring ofSamples 1,500 At 2 location, three seasons in a year for 2.5 years (Total 2x8 =16 Samples) 24,000 Monitoring along the road at locations At 3 locations, three seasons 21 Operation where in a year for 2 years (Total monitoring was done during No, of Samples 1,500 3x3x2 =1 8 Samples) constructions 27,000 24 Monitoring along the road No of Samples 3,000 At 2 location, four seasons in a year Construction for 2.5 years (Total 2 60,000 25 Soil x 0 =20 Samples) Monitoring along hot mix plant and batch No of Samples plant 3000 At 2 locations, four seasons in a year for 2.5 years (Total 60,000 ______2xl10 20 samples) 26 Operation Monitoring along the Road No. of Samples _____1 3,000 At I locations four seasons in a year for 3 years (Total x4x3 = 12 samples) 36,000 . (C)- Monitoring (D) ENHANCEMENT Costs 775,000 27 Enhancement Sites (I) 227_410 Construction Enhancement of Primary School No. 113,705 28 Enhancement 2 227,410 Sites (2) Construction Enhancement of Temple No. 158,550 3 475,650

Consultancy seMces for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page 1 of 2 Final Design Repor BCEOM in JV with AARVEE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX 8 7 July 2006 Ludhiana-Malerkotla SI. No. COMPONENT STAGE ITEM UNIT UNIT COST (Rs.) QUANTITY 29 Enhancement Sites (3) Construction Total Cost Access to Educational Institutes No. 20,000 30 Enhancement 17 340,000 Sites (4) Construction Bus Bays No. 5 000 18 90,000 31 Enhancement Sites (5) Construction Sitting Arrangement No. 18,000 6 32 Enhancement Sites (6) Construction 108,000 Waste Water Pond No. 10,000 33 Enhancement Sites (7) Construction 7 70,000 Village gates No. 20,000 34 Enhancement 2 40,000 Sites (8) Construction Rotory No 50 000 4 200,000 I Summary of Cost_(D)- Enhancement Summary of Coat 1,551,060 (A) Forest Clearance] 56,540,000 (B) Mitigation cost 628,100 (C)- Monitoring Costs 775,000 (D)- Enhancement 1,551,060 Total] 59,494,160 Contignc c, 1 2,974,708 Total Cost 62,468,868

Consultancy Services for Project Preparatory Studies Package 3 Phaset Punjab State Road Sector Project Page 2 of 2 Final Design Repont in JVth AAREE ENVIRONMENTAL IMPACTASSESSMENT (VOLUME V-A): ANNEX8.7 June 2006 Phillaur-Nagar Si. No. COMPONENT STAGE | ITEM | UNIT UNIT COST (Rs.) QUANTITY (A) FOR EST CLEARANCE Total Cost 1 Compensatary afforestation 1:2 landHa90001998,0 1 Forest Clearance Pre-Construction oesatafforestationHa 90000 109 2 981000 Net Present Value Ha 920,000 __ Ml_ 5.45 5,014,000 (B) MITIGATION (A) Forest Clearance 5,995,000 3 Relocation of Hand Pumps (Included in No. I1 RAP) 4 Silt Fencing M 1250 Water Pre-Construction 50 62,500 5 Combined oil & Sedimentation chambers No. 43,200 1 43,200 6 Oil Interceptors at Vehicle parking areas No. 2,200 1 2,200 7 Noise Construction Wall Barier (2 nos.) cum 1760 60 105,600 _C__MO_ITORIN_(B) (C) IMONITORING Mitigation cost 213,500

Monitoring along the road No. of Samples 5,000 10 Consrutio At I locations, three seasons in a year for a period of 2.5 40,000 years (Total I x8 =8 Samples) Monitoring at Hot mix plant and batch 11 Air At 2 locations, three seasons in a year for 2.5 years (Total Quality plant No. of Samples 80,000 5,000 2x8 =1 6 Sample) 8,0 Monitoring along the road at locations At I locations, two seasons in a year for a period Operation where monitoring ofthree was done during No. of Samples 5,000 years (Total I x2x3 = 6 samples) 12 constructions 30,000 Drinking water quality monitoring ot No. of Samples 4,000 At I location, four seasons in a year for 2.5 14 labour camps/ years (Total 40,000 works site NoIfSmle,0 xlO = 10 samples) Construction 4,0 Monitoring along the road No. of Samples 4,000 15 Water Quality Moioigaogtera At I location, four season in a year for 2 5 years(Total I xl 0 40,000 o fSmls400 =10 Samples) Monitoring along the road at locations At I locations four seasons in a year for Operation where monitoring three years (Total was done during -do- 4,000 IAx4x3 = 12 samples) 16 constructions 48,000 43 12sml) 19 At 2 locations, three seasons in a year for 2.5 years (Total Monitoring along the road No. of Samples 24,000 Construction 1,500 2x8 =16 Samples) At 2 location, three seasons in a year for 2.5 years (Total 2x8 20 Noise Monitoring 24,000 at construction yard No. of Samples 1,500 =16 Samples) Monitoring along the road at locations At I locations, Operation where three seasons in a year for 2 years (Total 9,000 monitoring was done during No, of Samples 1,500 Ix3x2 =6 Samples) 21 constructions 21Mconitoruinong At 24 I location, four seasons in a year for 2.5 years (Total 1 30,000 Monitoring along the road No of Samples 3,000 x1O =10 Samples) Soil Construction Monitoring along hot mix plant and batch No of Samples 3000 At I locations, four seasons in a year 25 patlxlO for 2.5 years (Total 30,000 = 10 samples) Operation Monitoring along 26 Oprto the Road No. of Samples 3,000 At I locations four seasons oioig12 samples) in a year for 3 years (Total I x4x 36,000 -_ANCEMENT_. raD)ENHANCEMENT (C)- Monitoring Costs 431,000

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page t of 2 Final Design Report 6c * 0 0-* *--* 0 0e-00*------SCEOM in JV with AARVEE ENVIRONMENTAL 0 0 00 00 00 IMPACTASSESSMENT (VOLUME V-A): ANNEX 8.7 June 2006 Phillaur-Nagar SI. No. COMPONENT STAGE ITEM UNIT UNIT COST (Rs.) 27 Enhancement Sites (1) QUANTITY Total Cost Construction Enhancement of Primary School No. 113,705 28 Enhancement Sites (2) Construction Enhancement of Temple No. 158,550 29 Enhancement Sites (3) 158,550 Construction Access to Educational Institutes Nos. 20,000 30 Enhancement Sites (4) Construction 20,000 Bus Bays No. 5,000 31 Enhancement Sites (5) Construction Sitting Arrangement No. 18,000 2 32 Enhancement Sites (6) Construction Waste Water Pond 36,000 No. 10,000 I 33 Enhancement Sites (7) Construction 10 000 Village gates No. 20,000 l 20,000 ___(D)- Enhancement 383,255 Summary of Cost _ (A)Forest Clearance 5,995,000 (B) Mitigation cost 213,500 (C)- Monitoring Costs3 431,000 (0- Enhancement ~ 383,255 Total 7,022,755 Conttngency toll 351,138 Total Cost 7,373,893

Consultancy SeMces for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page 2 of 2 inal Design Report in ih VEENVIRONMENTALIMPACTASSESSMENT(VOLUMEV-A):ANNEX8.7 June 2006 Patiala-Sirhind Sil N COMPONENT STAGE ITEM UNIT (A) FOREST UNIT cosr (Rs.) QUANI'ITY CLEARANCE - Total Cost orest Clearance PC trt Comensatar afforestation 1:2 land afforestation Ha. 90000 2s CNet Present Value 0 0 Ha 920000 0 (B) MITI TION 0 (A) Forest Clearance 3 0 Relocation of Hand Pumps (Included in RAP) No. 4 0 Water Pre-Construction Silt Fencing 5 M 1250 Combined oil & Sedimentation chambers No. 0 0 6 43,200 1 Oil Interceptors at Vehicle parking 43,200 areas No. 2,200 7 1 2,200 Noise Construction Vegitative Noise Barier (I location) Nos. 400 Wall Barrier (I location) 30 12,000 cum 1760 _ 25 44,000 I (C) MONI ORING (B) Mitigation cost 101,400

Monitoring along the road No. of Samples 5,000 10 Construction Atp 2 ocationsy t eas(Ttal 2x8 a16 Samples) 80,000 I Air Quality Monitoring at Hot mix plant and batch plant No. of Samples ii ______5,000 At 2 ______years locations, three seasons in a year for 2.5 (Total 2x8 =16 Sample) 80,000 . Monitoring along the road at locations where Operation monitoring waonge .roaatlcations At 2 locations, two seasons in a year for a 12 No. of Samples 5,000 period of three years (Total motong was done durg constructionssamples) 2x2x3 = 12 60,000 14 Drinking water quality monitoring ot labour camps/ No. of Samples 4,000 At I location, four seasons in a year for 2.5 40,000 Construction works site 15 Water Quality Monitoring along the road No. of Samples 15 4,000 At 1 location, four season in a year for 2.5 40,000 years(Total txIO =10 Samples) Operation 16 Monitoring along the road at locations where -do- monitoring was done during constructions 4,000 At I locations four seasons in a year for three years (Total Ix4x3 = 12 samples) 48,000 19 Monitoring along the road No. of Samples 19Construction Moioigaogtera 1,500 At 3 locations, three seasons in a year for 2.5 36,000 o fSmls150 years (Total 3x8 ='24 Samnples) Noise Monitoring 20 Nyears at construction yard No. of Samples 1,500 At 2 location, three seasons in a year for (Total 2x8 =16 Samples) 2.5 24,000 Operation 21 Monitoring along the road at locations where No, of Samples pe monitoring was done during constructions 1,500 At 2 locations, three seasons in a year for 2 18,000 years (Total 2x3x2 =12 Samples) 24 ontoingalngth rod 24Construction o f ampes3,00 At 2 Monitoring along the road location, four seasons in a year for 2.5 60,000 No of Samples 3,000 years (Total 2 xlO =20 Samples) Soil Monitoring along hot mix plant and ______batch plant No of Samples 25 ______3000 At 2 locations, ______years four seasons in year for 2.560,000 (Total 2x1 0 = 20 sam ples) 6 , 0 26 Operation Monitoring along the Road No. of Samples 3,000 years (Total Ix4x3 = 12 samples)ayearfo3 36,000 (D) ENHANCEMENT . (C)- Monitoring Costs - 582,000 27 Enhancement Sites (1) Construction Enhancement of Primary School 28 Enhancement No. 113,705 2 Sites (2) Construction Enhancement of Temple 227,410 29 No. 158,550 Enhancement Sites (3) Construction Access to Educational 1 158,550 Institutes No. 20,000 30 Enhancement Sites (4) Construction Bus Bays (Included 1 20,000 in Engineering design) No. 5,000 31 Enhancement Sites (5) Construction Sitting 8 40,000 Arrangement No. 32 18,000 3 Enhancement Sites (6) Construction Waste Water Pond 54,000 No. 10,000 I 33 Enhancement Sites (7) Construction Village gates 10,000 No. 20,000 I 20,000 Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page I of 2 Final Design Report wsVEENVIRONMEN CMi wt TAL I MPACT ASSESSMENT (VOLUME V-A): ANNEX S 7 June 2006 Patiala-Sirhind SI, No. | COMPONENT | STAGE |ITEM | NUNIT NI OT(R. UANT-ITY | oal Cost l(D)- Enhancement Summary of Cost 529,960

(A) Forest Clearance 0 (B) Mitigation cost 101,400 (C)- Monitoring Costs 582,000 (D)- Enhancement 529,960 Total 1,213,360 Contingency , 5°X X 60,668 Total Cost 1,274,028

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page 2 of 2 Final Design Report Ct M i'JVw AAV EE* ENVIRONMENTAL IMPACTASSESSMENT(VOLUME V-A): ANNEX87 June 2006 Annexure 8.7: Budget Details of Training Budget

Training at HO Training Before Construction Training during construction at Training during construction Component at CMU (2 Training Before Demobilisation of Training during operation nos.) CMU (2nos.) at site (2nos.) stage at site at CMU (2nos.) CMU (2nos.) Rate No. Total Rate No. Total Rate No. Total Rate No. Total Rate No. 3 person 3 person Total Rate No. Total Key Person 3 person 3 person 15000 for two 900 1500C for two 9000g 15000 for two 90000 15000 for two 90000 d y ______days 1500 3 person tor 90000 ay0001__ _ __days as_ 1500 2 person for 6000 Documentation 500 _ __days days ast 5( 2500C 50 50 2500C 500 odys 5C 25000 500 50 25000 50 Fooding 300 5( 50 25000 500 5t 2500 15000 300 50 15000 300 5C 15000 300 50 15000 300 5C Training Hall 1000 1 1000 10000 1500C 300 5t 1500 1 10000 1000 1 1000 1000 Misc. 1 10000 1000 1 1000C 1000 10000 10000 1000 1 1000 Total . 150,000 300,000 280,000 280,000 280,000 220,000

Consultancy Services for Project Preparatory Studies Package 3 Phase I Punjab State Road Sector Project Page 1 of I Final Design Report