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Kamataka State Highways Sectoral Environmental Assessment Report ImprovementProject Table of Contents

TABLE OF CONTENTS

EXECUTIVE SUMMARY

SECTION I: BACKGROUND

1. INTRODUCTION TO THE SEA REPORT ...... I

1.1. OBJECTIVE ...... 1.2. ESSENTIALSOF SEA STUDY...... 3 1.3. METHODOLOGY...... 3 1.4. STRUCTURE OF THE REPORT...... 4:4

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 1

2.1. INTRODUCTION...... 1 2.2. HIGHLIGHTS OF THE INDIAN SYSTEM & MAJOR ORGANISATIONS...... 1 2.3. RESPONSIBILITIESOF THE PROJECT PROMOTER & INTERFACESWITH OTHER AGENCIES ... 1 2.3.1. Interface IVithithe Ministry of Environment & Forests. 2 2.4.2 Inteiface with the Karnataka State Pollution Control Board. 2 2.3.2. Interface with the Department of Land & Land Revenue of the GoK. 3 2.3.3. Interface wviththe Offices of the District Magistrate & Citv Municipalities. 4 2.3.4. Interface with the Department of Forests of the GoK.. 4 2,3.5. Inte?face with the Department of Mines of the GoK ...... ,,.,.,,,.,,,.,,,..,...... -5 2.3.6. St-ength of the Public Works Department of GoKfor litterface Management. 6 2.4. STATUTES RELATED TO ENVIRONMENT...... 6 2.4.1. Land Acquisition Act, 1894 (withl subsequent amendments) ...... 6 2.4.2. The Indian Forest Act, 1927 ...... 7..,,...... 7 2.4.3. ThieAncient monuments and Archaeological sites and Remains Act, 1958 and the Kar-nataka Ancient monuiments and Archaeological sites and Remains Act. 1961 ...... 7 2.4.4. The Karnataka Forest Act, 19631963.,,.,...... 7 2.4.5. TlheMvsore Highways Act, 1964 ...... 7...... 7 2.4.6. Thie Wildlife (Protection) Act, 1972 ...... ,,.,,,,...... 7 2.4.7. Water (Prevention and Control of Pollution) Act, 1974 ...... ,.,.,,.7 7...... ,,...... , 2.4.8. The Forty-secondaAmendmnentof the Constitution, 1976 .... ,.8 8...... 2.4.99. Town and Coountr Planning Act, 19976 ...... , ...... 8..... 8 2.4.10. Forest Consernation Act, 1980 .8,,,,,,...... ,.,,, 8 2.4.11. ThreAir (Prevention and Control of Pollution) Act. 1981 .. . , .8 8...... 2.4.12. Env ironmental (Protection) Act, 1986 ...... ,.,.,.,.,,,., 9 2.4.13. Motor Vehicles Rules, 1989 ...... ,,.,,.,,-, ., , . 9..,9 2.4.14. The Hazardous Wastes (Management And Handling) Rlules, 1989 ...... 9 2.4.15. Coastal Regulation Zones Act .9 2.4.16. Public Liability Insurance Act. 1991 ...... -- . . ..,,..,,,..,,,...... -, 9 2.4.1 7. Seventy-foourthlh4Amendment of the Constitution. 19921.9...... ,,,.10 ...... 2.4.18. National Environment Tribunal Act, 1995 ...... , , . , .,. ,10 2.4.19. National Environment Appellate Autthority Act, 1997 ...... ,.,..,.,.,,.,.,, 10 2,4.20. PitblicP.ubli InrerestIntres LitigatonLiiato againsragans...... Government,,,G n .10 . ., 2.5. GUIDELINES FOR EIA OF HIGHWAY PROJECTS, IRC: 104-1988 ...... 10

3. PROJECT DESCRIPTION ...... 1

3.1. INTRODUCTION.I 3.2. PURPOSE OF FEASIBILITYSTUD. I 3.3. SELE-CTION3.3OF SEECTIOROADS FOR OF UJPGR-ADINGRADS FR UPGADING&& MAJORMAJR MAINTENANCMAITENANE ...... 3.4. COVERAGE UNDERTHE SEA STUDY.. . 2 3.5. DESIGN OPTIONS CONSIDERED... 4 3.6. OPTIONS ON CONSTRUCTIONMETHODS ... 6 3.6.1. Pavement Ov erlay ...... ,...... 6

ToC- I ScottWilson / CESi IllE Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Table of Contents

3.6.2. Nerw Construction ...... 6 3.6.3. Treatment Alternatives ...... 6 3.7. OPTIONS ON ROAD CONSTRUCTIONMATERIALS ...... 7 3.7.1. Rocks ...... 9 3.7.2. Natural Gravel ...... 10 3.7.3. Sand ...... 10 3.7.4. Flv Ash...... 10 3.7.5. Slag Iron ...... 00 3.7.6. Embankment Fill ...... 10 3.7.7 Asphalt ...... 10 3.8. OPTIONS ON CROSS DRAINAGE STRUCTURES . . . 12 3.9. OPTIONS ON INTERSECTIONSON ROADS FOR UPGRADATION . . . 12 3.10. OPTIONS ON BYPASSES ...... 13

4. ANALYSIS OF ALTERNATIVES ...... 1

4.1. INTRODUCTION...... I 4.2. No PROJECTOPTION ...... I 1 4.3. STRATEGIC OPTION STUDY...... I 4.4. INITIAL PACKAGE OF THE KSHIP ...... 1 4.5. ALTERNATIVES SUGGESTED BY KPCC ...... 1 4.6. IMPACT OF WORLD BANK'S CRITERIA ...... 2 4.7. ALTERNATIVE DESIGN CRITERIA...... 2 4.8. ALTERNATIVE METHODS OF ROAD CONSTRUCTION...... 2 4.9. CONCLUSION...... 2

5. BASIC ATTRIBUTES OF ENVIRONMENT ...... I 5.1. INTRODUCTION. . . I 5.2. PHYSICAL ENVIRONMENT . . . 1 5.2.1. Geology ...... I 5.27.27. Physiography ...... 3 5.2.3. Clim ate ...... 5.2. 4. Drainage Systems ...... 20 5.2.5. Soil ...... 22 5.3. INFORMATION ON AMBIENT QUALITY OF ENVIRONMENTIN KARNATAKA . . . 24 5.3.1. Ambient Air Qiality .24 5.3.2. Ambient Noise Level. 26 5.3.3. Ambient Water Qiality .28 5.3.4. Presence of Lead in Soil. 31 5.4. BIOLOGICAL ENVIRONMENT . . . 32 5.4.1. Flor-a.32 5.4.2. Fauna33 5.5. SOCIAL ENVIRONMENT . . .39 5 . 1. DemmographicFeaires .39 j. 5.2. Occupational Pattern.41 5.5.3 Land Use. 41 5.5.'4. Marjor Vectors of Economic Development .42 5.6. SITES OF CULTURAL HERITAGE . . . 42

SECTION Il: IMPACT ASSESSMENT

6. IMPACT ASSESSMENT AND NIITIGATION MEASURES .1

6.1. INTRODUCTION. I 6.2. IMPACTS FROm LOCATION .1 6.1. l .mpactsof Gravitn Flou ir-rigation SYstems 1 6. 2. 2. Roads as an emnbankrtent for tan:ks an(dreservoirs . 6. 2.3. Large Reservoirs behind Dams .

ToC-2 Scott Wilson / CES t IIIE Karnataka State Hichwavs Sectoral EnvironmentalAssessment Report ImprovementProject Table of Contents

6.2.4. Consequences of Extensive deforestation ...... 2 6.2.5. Improper road drainage systems ...... 3 6.2.6. Effects of Growing Mining Economy ...... 3 6.3. IMPACTSFROM ROAD DEsIGNS ...... 3 6. 3.]. Gravel & Borrow Pit.3 6.3.2. Use of Alternative Materials .3 6.3.3. Lin,ed Drains.4 6.3.4. Land Acquisition.4 6.3.5. Avenue Plantation...... - . . -. 4 6.3.6. Accidents and Road Safety. 5 6.4. IMPACTS DURINGCONSTRUCTION ...... 5 6.4.1. I.mpact on Land Resources .S 6.4.2. Impancton soil qualit. 5 6.4.3. Impact on water resources .6 6.4.4. Impact on water quality .6 6.4.5. Impact on Air Quality .6 6.4.6. Impact on Noise Level.7 6.4.7. Impact on Biological Environment. 7 6.4.8. Sanitation and Waste disposal ...... 7 6. 4.9. Othzerimpacts.7 6.5. IMPACTS DURINGOPERATION PHASE ...... 8 6.5.1. Impact on Land Use ...... 88 6.55.2. Impact on Air Qualit .9 6.5. 3. Impact on Noise level.9 6.5.4. impact on Biological Resources. 9 6.5.5. Accident Hazards and Safety .9 6.5.6. Aesthzetics.9 6.6. CONCLUDING OBSERVATION...... 9

7. PUBLIC CONSULTATION ...... 1

7.1. INTRODUCTION...... 1 7.2. CONSULTATIONDURING ENVIRONMENTALSCREENING ...... 1 7.3. CONSULTATIONDURING MONITORING AMBIENT AIR QUALITY & NOISE LEVEL...... 2 7.4. JOINT PUBLIC CONSULTATIONSWITH SOCIAL IMPACTANALYSTS ...... 2 7.5. THE STAKEHOLDERS' MEETING ...... 3 7.6. PUBLIC DISCLOSUREFOR EIA REPORT...... 4

SECTION III: MANAGEMENT

8. ENVIRONMENT MANAGEMENT PLAN ...... 1

8.1. INTRODUCTION...... I 8.2. MEANING OF ENVIRONMENT MANAGEMENT PLAN ...... 1 8.3. ENVIRONMENTALIMPACTS AND MITIGATION MEASURES...... 2 8.4. CAPACITY DEVELOPMENT...... 6 8.5. THE ROLE OF THE FUNCTIONARIES...... 9 Conditions in Bid Documentfor Protection of Environment .. 9 8.6. RECORD KEEPINGON IMPLEMENTATIONOF THE EMP .12 8.7. AMBIT OFMONITORING ...... 15 8.8. CAPACITY DEVELOPMENTTHROUGH TRAINING FOR ENVIRONMENTMANAGEMENT. 1 8 8.9. INTEGRATIONOF EMP WITH THE PROJECT..... 2e...21

EXHIBITS

APPENDIX 1.1 SUMMARY REPORT ON ENVIRONMENTAL SCREENING

ToC-3 Scott WVilson/ CES , IIIE Kamataka State Highways Sectoral EnmironmentalAssessment Report ImprovementProject List of Tables and Figures

LIST OF TABLES AND FIGURES

Table 1.1: KSHIP - Network Links...... l

Table 3-1 Road-linksfor Upgradation& Major Maintenance in First Phase...... l Table 3-2: Road-linksfor Upgradation& Major Maintenance in Second Phase...... 2 Table 3-3: Buffer Road-linksfor Upgradation...... 2 Table 3-4: New Road Links included under Second Phase Major Maintenance...... 4 Table 3-5: GuidingParameters for Road Upgradation in Rural Areas...... 5 Table 3-6: GuidingParameters for Road Upgradation in Semi-Urban& Urban Areas...... 5 Table 3-7: Sources of Common Road ConstructionMaterials ...... 7 Table 3-8: Existing Cross DrainageStructures ...... 12 Table 3-9: List of Intersectionsfor Improvement:Upgradation (Phase - I)...... 13 Table 3-10: Urban Congestion& Proposed Bypass...... 13

Table 5-1 : AmbientAir Quality Data...... 24 Table 5-2: Ambient Noise Level...... 28 Table 5-3 : Parametersof Quality of River Water...... 28 Table 5-4: Presence of Lead (Pb) in Soil...... 32 Table 5-5: Common Wild Fauna of Kamataka...... 36 Table 5-6: Vulnerable,Rare and EndangeredFauna of Kamataka...... 36 Table 5-7: National Parks and Wild Life Sanctuariesof Kamataka...... 37 Table 5-8: Scheduled Castes and Scheduled Tribes...... 40 Table 5-9: Places of Tourist Interest in the Corridors...... 43

Table 6-1: Effects of Vegetation Screen on Noise Level...... 4 Table 6-2: Project Activitiesand Affected EnvironmentalAttributes ...... 10

Table 7-1: Details of Public Consultation...... 3

Table 8- 1: Parameters and PermissibleLimits of Ambient Air Quality...... 15 Table 8-2: Parameters and PermissibleLimits of Ambient Noise Level...... 16 Table 8-3: Drinking Water Specification-IS 10500: 1991...... 16

Figure 1-1: KSHIP- PROJECT CORRIDORS...... 5

Figure 2-1 EnvironmentalClearance Procedure...... 3 Figure 2-2: Forestry Clearance Procedureunder Forest Conservation Act.,1980...... 5

Figure 3-1: Project Corridors...... 3 Figure 3-2: Soil Gravelliness...... 1I

Figure 5-1: Geology of Kamataka...... 2 Figure 5-2: PhysiographicRegions of Kamataka...... 4 Figure 5-3: 24 Hours Rainfall...... 6 Figure 5-4: Wind Rose Diagram - Belgaum IMD Station...... 8 Fig,ure5-5: Wind Rose Diagram - Bellary IMD Station...... 9 Figure 5-6: Wind Rose Diagram - Bidar IMD Station...... 10

LoT-I Scott Wilson, CES, IIIE Kamataka State Highways Sectoral EnsvironmentalAssessment Report ImprovementProtect List of Tables and Figures

Figure 5-7: Wind Rose Diagram -Bijapur IMD Station...... 1 Figure 5-8: Wind Rose Diagram - ChitradurgaIMD Station...... 12 Figure 5-9: Wind Rose Diagram- Gadag IMD Station...... 13 Figure 5-10: Wind Rose Diagram - Gulbarga IMD Station...... 14 Figure 5-11: Wind Rose Diagram - Hassan IMD Station...... 15 Figure 5-12: Wind Rose Diagram - Karwar IMD Station...... 16 Figure 5-13: Wind Rose Diagram - Mysore IMD Station...... 17 Figure 5-14: Wind Rose Diagram -Raichur IMD Station...... 18 Figure 5-15: Wind Rose Diagram - ShimogaIMD Station...... 9 Figure 5-16: DrainageBasins of Kamataka...... 21 Figure 5-17: Kamataka State Soils...... 23 Figure 5-18: Air, Noise, Water and Soil MonitoringLocations ...... 27 Figure 5-19: Forest Area in Karnataka...... 34 Figure 5-20: Forest Area by Types...... 35 Figure 5-21: National Parks and Wildlife Sanctuariesin Kamataka...... 38

Figure 8-1: Organisation Structure Of The Environment Management Plan Implementation Unit(EMPIU)...... 8

LoT-2 ScottWilson / CES/ IIIE

Executive Summary

Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summary

EXECUTIVESUMMARY ...... 1 I. OBJECTIVE...... 1...... I 2. INTRODUCTIONTO THE SEA REPORT ...... 3 3. POLICY.LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 4 4. PROJECTDESCRIPTION ...... 6 5. ANALYSIS OF THE ALTERNATIVES ...... 7 6. BASIC ATTRIBUTES OF ENVIRONMENT ...... 8 7. IMPACT ASSESSMENTAND MITIGATION MEASURES...... 9 8. PUBLIC CONSULTATION...... 12 9. ENVIRONMENT MANAGEMENTPLAN ...... - 13

Table 1: Road-links for Upgradation & Major Maintenance in First Phase ...... I Table 2:Road-linksfor Upgradation & Major Maintenancein Second Phase ...... 2 Table 3:Buffer Road-linksfor Upgradation...... 2 Table 4: New Road Links included under Phase II Major Maintenance...... 2 Table 5:Effects of VegetativeScreen on Noise Level...... 10

Figure 1 : Phase I and Phase II ProjectRoads ...... 20

Ex-i Scott Wilson/ CES / IIIE

Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summary

EXECUTIVE SUMMARY

1. Objective The overall objective of this report is to present the findings of environmental assessment of the Kamataka State Highways ImprovementProject (KSHIP), proposed by the Government of Kamataka (GoK), for upgrading and/or for major maintenance of 2,490-km of existing State Highways (SH) and Major District Roads (MDR). Available data on traffic, as used in the StrategicOptions Study (SOS) carried out by the GoK, indicates that these 12 corridors are not homogenousand can be sub-divided into 54 discrete links. Thus the KSHIP has become a cluster of many sub-projects,though belonging to a single sector. Under such circumstances,the World Bank recommends,the methodology of Sectoral Environment Assessment (SEA) should be applied. The Operational Policy (OP 4.01) as released by the World Bank was used for this purpose. The Government of Kamataka appointed Mls Scott Wilson Kirkpatrick UK and Scott Wilson Kirkpatrick India in association with ConsultingEngineering Services (I) Ltd., New Delhi and India International Infrastructure Engineers Ltd., as the Project Co-ordinating Consultants (PCC) to carry out the feasibility study for the road upgradationand major maintenance.The objectives of the PCC were to conduct a Detailed Feasibilityof these 2490-Kmof State Highwaysand Major District Roads. 'Tese roads were subjected to thorough evaluation under economic, environmentaland social critenra for qualifying for improvementoptions. T'he environmental evaluation involved Environmental Screening for the 2490-Km of roads and Sectoral Environmental Assessment as per World Bank Guidelines describedin Operational Policy OP-4.01 of the roads selected under Upgradationand Major Maintenanceoptions. Based on the Feasibility Study the Government of Kamataka selected 960 Km of roads for upgradation work and 1100-Kin for major maintenance.At the time of the feasibility study about 428 Km of roads were found to be economically unviable and hence were excluded from any type of improvements. T'heproject preparationwas divided into two phases. In Phase I 394 Km of roads were to be upgraded and 1041 km of road to be taken up for major maintenance.In phase II some 546-Km of roads were to be taken up for upgradation and some 57-Km of road for major maintenance. The Govemment recently decided to upgrade corridor 12 from Bijapur to Hubli (193 Km) to National Highway standards. This led to the exclusion of this corridorfrom the Phase I major maintenance list. Therefore, Phase I major maintenance road length has reduced to 848 Km. Table 1: Road-links for Upgradation& Major Maintenancein First Phase

_tpgradation _lajor Nltintenance I.ink | Location Link Length (Km) Link Location Link Length IA Raichur-AP. Border 19.331 IE Mudgal-Hunreund 39.670 1B Kalmala-Raichur 11.807 2B Tikota -Shedbal 92.510 2A Hiiapur-Tikoia 20.149 2C Shedhal -Chikodi 34.170 5A Kalmala-Sindhnur 76.673 2D Sankeshwar-Chikodi 21.320 5B Sindhnur-Gangawat, 50.577 6A Snraneapatna-.Nelligene 62.960 5C Ganga"ati-Munirabad 26.960 6B Nelliecre-Kibbanahailh 47 010 OL Hattigudur-Shahpur 11.982 6C Kibbanahal1i-Hulivar 36.460 6M Shahpur-Jevarai 37.931 6D Hulhyar-.firivur 48.720 6N Jevaret-Gulbarsa 37.347 6H Bellarv-Sindhnur 83.897 60 Gulbarea-Homnabad 55.757 6J Sindhnur-Linesuaur 52.160 6P Homnabad-Bidar 45.417 6K L-ingsugur-lattlgudur 68.380 ______9A Marivammanahalli-lttiii 41.110 ss9B li,-l larpanahalli 23.270 ______9(C Hiarpanahal-lHIarihar 42.516 ______OBD liarihar-Honnalh 34.545 i ______I ______l ______9E llonnalh-Shimo2a 39 041 I ______l ______I ______I IA Belur-Chikmarn alur 23.910 ______, ______, ______11B (hiikma=alur- Farikere 56 570 Total Length j 393932 TotalLength 848.219

Ex-l Scott Wilson CES I IIIE Kamataka State Highways Sectoral Environmental AssessmentReport Improvement Project Executive Summary

Table 2:Road-links for Upgradation & Major Maintenance in Second Phase (Length in Km-Based on Odometer Survey) Upgradation Major Maintenance Link Location Link Length Link Location Link Length IF Hungund-Bagalkot 41.53 8B Alnavar- Yellapur 57.094 IH Gaddankeri- Lokapur 28.166 1iJ Lokapur -Yargatti 44.431 IK Yargatti-Belgaum 56.500 3A Bijapur-Mudhol 81.458

3B Mudhol-Lokapur 22.480 _ 4A Hulihatti-Nargund 20.837 4C Sankeshwar-Yaragatti 73.288 6E Hiriyur-Challakere 40.866 6F Challakere-Hanagal 49.496 6G Hanagal-Bellary 52.115 8A Khanapur - Alnavar 35.186 Total Length 546376 Total Length 57.094

According to guidelines of the Government of India, all road upgradation projects require environmental clearance from the Ministry of Environment & Forests (MOEF), Gol. In order to minimise risks, arising from possible exclusion of any of these roads on ground of environmental constraints, the GoK had subsequently considered for upgradation of two additional road-links originally listed for Major Maintenance. These are listed in Table-3. This was done on the understanding that these road links would revert to the list of roads for major maintenance if not chosen to substitute for any road for upgradation. Table 3: Buffer Road-links for Upgradation (Le gth in Km-Based on Odometer Survey) Link Location Link Length *12A Bijapur-Gaddankeri 77.000 9E Honnali-Shimoga 39.008 Total Length 116.008

* Now Link 12A is excludedfrom project.

An economic analysis was again carried out for the unviable links following the reduced cost of construction obtained during detailed engineering. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. Table 4: New Road Links included under Phase II Major Maintenance Road Link Number Location Length (km) IC Kalmalato Lingsugur 76.7 ID Lingsugur to Mudgal 19.9 4B Yargatti to Hulihani 29.2 SC Yellapur to Sirsi 48.2 SD Sirsi to Siddapur 37.0 SE Siddapur to Mavingundi 12.0 I OA Mysore to Manantawadi 60.6 13A Sadashivearhto Londa 88.1 Total 371.7

Since these newly included roads were not in the scope of the Draft SEA. To complete the SEA process the environment team of the PCC carried out a detailed reconnaissance survey in the month of December 2000 to identify the potential hotspots, sensitive receptors and sensitive areas along these

Ex-2 Scott Wilson/ CESi IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summary newly included corridors under the Phase II major maintenance option and possible impacts on the environment.

Figure 1 shows the Phase I and Phase II roads selected for improvements

2. Introductionto the SEA Report This refers to the subject area of Chapter One. The major issues considered in this chapter are * Methodology;and * Presentation Methodology The SEA study begins with an EnvironmentalScreening Report. This was first completed to help the road designers appreciate the ambient environment for each road-corridor individually. This Environmental Screening Report has been placed in the First Interim Report as Chapter 7. This study provides detailed informationon 5-km wide swath for every road corridorwith regard to

* PhysicalResource: like geology,tectonics, physiography,drainage, climate and soil; * Biological Resource:like vegetationand animal species whereverthese occur; * Human Resource: like demography, land use, urbanism, trade centres, occupation of workforce; * Human impacts:like, encroachmentand congestion on roads, problems due to irrigation, and the major economic uses made of the roads with particular reference to agricultural development as well as on urban-industrial development; and * Cultural Heritage: like places of archaeological importance and for tourism.

The major findings from the screening study have been used in the SEA report with supplementary information on the state of Kamataka. Appendix-1.1 contains the environmental attributes of all the road-links. Its purpose is to provide a comprehensive idea of the varying environmental setting of the road links. Readers would be well advised to read the Screening Report in all details.

Along with the above. examination of the goveming laws on environment management and the institutions responsible for discharging those functions have been charted out. Of particular importance in this regard are the legal procedures on land acquisition, tree felling, compensatory afforestation and preparation of rehabilitation & resettlement plan. The issues related to land acquisition, displacement and rehabilitation will be discussed by the Social Unit in a separate report.

Data generated by the responsible organisations in the matter of environment management and pollution control have also been collected and used.

To identify and assess the probable impacts upon environment from road designs, and during construction and operation phases, close interaction was established with the design engineers and feasible engineering solutions where arrived at. In addition, alignment shifts were considered in sensitive areas involving community, religious structures. drainage constraints and stretches where social forestry plantations were encountered. Keeping in mind the land required for road upgradation and the design considerations, the Corridor of Impact varies between links.

Structure of the SEA Report The data so far collected and analyses so far made of the data have been presented in several chapters in the following sequence

Section - 1: Background Chapter-]: Introductionto the SEA Report Chapter-2: Policy, Legal and AdministrativeFramework Chapter-3: Project Description

Ex-3 Scott Wilson; CES, IIIE Kamataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summary

Chapter-4: Analysis of Alternatives Chapter-5: Basic Attributes of Environment

Section - II: Impact Assessment Chapter-6: Impact Assessment & Mitigation Measures Chapter-7: Public Consultation

Section - III: Environment Management Plan Chapter-8: Environment Management Plan

All Tables, Figures and Appendices bear the number of the Chapter in which these first appear.

3. Policy, Legal and Administrative Framework This subject area has been discussed in Chapter Two. The major issues of concem are * Legal Obligations for Obtaining Environmental Clearance; and * Indian Legal System on Environment Protection

The major findings in this regard are stated below.

* Highlights of the Indian System on Environment Protection. Major Organisations: Development of environmental protection and enhancement measures in India has been determined to a considerable extent by the central legislation. The Ministry of Environment and Forests (MOEF), set up in 1980, is the controlling institution in this regard. The MOEF has two wings as Environment and Forests. Clearance of new developmental projects is necessary from both the wings.

The GoK has the Department of Forests, Ecology and Environment. This Department was established in March 1981 to have an integrated approach to deal with, prevention and control of air and water pollution, preservation and development of forest wealth and other natural resources in the state.

The Central Pollution Control Board (CPCB) is a technical wing of the MOEF entrusted with the responsibilities for detection and abatement of pollution. Every state of India has their respective pollution control boards, which act in unison with the policies of the CPCB. The functions of the Karnataka State Pollution Control Board include advising the State Government on water pollution issues, enforcement and monitoring as per the Air Act, Coordinating the activities of the regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) for establishment of new projects, environmental clearance of projects and conducting public hearing with respect to developmental projects. It also issues NOC for projects involving expansion. The KSHIP would come under its purview.

Major Statutes Related to Environment Management: The major provisions of various laws and policies on environment protection of the Central and the Karnataka State Government have been discussed in Chapter Two. The following laws have some bearing on the KSHIP:

* Land Acquisition Act. 1894 (with subsequent amendments) * The Indian Forest Act, 1927 * The Kamataka Forest Act, 1963 * The Wildlife (Protection) Act, 1972 * Water (Prevention and Control of Pollution) Act. 1974 * Town and Country Planning Act. 1976 * Forest Conservation Act, 1980 * The Air (Prevention and Control of Pollution) Act, 1981 * Environmental (Protection Act). 1986 * Motor Vehicles Rules. 1989

Ex-4 Scott Wilson i CES / IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summarv

* The HazardousWastes (ManagementAnd Handling) Rules. 1989 * Public Liability Insurance Act. 1991 * National EnvironmentTribunal Act, 1995 * National EnvironmentAppellate AuthorityAct. 1997 * Public Interest Litigationagainst Government

Legal Obligationsof the Project Proponent: The responsibility of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project proponent. The basic document required for obtaining environmental clearance is the Environmental Assessment (EA) report presented in the prescribed format and supported by detailed and accurate description of the project. The Project Proponent shall submit a comprehensive document, complete in all respect. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authority. It must carry the commitment that no deviation from designed project would be made during implementationwithout prior and explicit permissionof the designatedauthority to do so.

The Amendment dated 4th May, 1994 of the Environment (Protection) Act, 1986 requires every promoter of major infrastructure projects, including road development, to prepare and submit Environmental Impact Assessment (EIA) report before the Ministry of Environment & Forests (MOEF), Government of India (Gol), for clearance before the project can be implemented.However, the Ministry declared through a notification dated April 10, 1997 that projects concerning upgradation of existing roads which involve marginal land acquisition would be exempted from the prescribed clearance procedure except where sensitive areas like sanctuaries,national park, reserved forests etc, are involved. In schedule IV of the above referred notification, the MOEF has prescribed that the Environmental Assessmentreport on road up-gradationproject should be disclosed for public hearing through a notified meeting to be headed by the nominee of the State Pollution Control Board and the District Collector of the concerneddistrict. The State PollutionControl Board would send the report of this meeting with observationsto the MOEF. This report would contain a copy of the No Objection Certificate (NOC), if issued to the concerned project promoter. On the basis of the issued NOC, the MOEF generally clears the project without further scrutiny.

Following this amendment,the Ministry of Environmentand Forests, Government of India issued a circular on 15th October, 1999 (No.21012/26-99-JA-III)wvhere it clarified that "Marginal Land acquisition means land acquisition not exceeding a total width of 20 metres 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 environmentalclearance only if the cost of the projects exceed Rs.50 Crores each."

It is important to be aware of a recent circular (dated: 12th July, 2000) of the Standing Committee of Indian Board for Wildlife under the Ministry of Environmentand Forests where in it is stated that the Members were of the opinion that "Widening and black topping of the roads within National Parks and Sanctuaries increase the vehicular traffic and also the speed of the vehicles. There were instances of accidental death of wildlife by the fast moving vehicles in the protected areas. Considering the negative impacts of widening and black topping, it was decided that roads that have already been tarred should continue to be maintained and repairedproperly. However, no roads inside the National Parks and Sanctuanes shouldbe widened or upgraded".

While following the prescribed format of the EA report, it would be seen that the project promoter has to establish and utilise strong interfaces with several other Departmentsof the State Government and other State Agencies. This provides advantages in the matter of preparing several supporting documents to the application for environmentalclearance. These documents are generally referred to as Land Acquisition Plan. Tree Felling & Compensatory Afforestation Plan. Rehabilitation & Resettlement Action Plan, and Plan for Opening New Quarry (if needed). The required support from

Ex-5 ScottWilson CES/ IIIE Karnataka State Highwavs Sectoral Environmental Assessment Report Improvement Project Executive Summary

the other institutions can be mobilised if the prescribed procedures are followed. These procedures have been discussed in details in Chapter Two.

4. Project Description This is the subject matter of Chapter Three. The KSHIP can be technicallyclassified into two types as * Upgradation involving widening, strengthening and raising of embankment height (where necessary); and * Major Maintenance involvingstrengthening without widening.

The proposed design parameters have been described in details in the First Interim Report and the Second Interim Report of the PCC. Of critical importance in the context of environmental impact assessment is the treatment options consideredby the design engineers.These are summarised below.

Treatment Alternatives:The main elementsof the constructionprocesses are:

(a) Upgradation:Widening & Strengthening(including raising of embankment): * Remove high shoulders& grub out bushes (some trees may get removed); * Remove existing pavement; Widen road formation to 12-mwidth; * Construct new wider pavement with paved/hard shoulder, including surfacing and providing ditches and drains, wherever necessary; and * Construct shoulder filling.

Raising of Embankment& New Pavement: * Remove high shoulders& grub out bushes (some trees may get removed); * Remove existing pavement and widening; Widen roadway to 12-m and constructside ditch, if required; RRaise embankment; * Construct new wider pavement and paved/hard shoulder, including surfacing and pavement edge drain; and e Construct shoulder filling.

The sections identified for raising were selectedon the basis of a number of criteria including * Relative height of.the existing road formation level (top of subgrade) to the surrounding ground and likely maximum water table conditions; * Possibility of seepage across the road line; * Presence or likelihood of field irrigation close to the road: * Nature of local soil; and * Possibility or otherwise of improving drainage by means of side drains.

(b) Major Maintenance: * Remove high shouldersand grub out bushes * Construct side ditches wherever specified * Remove poor quality existing widening as instructed on the field * Re-compact the existing subgrade in widening area. If the existing subgrade is unsuitable, add selected material (like WBM) from dismantling of the existing widening portion Reconstruct the widenedportion to match the existing pavement * Regulate the existing pavement surface and existing widening (if not replaced) * Place overlay for entire width of the carriageway * Construct drainage channel outlets Construct shoulder filling to the specified width or to the edge of the existing roadway

Ex-6 Scott Wilson / CES / IIIE Karnataka State Highways Sectoral Environmental AssessmentReport ImprovementProject Executive Summarv

It is pertinent to mention here that the magnitude of the improvement option of major maintenance is very less compared to upgradation option and it is also restricted to improvements to the existing carriagewaysand additional existing widening.

Other no less critical issues considered for environmentalimpact assessment are: * Options on Road Construction Materials * Options on Cross Drainage Structures * Options on Intersectionson Roads for Upgradation * Options on Bypasses

(a) Road ConstructionMaterials Rocks, Natural Gravel, Sand, Fly Ash, Slag Iron, and Embankment Fill would be used. The sources have been identified and the quality of materials tested. These sources have been listed in Chapter Three.

(b) Cross DrainageStructures The locations of all cross-drainagestructures, like culverts, causeways and bridges, for every road link were listed. Whether or not these require repairing or replacement were also noted

(c) Intersectionson Roads All intersectionswith the roads for Phase I Upgradation and requiring improvement were listed. The intersectionswith the roads for Major Maintenancewould be merged at grade.

(d) Bypasses In the Inception Report, the Consultants had stated that the town survey and the issues concerning bypasses for the towns would be reviewed in the Second Phase of the KSHIP. Chapter 6 of the First Interim Report contains observationson a number of towns (see Appendix-G).

In the EnvironmentalScreening Report (Chapter 7 & Appendix-H- First Interim Report), the order of congestion within the towns with observations on possiblesolutions of such problems were noted. The Strip Maps for the SEA Report show the locations of urban congestion on the corridors under Upgradation programme.

The information on where by-pass exists or has been proposed by the given town administration was also noted. It was found that in the locations where these are required, the bypasses have either been already constructed or are under. construction.

5. Analysis of the Alternatives Chapter Four describes the various altematives considered for selection of roads for upgradation and major maintenance.The highlightsof the sieving process are:

(a) No Project Option: This option appeared unacceptable.Several reasons were upper most to the GoK. The history of regional economic development in Karnataka reveals that the gains over the past few decades remained largely confined along the National Highway corridors. At the same time, investments for newer means for resource use were taking place over wider areas. The State Highways and some of the major District Roads, by acting as feeders to the centers of growth located on the National Highways. were found to be assisting these processes. Hence, the need for establishing proper feeder roads to the National Highways appeared a reasonable programme. The State has little resource to maintain the roads, not to mention upgrading these. Secondly, persistent deterioration of the road conditions made maintenance of regional network of transport difficult to sustain, notwithstanding the injury caused to the transporter.

Ex-7 Scott Wilson / CES / IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Executive Summary

(b) Strategic Option Studv: In order to formulate a policy for developing an effective network of regional roads. a Strategic Option Study (SOS) was carried out. The findings from this study formed the basis for initiating the KSHIP.

(c) Initial Package of the KSHIP: Of the roads identified in the SOS Report that would deserve improvement, the GoK chose to examine the feasibility of 54 road links, their lengths totalling 2490 odd kilometers. The work of ascertaining feasibilitywas assigned to the KPCC.

It is useful to mention here that following a recent decision by the Government to upgrade Corridor 12- Bijapur -Hubli to National Highway standards, a length of 193 km has reduced from the initial length of 1041 km. The major maintenancelength of Phase I is about 848 Km.

(d) Alternatives Suggested by KPCC: The Environmental Screening Report, placed in the First Interim Report, found two corridors (no. 10 & 13) unacceptablefor any improvement.In addition, the EIRR analysis, placed also in the First Interim Report, indicated that these two corridors, 2 road links of corridor 1, 1 road link of corridor 4 and 3 road-links of Corridor-8 did not justify investments even for major maintenance.This reduced the Initial Package of the KSHIP to 46 road-links, totalling 2061- km. The EIRR also identified the road links justifying investment for Upgradation as distinct from Major Maintenance.

An economic analysis was carried out for the unviable links following the reduced cost of construction obtained during detailed engineering of phase-I. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. The PCC has carried out a reconnaissancesurvey for these new links in December 2000 and in the process has excluded about 56 Km passing through National Parks and Wildlife Sanctuaries and thereby reduced the total length of new major maintenance links to 372 Km.

6. Basic Attributesof Environment Chapter Five provides a comprehensivereport on the environment of Kamataka, covering physical, biological and social elements in their essential details. This provides a perspective for relating the disjointed information on environment given in the Environmental Screening Report. This also provides understandingabout the impacts that the KSHIP can apprehend from the physical locations of roads.

Many of the major changes in the environment have been induced by the society. Some of these have arrested deteriorationin the ecological system. Some have made the system increasinglyvulnerable.

Geoiogy, physiography, climate, drainage system and soil constitute the physical components of environment.Their interrelationshave been shown. Presence of lead in roadside soil has been tested at 10 places and nowhere has the concentrationbeen noticeable. Quality of ambient air and ambient noise levels were monitored at 16 stations for each. Except for SPM and RPM, no other pollutant has been above the permissible limits. Water quality was monitored at 3 locations and data on 7 other water bodies falling on the project roads were collected from CPCB. In addition, for 12 IMD stations, the prevailing direction wind was analyzed. Wherever required, maps have been included to show the patterns of regional variation.

The biological environment covers bio-climate, ecological diversity, flora & fauna and the present status of forestland in Kamataka. The list of endangered biota of the State and the locations of National Parks & Wildlife Sanctuaries of Karnataka have been listed. Corridor IOA passes through Rajiv Gandhi National Park from PWD KM Stone 62 to the Kerala Border i.e. the end point about 500 m from PWD Km Stone 91, a distance of about 29 Km. Corridor 13A passes through Anshi National Park for a length of about 33 Km between PWD Km Stone 57 and 91. The PWD has decided to exclude the stretches passing through the National Parks and the Wild life Sanctuaries of both the comdors. These lengths are subject to revision following the odometer survey.

Ex-8 Scott Wilson CES IIIE KamnatakaState Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summnary

Social Environment deals with demography, land use and area under irrigation. locations of major market centres and the order of urbanization. Regional variation in any or all these aspects is pronounced.

Karnataka occupies the 8"h place amongst the States of India with regard to population size. The average density of population in 1991 was 235 persons per square kilometer. The 101 types of Scheduled Castes together account for 16.38%of the total population of the State. Similarly 49 types of Scheduled Tribes account for 4.26% of the total population of Karnataka. Some 38.45% of population are classified as workers. The cultivatorsconstitute 34.21% of the main workerpopulation. The State has recorded a literacy rate of 56.04. This has assisted the people to adopt newer technology in almost all sectors of the economy.

Two major vectors of economic developmentare discernible. One is related to growth in agriculture based on irrigation. The other is associatedwith urban-industrialformations. The substantive point to note in this regard is the progressive reduction of the earlier contrasts noticeable between rural and urban habitats. The dynamics of such change needs appreciation while selecting the roads for improvernent.

The places of cultural and tourist importance in Karnataka falling on the road comdors or in nearby locations have been listed in the section on culturalheritage.

7. Impact Assessment and MitigationMeasures Chapter Six deals with these issues. Probablenegative impacts of the KSHIP were examined in terms of four scenarios,namely IImpacts from Location; ImpactsI from Project Design; * Impacts during Construction; and IImpacts when the roads would be operational. The major findingsunder each scenario are noted below.

* Impacts from Location Whatever impacts the KSHIP roads might have had caused initially upon environmentnow appear as more or less adjusted.However, from the uses made of the resources, the environmentappears to have changed, especially in terms of.the hydrologicalregime. This has, in many instances, caused damages to the road pavements. The major processes related to social uses of resources and contributing to change in environmentare * Practices on gravity flow irrigation.arising from uncontrolledrelease of water to affect in turn the base and sub-base of road formations; * Formation of large reservoirs large dams, leading to rise in water table and collapse of road structures; * Roads used as an embankment for vater tanks and reservoirs, * Extensive deforestation, contributingto increased air-borne suspended particulate matter, parts of which get captured by the vegetation growing on the earthen shoulders. leading to rise of shoulder-level in relation to that of the carriageway; * Improper road drainage systems, arising partly from inadequacy in the original road designs for drains and cross-drainagestructures and leading to deteriorationof the road fornations; and * Growing mining economy. contributingto high axle-load traffic, which has been in many instances greater than the bearing capacitiesof the old roads.

The road links suffering under such stresses have been identified. The required mitigation measures are

Ex-9 Scott Wilson X CES / IIIE Karnataka State Highwavs Sectoral Environmental AssessmentReport ImprovementProject Executive Summary

* Raise the height of the so affected roads to save the sub-grade from being contaminatedby groundwater; * Establish fairly deep cut drains along the outer edge of the right of way of the so selected road links; * Pave the shoulders wherever possible or keep the earthen shoulders free from vegetative growth; and * Restrain the truckers from over loading.

Impacts from Road Designs The design criteria for roads under upgradation and major maintenance programmes have been noted in Chapter-3 of this report. The suggested specificationsappear reasonable, although the thickness of the different componentsof the road-formationwould under go modifications in tune with the bearing strengths of the available materials.Careful supervisionis warranted while using the diverse materials. The objective of supervision would vary according to the quality of the available construction materials and their sources. The pertinent elementsof caution are * Availability of gravel and the nature: It is abundant in distribution, but occurs with clay fractions; * Locations of borrow materials: By practice, these get located near the construction site, but do not necessarily yield good quality materials, especially in the tracts with black cotton soil; * Availability of fly-ash: The major source is at Raichur, which location is rather off-centric in relation to the project roads and would, thereby, offer use only some of the road links; * Availability of iron slag: The major source is at Bhadrawati near Shimoga, but the amount is rather limited; * Re-use of the excavated road formations:Disposal of the bitumen contaminatedparts need careful attention; and * Location of stone crushers: By practice, these are located at the mine heads and restrict, thereby, gainful use of the fines as fillers.

Other major impacts from road design would emerge in the shape of land acquisition, tree felling and eviction of encroachers. As stated earlier, these issues are to be handled through Land Acquisition Plan, Forestry Plan and RehabilitationAction Plan.

In this context, the design of avenue plantation should be carefully considered. The utility of avenue plantation in confining the distribution of air-bome pollutant is well known. As noise barrier, some interesting results were obtaining through monitoring, which would help in mixing trees and bushes for avenue plantations. The findingsare placed in the table below:

Table 5:Effects of Vegetative Screen on Noise Level (Noise level: Value in dB(Leq) b tween 0600 & 1400 hours) Location Avenue Plantation Value Facing Road Behind Plantation (10 m from the edge of the road) Link-2A: Near Bijapur No vegetation 64.4 61.5 (Open Area) Link-lF: Near With Trees only 59.1 56.3 Aminagad Link - 3A: Near With trees and thin 59.4 52.5 Jamkhandi shrubs I __ Link-lF: Near With dense shrubs 71.2 60.1 Aminagad (Prosopis jutliflora)

Ex-10 Scott Wilson. CES' IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Executive Summary

As recommended by the MOEF, the most effective species to absorb the various elements of traffic related pollutants are. Azadirachta indica (bevu or neem), Tanzarinduis indica (hunsemara or tamarind), Ficus benghalensis (aladamara or banyan), Terminalia chebula (Hallalemara or atun) and Dalbergia sissoo (White beete or shisham).

The most effective sound barrier has been Prosopisjuliflora (Bellaryjalli). This has been widely used in the existing roadside plantations. This species grows on all types of soils and responds by profuse shoot formation after repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise per kilo. a Impacts during Construction Several types of negative impacts upon environment do happen during construction of roads, primarily due to negligent practices. Responsible supervision is needed to avoid and to mitigate such adversities. The contexts of such impacts are noted below: * Impact on Land Resources * Impact on Soil Quality * Impact on Water Resources * Impact on Water Quality * Impact on Air Quality * Impact on Noise Level * Impact on Biological Environment * Sanitation and Waste disposal * Other impacts

The required mitigation measures have been spelt out in this chapter. Since the negligent road contractors generally cause such impacts, the mechanism for controlling them have been specified in the Bid Document for Environment Protection and has been placed in Chapter Eight that deals with Environment Management Plan (EMP).

* Impacts during Operation Phase The operation phase impacts mainly arise due to vehicular movements. These can be grouped as follows - Impact on Land Use, = Impact on Air Quality, Impact on Noise level, * Impact on Biological Resources, * Accident Hazards and Safety, and * Aesthetics * Impact on Land Use

The circumstances of impacts and the required mitigation measures have been discussed in details.

It may be noted that the above analysis of the probable environmental impacts would not equally apply on the two types of projects that the SEA Report covers. The guiding rule in this regard would be as follows: * For the project on Upgradation of roads, the entire coverage in this chapter shall apply. This would include impacts from location, impacts from design. impacts during construction and impacts during operation. * For the project on Major Maintenance, only the impacts during construction phase and Operation phase would apply. Impacts from location and from design will not apply.

The reason for applying the above distinctions between the two types of projects is easy to comprehend.

Ex-I I Scott Wilson / CES; IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Executive Summary

The Environmental Screening Report showed that none of the road links. if chosen for major maintenance, would cause any adverse impact upon the given environment. Although the suggested design for roads under major maintenance does not rule out the possibility any tree-felling, it should be mentioned that while preparing the SEA Report, no ground for sustaining such an apprehension was discovered. For these road links, the existing carriageway width would be maintained and no improvement of alignment would be considered. However, during removal of the old pavement and construction of new pavement would cause environmentalimpacts.

8. Public Consultation The issue on public consultation is the subject area of Chapter Seven. Consultationswere carried out in three stages, namely * Unstructuredconsultation during EnvironmentalScreening * Unstructuredconsultation during MonitoringAmbient Air Quality & Noise Level * Formally announcedJoint Public Consultationswith Social Impact Analysts

The major findings are the people consider that * Regular repairing of any road is certainlydesirable; * Widening of road would reduce traffic bottlenecks during rainy seasons as the heavy trucks dare not use the earthen shoulders; * As the road contractors generally do not deploy local labour, they must take back their own labourers after completionof works as a means to reducing social tension; - Maintenanceof avenue plantationsshould be entrusted upon the local villagepanchayats; * Azadirachta indica (neem) and Tamarindus indica (tamarind) are the preferred tree- species for avenue plantation; * Ficus benglhalensis(banyan) is not preferred as it spreads roots and branches onto the neighbouring agricultural land; * Prosopisjuliflora is a preferredbush as it yields good fuel wood; and * A more compelling need above road constructionis to develop fuel wood plantations.

Comparison of the public responses between the informal and formal meetings decidedlyindicates that on issues conceming environment consultationsshould be informally structured.

* The Stakeholders' Meeting The KPCC requested the PIU to convene a meeting of the stakeholders as a part of the public Consultationprocess. The PIU thought that the stakeholders shall represent the local agencies like, the State Pollution Control Board, District Administration, the NGOs, Project Affected People and the population at large. This meeting was held, but with an accent on Rehabilitation Action Plan that the Consultants on Social Impacts are carrying out. None of the issues concerning Environment Management Plan were raised in this meeting.

* Public Disclosure for EIA Report It is of particular importance to note that the Rules formulated under the Environment(Protection) of 1986 stipulatethat Public Disclosure of the EIA Report would be required under the aegis of the State Pollution Control Board. The listed stakeholders in the given Rule should be drawn form the Project Affected Area. This Rule is given in Schedule 4 of the Gazettes Notification, dated 10Ih April 1997. This is applicable in case the Project promoter applies for clearance to the MOEF.

If the Project comes under the purview of this statute it means that two meetings for Public Disclosure are to be scheduled by the PWD, each one for the two phases.

In addition to the legal requirements, the PWD has decided to disclose the Report and make the executive summary available to the public at all the taluks and district headquarters of the project roads in public buildings like the District information centre, Public libraries and the District PWD office.

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PWD PIU has conducted formal public consultations in the month of October 2000 in all the district headquarters of the Phase I upgradation corridors. The interesting part of these formnalpublic consultationswas the participation of many Non Governmental Organisations(NGOs) and the positive interactions between the governmentagencies, the NGOs and the public including the PAPs and the local populace. These public consultationswere the first in the series of public disclosure planned by the PWD. The audience was well informed as all the information related to the Project was already available a month in advance in the respectiveTaluk Offices in Kannadaas well as in English.

Based on the above observations the PIU-PWD has taken a pro-active approach to address the issues of public concern in rural settlements and areas with bad road geometry. In villages and semi urban settlement where alignment changes cannot be undertaken, the design speed has been reduced and adequate road signs will be installed to forewarn the road users. The PWV has also adopted a pro- active approach for coordinating with other government agencies in providing sanitary and drainage facilities in the roadside villages.

9. Environment ManagementPlan For any project that needs environmentalclearance, a designated authority of the MOEF reviews the request and, if satisfied, issues an environmental clearance letter. This letter is to be seen as a conditional agreement between the project proponent and the Govemment, wherein the project proponent declares that all care would be taken to avoid causing unnecessarydamage to the ambient environment while implementingthe given project and the Govermmentaccepts it. This assigns upon the project proponent some specific responsibilities, for the discharge of which a plan has to be prepared and submitted at the time of placing the request for environmentalclearance. This plan states the procedure and the manner in which the project proponent would carry out the management of environment in the context of the given project. This is called the Environment Management Plan (EMP). In Chapter Eight the contents of EMP based on the SEA Report have been detailed out.

The Environment ManagementPlan summarises the environmentalimpacts of the project and presents measures, which will be implementedto mitigate the adverse impacts of the project and to enhance the positive outcome of the project. More specificallythe EMP includes the following components: e Environmental Impacts and MitigationMeasures * Capacity Development-Implementingorganisation of EMP * Monitoring Implementationof EMP and reporting; and * Training on environmental management.

* Environmental Impacts and Mitigation Measures The primary impacts due to the project and their consequent mitigationmeasures have been discussed in brief in this section. The primary impactshave been listed below. * Raising of Embankmentfor upgradation component * New pavement for both upgradation& major maintenancecomponents * Gravel and Borrow pits for both upgradation & major maintenance components * Use and disposal of excavated material for both upgradation & major maintenance components * Land Acquisition for upgradationcomponent * Avenue plantation and Afforestation for both upgradation & major maintenance components * Accidents and Road safety for both upgradation & major maintenance components . Impact on Air quality and Noise level for both upgradation & major maintenance components Impact on water resources and water quality for both upgradation & major maintenance components Sanitation and Waste Disposal for both upgradation & major maintenance components Aesthetics for both upgradation& major maintenancecomponents

Ex- 13 Scott Wilson / CES /1 IE Kamataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Executive Summary

* Capacitv Development Implementation of mitigation measures would be possible if an Environment Management Plan Implementation Unit (EMPIU) is developedand assigned with specificresponsibilities with regard to

* Monitoringprogress of the project as per planned schedule of activities * Exercise control over the contractors of all descriptions appointed for the given works * Assist the Supervisor Engineer by providing appropriate solution of engineering problems for implementingthe prescribed mitigationmeasures * Documenting the experience of implementationprocesses * Preparation and use of training materials for the Public Works Department of the Govemment of Karnataka incorporating the experience of implementation processes and other relevant issues concerning protection of environment * Maintaining effective interfaces with the other relevant institutions in the context of the works.

The PWD of the GOK does not have any established EMP Implementation Unit. Under the circumstances, the Project ImplementationUnit (PIU), set up for working with Project Coordinating Consultants (PCC), would be the best available organisation to supervise over the implementation of the environment management plan. By virtue of its continued association with the PCC, the PIU will be fully acquainted with the considerationsbehind project formulation at all stages. The PIU, with appropriate strengthening, should appear competent to act as the EMP implementation Unit (EMPIU). The PIU and PWD have decided to form this EMPIU for efficient implementationof the EMP. The EMPIU shall be a specific functionalunit under the Project Director of the PIU. The EMPIU shall be headed by a Senior Environment Engineer (of equivalent level of an Executive Engineer of the GOK) and have three wings, the functions of which are stated below: > Environment Mitigation & Monitoring Wing - to be headed by the Senior Environment Engineer himself and supportedby required numbers of Assistant EnvironmentalEngineers; > Forestry & Environment EnhancementWing - to be headed by an Assistant Conservator of Forest and Range Forest Officersin the respective Executive Engineer's Divisional office t- Documentation of Monitoring & Training Wing - to be headed by a Training Manager. This wing will be under the Senior EnvironmentalEngineer. All these three wings of the EMPIU shall maintain close interaction and co-ordination between themselves as well as with the other Divisions of the PIU. To begin with, the PIU is planning to appoint four Assistant Environmental Engineers at each Executive Engineer's office and four Range Forest Officers at the divisional offices and two Range Forest Officers at the PIU office.

The EMPIU shall have the followingpowers

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* Have access to all documentson the formulatedproject; * Have access to all GovernmentOrders issued for the appointment of and the conditions stipulated therein for all Contractorsand the SupervisionConsultants; * Have access to the records maintained by the Contractors, including that of the Consulting Supervisors; * Freedom to inspectthe works under execution; * Record the circumstancesrequiring application of alternativecost-effective mitigationmeasures; * Appoint specialists to monitor unanticipated social and environmental problems and to obtain from them the appropriatesolutions thereof; * Prepare environmentmonitoring reports on works under executionat regular intervals; and * Undertake any other tasks arising from and related to the above.

* Role of the Functionaries The Contractors and the ConsultingSupervisors are to be seen as the arms of the EMPIU. Therefore, to appreciate their co-operationand to stimulate them to execute the works should be seen as a major objective of management.

On receiving the approvedEMP together with the documents appendedthereto, the EMPIU shall note down all tasks and sub-tasks derivable thereof and to sequence its own activities in consonance with the schedule of constructionactivities. The EMPIU should also require the Consulting Supervisors to prepare similar schedules of works. Failure to achieve such concordancewould impair progress and, ultimately, invalidate the EMPIU.

The major functionaries,extemal to the EMPIU, are the contractorsand the ConsultingSupervisors. It is particularly importantthat the team of ConsultingSupervisors includes an EnvironmentalEngineer.

The Contractors' responsibilitiesin matters related to protection of environment shall be a part of the Bid Document. The Consulting Supervisors shall be held responsible for any deviation caused by the Contractor. The conditionshave been comprehensivelydefined for inclusion in the Bid Document.

- Record Keeping on Implementationof the EMP Monitoring implementationof the EMP would be necessary during both construction and operation phases. Equally important is record keeping for its utility as a statement of experience on implementation of EMP for subsequent use by the PWD. For its complexity, the procedures to be followed for monitoring during the constructionphase are first described.

During Construction Phase The Supervisor Engineer shall monitor the functioning of the Contractor with a view to ascertaining that the Contractor has indeed been performing his tasks in accordancewith the conditions in the Bid Document. The EMPIU shall prepare a report based on its own system of monitoring to record the manner in which the EMP is being implemented.This monitoring report should cover, as far as practicable, the same period in the latest Progress Report prepared by the Supervisor Engineer. Copies of both these reports should maintained as records by the project proponent.

Prior permission of the EMPIU would be required for modifying any element of the approved design when considered necessary. The conditions stipulated above shall be binding upon the Supervisor Engineer. He should, therefore, submit his proposals well in advance to avoid causing delay in project implementation. The EMPIU shall periodically ascertainthat the required advance planning has indeedbeing done by the Supervisor Engineer.

The Contractor for materials supply should identify, in consultation with the EMPIU, the stone quarries and the borrow areas for sourcing the respective kind of materials of pre-approved quality.

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The EMPIU should not allow development of borrow-pits within the established ROW to avoid increase in materials requirementat the time of expanding the carriagewayin future. The procedure for restoration of the borrow areas has been noted in the conditions in the Bid Document for protection of environment.

Regarding the locations for installing stone-crushers, the EMPIU has to opt between work-site and quarry-site, both offering advantages as well as disadvantages. Since the stone-crushing process leads to the formation of stone granules, its disposal at the quarry-site would lead to dumping of this valuable material. At the work-site, the granules can be gainfully utilised as fillers. At both the locations, the measures noted in the conditions in the Bid Document for protection of environment on air-quality must be implemented.

On completion of the construction phase, the EMPIU shall submit a detailed statement on the measures taken as proof of compliance with the approved mitigation measures considered for issuing environmental clearance. This report after scrutiny shall be forwarded to the institution granting the given environrnentalclearance with a request to certify that compliance has indeed been effected. This certificate on receipt should be preserved in the office of the Project Proponent for future reference.

The stone quarry or quarries identified as source(s) would be required to implement the necessary mitigation measures on noise and air-quality noted in the conditions in the Bid Document for protection of environment.

On completion of the ConstructionPhase, the assets created from the project shall be handed over to the Project Proponent, i.e., the Public Works Department, GoK. With this, the responsibilities of the Supervisor Engineer and the Contractor(s) would cease. The EMPIU would again emerge as responsible for overseeing the implementationof the mitigation measures of the post-construction phase.

DuringOneration Phase The potential impacts during the operation phase are of diverse kind, not all of which fall within the jurisdiction of the Public Works Department.Hence, its responsibility shall be to oversee that the other appropriate agencies of the State implement the specific mitigation measures falling within their respective jurisdictions. The EMPIU, for this purpose, should initiate some pro-actions to alert the other agencies in this regard. The domains of pro-actions are describedbelow.

A major area of concern would be with the future needs for widening the project roads. This need can be addressed if the established ROW is wide enough to allow addition of two lanes, as and when required. The required pro-actions in this regard are as follows:

' The EMPIU, through the PWD, shall request the Government of Karnataka to allocate necessary funds to establish progressively ROW of minimum width of 30-m for all the State Highways, starting with the Project Roads. On receipt of the required funds, action should be taken for land acquisition at appropriate locations.

' Considering that the widths of the existing ROW are wider than 30-m in many stretches, the EMPIU should remain ever vigilant about wrongful encroachment on the currently vacant stretches of the ROW. On detection of cases of trespass, a first information report (FIR) on it should be filed with the local Police Station. Trespass is a cognisable offence as per the Indian Penal Code, by virtue of which eviction of the trespasser(s) becomes an obligatory function of the State. Therefore, immediatelyafter filing the FIR, the matter should be reported to the concerned District Magistrate for appropriateaction. leading to restoration of the original rights of the Public Works Department. o Considering that adequate funds to acquire the required land may not be available at one time, the EPIU should seek application of the relevantprovisions in the Town & Country Planning Act with

Ex- 16 Scott Wilson / CES / IIIE Karnataka State Highways Sectoral Environmental AssessmentReport Improvement Project Executive Summary

regard to the State's right to prescribe set-back for buildings with reference to the outer edges of ROW of public roads. The Department of Town & Country Planning. GoK is the appropriate agency for implementationof the prescribed norm for setback. The fall-out of this pro-action would provide elbowroom for acquiring open spaces to meet the future needs for wider ROW.

; The town municipal organisationsas well as the Traffic Police Department can be requestedby the EMPIU as a part of their pro-action commitments to install traffic control facilities towards ensuring public safety.

* Ambit of Monitoring Monitoring refers to the records of actions taken to check the status of objects at pre-defined time. When monitoring is done with regards to any works, the records indicate whether progress is being achieved as planned. Monitoring done of the status of a given object yields base-line data for comparisonof the status of the same object at a later time point.

In the context of environmentmanagement, monitoring the quality of some sensitive componentsof environment is necessary.These are * Ambient Air Quality, * Ambient Noise Level, - Water Quality, and - Avenue Plantationstogether with CompensatoryAfforestation.

Monitoring shall be carried out during three phases of the project, such as * Pre-constructionPhase, * Construction Phase, and * Operation Phase.

Competent firms in the pnrvate sectors can be deployed for recording the measurements on the given components of environment in all phases. However, it is recommended that the agency should be identified on specificadvice of the State PollutionControl Board.

The Consulting Supervisors would be the competent authority to appoint such extemal agencies and specify to them, in consultation with the EMPIU, the exact locations of the desired observation stations. The EMPIU should also check whether the appointed agencies are indeed carrying out the specific tests over pre-specifieddates at specified locations.

The data collected through the procedure prescribed above should be stored after adequate indexing within the EMPIU in a manner where retrieval of specificfiles would be easy.

* Training for Environment Management The basic strategy should be to stimulate development of the process of conscious recognition of environmental issues within a clearly defined task-environment. One could initiate this process by exposing a select group of the staff of the Public Works Department formally placed within a task environment, where their accountabilityfor implementingmeasures for the protection of environment are fully spelled out. Competentperformance therein would convince this select group about the utility of moderating the normal work-procedures by intemalising sensitive appreciation of the underlying environmental considerations. Such a group of individuals can then be given the charge of active dissemination of the culture of environmental consciousnesswithin the rest of the organisation. This select group is the EMPIU.

The proposed structure of the EMPIU contains a wing called the Documentation of Monitoring & Training headed by a Training Manager. This service will also be obtained through a contract with a suitable Consulting Firm for an initial period of two years. This term can be considered for extension

Ex-l 7 ScottWilson / CES/ IIIE Kamataka State Highways Sectoral Environmental AssessmentReport Improvement Project Executive Summarv

on satisfactory performance in terms of instilling awareness about environment management within the Public Works Department.

For organising training on environment across the Public Works Department, the EMPIU will need to meet certain conditions, the nature of which are:

(1) The Training Manager shall appoint a facilitator to prepare the casebooks out of the records prepared by the EMPIU.

(2) The EMPIU will prepare the annual programme of training to be run through workshops.

(3) The EMPIU will prepare a programmeof Special Lectures on environmental issues to be delivered by persons with proven expertise at the national level to deliver those before the staff of the PWD.

(4) Special Lectures will also be organised by the PIU for the PWD staff to develop awareness about accountability in environmentmanagement.

At the end of the third year of running the above listed action-programmes, a comprehensive evaluation of its total impact on the practices of the Public Works Department on environmentalissues will be carried out. This evaluationshall be done by nationally recognised institution(s) as Consultants. The review of the Evaluation Report shall yield the need for introducing changes in the training schedules.

a Integration of EMP with the Project The EMP is an integral part of the Project and an important component, which is to be implemented simultaneously as the project proceeds. The necessary linkages established with the various project components during the different phases of the project as noted above will have to be executed and supervised for effective and efficient environmentalmanagement and timely completion of the project. The budgetary allocations for EMP implementation should be a part of the project costs so that the EMP will receive funding and will necessitate proper supervision and monitoring of the various components and training required for developing capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account the environmental impacts and their respective mitigation measures. Although the conditions in the Bid Documents are specified, the entire document on EMP shall be made a part of the contracts for implementationof the project. The PWD of the GOK has to discharge responsibilitiesby 1) Making the EMP an integral part of the project in all respect 2) Providing ever vigilant support to the training programme 3) Assisting the EMPIUto liaise with the relevant interface institutions.

The Project includes roads for upgradationas well for major maintenance. It is, useful to state some of the major issues of EMP for the maintenance component of the project.

The proposed road maintenancecomponent would involve * Removing of high shoulders, * Removing and strengtheningof poor quality formation (which may include widening), and * Laying of asphalt overlay.

The final formation would include Im of soft shoulder on each side. Where necessary, the maintenance will also include replacementand lengthening of the culverts. To ensure that the environmental protection measures are properly implemented during the execution of the maintenance component, it would be necessary to incorporatethe main principles of Environmental Management Plan into the design and contract specification of the road maintenance component. This means that the maintenance component would include

Ex-18 Scott Wilson / CES / IE Kamatak-aState Highways Sectoral EnvironmentalAssessment Report Improvement Project Executive Summary

> Provision of Im soft shoulder on each side of the road. > Provision of tree plantation along the road, > Proper handling, disposal and rehabilitation of excess black-top material excavated from the roads, > Provision of safety signs during the construction and implementation of the maintenance component, Proper location of asphalt plants and installation and use of pollution control equipment on such plants, > Rehabilitation of borrow areas (where used), > Use of only those quarries licensed under the Air Pollution Control Act and > Environmental supervision to ensure the implementation of the EMP.

In addition, if the proposed maintenance roads pass through or near sensitive locations, such as wild life reserve or sanctuaries, wetlands, coastal zones, etc., the PIU/PWD would take additional mitigation/management measures as per the Bank/MOEF requirement.

Ex-19 Scott Wilson/ CES / IIIE Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Executive Summary

Figure 1: Phase I and Phase II Project Roads

ImprovementLegend For Phase-I iW Upgradaon = o Maintena ImprovementLegend For Phase-ll Upgradation -ZZMajorMaintenance rda nomnd

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Ex-20 Scott Wilson / CES / IIIE Section I Background

Chapter 1 Introductionto SEA Report

Kamataka State Highwavs SectoralEnvironmental AssessmentReport Improvement Project Chapter I

CHAPTER 1: INTRODUCTION TO SEA REPORT

TABLE OF CONTENTS

1. INTRODUCTION TO THE SEA REPORT ...... I IA.I . OBJECTIVE...... I 1.2. ESSENTIALS OF SEA STUDY...... 3 1.3. METHODOLOGY... 3...... 3 1.4. STRUCTUREOF THE REPORT ...... 4

TABLE 1.1: KSHIP - NETWORK LINKS ...... 1

FIGURE1-1: KSHIP- PROJECT CORRIDORS ...... 5

I-i Scott Wilson / CES / IIIE

Karnatak-a State Highwavs Sectoral En%ironmental Assessment Report Improvement Project Chapter I

1. INTRODUCTION TO THE SEA REPORT

I.1. Objective The overall objective of this report is to present the findings of sectoral environmental assessment of the Karnataka State Highways Improvement Project (KSHIP), proposed by the Govemment of Kamataka (GoK), for upgrading and/or for major maintenance of 2,490 km of existing State Highways (SH) and Major District Roads (MDR). The roads chosen by the GoK are identifiable as 12 distinct corridors. The list of these roads classified into 12 corridors is presented in Table 1.1.

Table 1.1: KSHIP - Network Links

Study Corridor 01 Group Description Road No. Start Km End Km Class Link O0A Raichur- To Makthal SH13 0.0 19.379 State Roads LinkOlB Raichur -Kalmali SH20 0.0 11.826 State Roads LinkO1C Kalmali -Lingsugur SH20 0.0 80.862 State Roads Link 01D Lingsugur - Mudgal SH20 0.0 19.900 State Roads Link 01E Mudgal - Hungund SH20 0.0 39.628 State Roads Link 01F Hungund - Bagalkot SH20 0.0 41.530 State Roads Link 01 G Bagalkot - Gaddankeri SH20 0.0 11.000 State Roads Link 01H Gaddankeri - Lokapur SH20 0.0 28.166 State Roads Link 01J Lokapur- Yargatti SH20 0.0 44.431 State Roads Link 01K Yargatti- Belgaum SH20 0.0 56.500 State Roads Total Length of Links in Corridor 01 353.222 Study Corridor 02 Group Description Road No. Start Km End Km Class Link 02A Bijapur - Tikota SH12 0.0 19.980 State Roads Link 02B Tikota - Shedbal SH12 0.0 92.062 State Roads Link 02C Shedbad - Chikodi SH12 0.0 35.270 State Roads Link 02D Chikodi - Sankeshwar SH12 0.0 21.183 State Roads Total Length of Links in Corridor02 168.495 Study Corridor 03 Group Description Road No. Start Km End Km Class Link 03A Bijapur- Mudhol SH65 0.0 81.458 State Roads Link 03B Mudhol - Lokapur SH65 0.0 22.480 State Roads Total Length of Links in Corridor03 103.938 Study Corridor 04 Group Description Road No. Start Km End Km Class Link 04A Hulikatti- Nargund MDR 0.0 20.837 District Roads Link 04B Yaragatti- Hulikatti MDR 0.0 29.200 District Roads Link 04C Sankeshwar- Yargatti MDR 0.0 73.288 District Roads Total Length of Links in Corridor04 123.325 Study Corridor 05 Group Description Road No. Start Km End Km Class Link 05A Kalmala- Sindhnur SH23 0.0 76.526 State Roads Link 05B Sindhnur- Gangawati SH23 0.0 50.532 State Roads Link 05C Gangawati - Munirabad SH23 0.0 26.933 State Roads Total Length of Links in Corridor 05 153.991

i-l Scott Wilson / CES / IIIE KamatakaState Highway's SectoralEnv ironmental Assessment Report ImprovementProject ChapterI

Study Corridor 06

Group Description Road No. Start Km End Km Class Link 06A Sri Rangapatna - NelligereSH19 0.0 62.917 State Roads Link 06B Nelligere - Kibbanhalli SH19 0.0 47.055 State Roads Link 06C Kibbanhalli - Huliyar SH19 0.0 36.530 State Roads Link 06D Huliyar - Hiriyur SH19 0.0 48.831 State Roads Link 06E Hiriyur - Challakere SH19 0.0 40.866 State Roads Link 06F Challakere - Hanagal SH19 0.0 49.496 State Roads Link 06G Hanagal - Bellary SH19 0.0 52.115 State Roads Link 06H Bellary - Sindhnur SH19 0.0 83.617 State Roads Link 06J Sindhnur - Lingsugur SH19 0.0 52.317 State Roads Link 06K Lingsugur - Hattigudur SH19 0.0 69.329 State Roads Link 06L Hattigudur - Shahpur SH19 0.0 11.987 State Roads Link 06M Shahpur - Jevargi SH19 0.0 37.784 State Roads Link 06N Jevargi - Gulbarga SH19 0.0 43.182 State Roads Link 060 Gulbarga - Homnabad SH19 0.0 58.905 State Roads Link 06P Homnabad - Bidar SH19 0.0 46.313 State Roads

Total Length of Links in Corridor 06 741.244 Study Corridor 08

Group Description Road No. Start Km End Km Class Link 08A Khanapur -Alnavar SH93 0.0 35.186 State Roads Link 08B Alnavar - Yellapur SH93 0.0 57.094 State Roads Link 08C Yellapur - Sirsi SH93 0.0 48.200 State Roads Link 08D Sirsi - Siddapur SH93 0.0 37.000 State Roads Link 08E Siddapur - Mavingundi MDR 0.0 12.000 District Roads

Total Length of Links in Corridor 08 189.480 Study Corridor 09

Group Description Road No. Start Km End Km Class Link 09A Maryammanhalli - Ittigi SH25 0.0 41.120 State Roads Link 09B Ittigi - Harpanhalli SH25 0.0 23.244 State Roads Link 09C Harpanhalli - Harihar SH25 0.0 42.502 State Roads Link 09D Harihar - Honnali- SH25 0.0 34.616 State Roads Link 09E Honnali - Shimoga SH25 0.0 39.008 State Roads

Total Length of Links in Corridor 09 180.49 Study Corridor 10

Group Description Road No. Start Km End Km Class Link 1OA Mysore - Kerala Border SH17D 0.0 88.1 State Roads

Total Length of Links in Corridor 10 88.1 Study Corridor 11

Group Description Road No. Start Km End Km Class Link 11A Belur - Chikmagalur SH57 0.0 23.919 State Roads Link 11B Chikmagalur - Tarikere SH57 0.0 56.642 State Roads Total Length of Links in Corridor II 80.561 Study Corridor 12

Group Description Road No. Start Km End Km Class Link 12A Bijapur- Gaddankeri SH63 0.0 77.0 State Roads Link 12B Gaddankeri - Nargund SH63 0.0 59.514 State Roads Link 12C Nargund - Hubli SH63 0.0 57.148 State Roads Total Length of Links in Corridor 12 193.662

1-2 Scott Wilson/ CES/ IIIE Kamataka State Highwvays SectoralEnvironmental AssessmentReport Improvement Protect Chapter I

Study Corridor 13 Group Description Road No. Start Km End Km Class Link 13A Londa-Sadashivgadh SH95 0.0 117.5 State Roads Total Length of Links in Corridor13 117.5

Grand Total Lengthof Links 2489.846

Available data on traffic, as used in the Strategic Options Study (SOS) carried out by the GoK, indicates that these 12 corridors are not homogenous and can be sub-divided into discrete links. The Feasibility Study Report shows that there are 54 such links. On closer examination of the prevailing conditions of these roads, each link can be further sub-divided into homogenous sub-links. The HDM study has examined each of the 115 such sub-links as well as the 54 links individually to indicate economic admissibility for either upgrading or major maintenance. This means that the KSHIP has now become a cluster of many sub-projects, though belonging to a single sector. The World Bank has recommended that for such circumstances the methodology of Sectoral Environment Assessment (SEA) should be followed. It is considered advantageous. However, the SEA study will be done in terms of 54 links and not in terms of 115 sub-links. The 54 links under consideration are shown in Figure 1-1.

1.2. Essentials of SEA Study The SEA study begins with an Environmental Screening Report. This was first completed to help the road designers to appreciate the ambient environment for each road-corridor individually. This Environmental Screening Report has been placed in the First Interim Report as Chapter 7. However, some parts of it will be used to provide a ready reference on the varying environmental settings of all the road links for the readers of this SEA Report.

As per the law of the country, roads undergoing major maintenance would not require any environmental assessment for clearance from the Ministry of Environment & Forests (MOEF), Government of India (GoI). Nevertheless some degree of caution is needed to avoid causing adverse environmental impacts while carrying out maintenance works. Hence this SEA study includes all the road-links covering the total length of 2,490-km as specified in the KSHIP.

1.3. Methodology As has been stated above, the SEA study started with environmental screening. This study provides detailed information on 5-km wide swath for every road corridor with regard to * Physical Resource: like geology. tectonics, physiography, drainage. climate and soil; * Biological Resource: like vegetation and animal species wherever these occur; * Human Resource: like demography, land use, urbanism, trade centres, occupation of workforce; * Human impacts, like, encroachment and conzestion on roads, problems due to irrigation, and the major economic uses made of the roads with particular reference to agricultural development as well as on urban-industrial development; and * Cultural Heritage, like places of archaeological importance and for tourism.

The major findings from the screening study have been used in the SEA report with supplementary information on the state of Kamataka. Appendix 1.1 contains the environmental attributes of all the road-links. The purpose is to give a comprehensive idea of the varying environmental setting of the road links. Readers would be well advised to read the Screening Report in all details.

Along with the above, examination of the governing laws on environment management and the institutions responsible for discharging those functions have been charted out. Of particular importance in this regard are the legal procedures on land acquisition, tree felling, compensatory

1-3 Scott Wilson / CES / FilE Kamataka State Highwavs Sectoral EnvironmentalAssessment Report ImprovementProiect Chapter I

afforestation and preparationof rehabilitation & resettlement plan. Data generated by the responsible organisationsin the matter of environmentmanagement and pollution control have also been collected.

To identify and assess the probable impacts upon environment from road designs, and during construction and operation phases, close interaction was established with the design engineers and feasible engineenng solutions were arrived at. In addition alignment shifts were considered in sensitive areas involving community, religious structure, drainage constraints and stretches where social forestry plantation were encountered.Keeping in mind the land required for road upgradationand the design considerations, the Corridor of Impact varies between links. The social section separately covers the impacts due to land acquisition,displacement and rehabilitation.

The Operational Policy (OP 4.01) as released by the World Bank was studied. The schedule of topics to be covered under SEA study as given in that Operational Policy has been comptehensivelycovered.

1.4. Structureof the Report The data so far collected and analysesso far made of the data have been presented in several chapters in the following sequence * Executive Summary Section - I: Background * Chapter 1: Introductionto the SEA Report * Chapter 2: Policy, Legal and AdministrativeFramework * Chapter 3: Project Description * Chapter 4: Analysis of Altematives * Chapter 5: Basic Attributesof Environment

Section - II: Impact Assessment * Chapter 6: Impact Assessment& MitigationMeasures - Chapter 7: Public Consultation

Section- III: Environment Management Plan * Chapter 8: EnvironmentManagement Plan

All Tables, Figures and Appendicesbear the number of the Chapter in which these first appear.

1-4 Scott Wilson/ CES / IIIE Karnataka State Highways SectoralEnvironmental Assessment Report ImprovementProject Chapter I

Figure 1-1 KSHIP- PROJECT CORRIDORS

ImprovementLegend For Phase-I

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1-5 Scott Wilson CES IIIE

Chapter 2 Policy, Legal and Administrative Framework

iKamatakaState Highwsays Sectoral Environmenta[ AssessmentReport Improvement Project Chapter2

CHAPTER 2: POLICY, LEGAL AND ADMINISTRATIVE FRAMIE'ORK

TABLE OF CONTENTS

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMENVORK ...... 1...... 2.1. INTRODUCTION...... I 1..... 2.2. HIGHLIGHTSOF THE INDIAN SYSTENI &-MAJOR ORGANISATIONS...... 1 2.3. RESPONSIBILITIESOF THE PROJECT PROMOTER& INTERFACESWITH OTHER AGENCIES...... I 2.3.1. Interface with the Ministry of Environment & Forests. 2 2.4.2 Interface ws'ithlthe Karnataka State Pollution Control Board. 2 2.3.2. lnterface wtiththe Department of Lanid & Land Revenue of the GoK .3 2.3.3. Inteiface is'ith the Offices of the District Mlagistrate& Cit', Municipalities .4 2.3.4. Interface with the Department of Forests of ihe GoK. 4 2.3.5. Inteiface with the Department of Mines of the GoK .5 2.3.6. Strength of the Public W'orksDepartment of GoKfor Interface Management. 6 2.4. STATUTES RELATED TO ENVIRONMENT...... 6 2.4.1. Land Acquisition Act. 1894 (withi suibsequent atnendments} ...... 6 2.4.2. The Indian Forest Act, 1927 ...... 7 2.4.3. The Ancient monuments and Archaeological sites and Remaizs Act, 1958 and the Karnataka Ancient monumnentsand Archaeological sites and Remains Act, 1961...... 7 2.4.4. The Karnaraka Forest Act, 1963. 7 2.4.5. The Mysore High waYs Act, 1964 .7 2.4.6. The Wf'ildlife(Protection) Act, 1972 .7 2.4.7. HWater(Prevention and Cont0ol of Pollution) Act, 1974 .7 2.4.8. The Fortv-secondAmendment of tile Constitition, 1976 .8 2.4.9. Town and Countrn Planning Act. 1976 .8 2.4.10. Forest Conservation Act. 1980 .8 2.4.11. The Air (Prevention and Control of Pollution) Act, 1981. 8 2.4.12. Environmental (Protection) Act. 1986 .9 2.4.13. Motor Vehicles Rules, 1989 .9 2.4.14. The Hazardous Wastes (Management And Handling) Rules, 1989. 9 2.4.15. Coastal Regulation Zones Act .9 2.4.16, Public Liability Insurance Act. 1991 .9 2.4.17. Seventv-fourth Amendment of the Constitution, 1992 .10 2.4.18. National Environment Tribunal Act, 1995 .10 2.4.19. National EnvironmentAppellate Authoritn Act. 1997 .10 2.4.20. Public Interest Litigation against Governent .10 2.5. GUIDELINES FOREIA OF HIGHWAY PROJECTS, IRC: 104-1988 ...... 10

FIGURE 2-1 ENVIRONMENTALCLEARANCE PROCEDURE...... 3 FIGURE 2-2 FORESTRYCLEARANCE PROCEDURE UNDER FOREST CONSERVATIONACT, 1980 ...... 5

2-i Scott Wilson / CES! IIIE

Kar-natakaState Highvavs SectoralEn% ironmcnial AssessmentReport ImDrovementProject Chapter 2

2. POLICY, LEGAL AND ADMINISTRATIV'E FRAMIEWORK

2.1. Introduction It is the policy of the World Bank to get environment impact assessment carried out for every project on infrastructuredevelopment. While conducting such assessments, it is also the policy of the World Bank to comply with all rules and regulations on environment of the countnes receiving such investments.The objective of the World Bank in this regard is to review the relevant national policies, laws and regulation for completenessin the light of particular conditions and problems of the given sector.

This study starts with an expositionof the system obtainingin India and Kamataka.

2.2. Highlights of the IndianSvstem & Major Organisations Developmentof environmentalprotection and enhancementmeasures in India has been deterrninedto a considerable extent by the central legislation.The Ministry of Environmentand Forests (MOEF), set up in 1980, is the controllinginstitution in this regard. The MOEF has two wings as Environmentand Forests. Clearance of new developmentalprojects is necessary from both the wings.

Every state in India has now their respectiveDepartments of Environment& Forest. In Kamataka, this department is known as the Department of Forests, Ecology and Environment.This Department was established in March 1981 to have an integrated approach to deal with, prevention and control of air and water pollution, preservationand developmentof forest wealth and other natural resources in the state. This departmentco-ordinates and controls the activities of the Union Ministry of Environmentin the State. It also co-ordinatesand controls the activities of the State PollutionControl Board.

The Central Pollution Control Board (CPCB) is another technical wing of the MOEF entrusted with the responsibilities for detection and abatement of pollution. Every state of India has their respective pollution control boards, which act in unison with the policies of the CPCB. The State Pollution Control Boards (SPCB), in tum. are the empoweredinstitution to issue licensesto the industries.These licenses are issued on the condition of total compliance with the standardsof permissible pollution as prescribed from time to time bv the CPCB or as modified (usually in more stringent terms) norms depending on local conditions.Every licensedindustry is required to carry out environmentalauditing and submit such reports to the license issuing authority. The State PollutionControl Boards can repeal such licenses on the observed violationof the norms.

The functions of the Kamataka State Pollution Control Board include advising the State Govemment on water pollution issues. enforcement and monitoring as per the Air Act. Coordinatingthe activities of the regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) for establishment of new projects, environmentalclearance of projects and conducting public hearing with respect to developmental projects. It also issues NOC for projects involving expansion. The KSHIP would come under its purview.

The Kamataka State Pollution Control Board is the nodal body involved in monitoring the various industries and infrastructurerelated development projects from the angle of pollution control. It also formulates and stipulates the various standards for the various emissions. discharge of effluents, by- products and pollutants into the environment.

2.3. Responsibilitiesof the ProjectPromoter & Interfaceswith Other Agencies The responsibility of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project promoter. In the present instance, the Public Works Department (PWD) of the GoK wvouldbe carrying the legal responsibilitiesof the project promoter.

2-1 Scott Wilson / CES / IIIE Kamataka State High\\a%s Sectoral Environmental AssessmentReport Improvement Project Chapter 2

The basic responsibility of the project promoter is to prepare. submit a comprehensive document. complete in all respect. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authonty. It must carry the commitment that no deviation from designed project would be made during implementation without prior and explicit permission of the designatedauthority to do so.

2.3.1. Interface with the Ministrv of Environment & Forests The basic document required for obtaining environmentalclearance is the EnvironmentalAssessment (EA) report presented in the prescribed format and supportedby detailed and accurate descriptionof the project. The EnvironmentImpact Assessment (EIA) report when prepared and where necessary, would follow the fomnatprescribed by the MOEF in this regard.

2.4.2 Interface vith the KarnatakaState PollutionControl Board The Amendment dated 40' May, 1994 of the Environment (Protection) Act. 1986 requires every promoter of major infrastructure projects, including road development, to prepare and submit Environmental Impact Assessment(EIA) report for clearance before the project can be implemented. However, the Ministry declared through a notification dated April 10, 1997 that projects concerning upgradation of existing roads which involve marginal land acquisition would be exempted from the prescribed clearance procedure except where sensitive areas like sanctuaries, national park, reserved forests etc, are involved.

In schedule IV of the above referred notification, the MOEF has prescribed that the Environmental Assessment report on road up-gradation project should be disclosed for public hearing through a notified meeting to be headed by the nominee of the State Pollution Control Board and the District Collector of the concemed district. The report of this meeting with observations would be sent by the SPCB to the MOEF. This report would contain a copy of the No Objection Certificate (NOC), if issued to the concernedproject promoter.

2-7 Scott Wilson / CES, IlIE KaamatakaState Hil,h%vavs Sectoral Enx ironmental Assessment Report Improvement Project Chapter 2

Figure 2-1 Environmental Clearance Procedure

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expedited throughfrom thesome project pro-action promoter. These are as follows

2.3.2.pith Interface the Department of Land & Land Revenue of the GoK HoweverTimerequired marginal for thmay eebeompe the tiohamount fteaovaoetrceso of land required, for its acquisitionadacusto the project anbpromoter eyln has to proceed by following the laid procedures in this regard. The District Land Acquisition officer of the Separtmentof Revenue is the desigsated authority to conduct the business of land acquisition within his jun'sdiction. The Collector of the District in the Controlling Officer and would receive requisitions for land acquisition required in public interest. All costs in this regard are to be bome by the project * Idetf th locto ofCh andob acquied byte plo nmErC shw onth promoter. Theatoiaievllg given Office of thema Drstrict sofhed CollectorgvnTal would canry out disbursement of the amounts of compensation, adjudicated in conformitv with the declared state policy on entitlement.

Time required for the completion of the above noted process of land acquisition can be very long indeed for the complexities of the procedures, The delay is caused by complexities in the determination of both titular and usurfuctuary rights over the given property. The process can be expedited through some pro-action fTom the project promoter. These are as follows

Identify the location of the land to be acquired by the plot number shown on the authoritative village map of the given Taluk, Ascertain and state the name of the title-holder from the latest Record of Rights as prepared by the Department of Land Records, * Determine through exact measurement the amount of land of a -iven title-holder to be acquired with a statement on the recorded status of the land, * State the legal basis of the computed amount of compensation In conformity with the State's entitlement policy and show the calculations used, and Submit these along with the application for land acquisition before the concerned District Collector.

2-3 Scoti W ilson / CES /1lfE Karnataka State Hichwavs Sectoral EnvironmentalAssessment Report ImprovementProject Chapter2

To attend to the above elements of pro-action. an effective interface s ith the District and Block level Offices of the Land & Revenue Department is necessary.With the authenticationby this Office of the information compiled by the project promoter, the District Collector can expedite the process. Persistence of public grievance in such matters complicates the schedule of implementationof the project on ground. Therefore, it is recommended that no construction work should start before completing land acquisitionprocess ending with payment of compensationand/or rehabilitation.

2.3.3. Interfacewith the Offices of the District Magistrate& City Municipalities This would be critical at the time of removal of encroachmentand congestion.The Magistrate of the District would take all actions on clearance of these. Rehabilitation of the displaced persons would need the assistance of both the District Magistrateand the City Municipality.These offices should be approached while formulating the Resettlement & Rehabilitation Plan. Observations on this issue would come in the R&R Plans, which would be presented, in a separate report. However, in the context of environmentalmanagement, no constructionwork should start before the displaced persons are resettled and rehabilitated.

23.4. Interface with the Departmentof Forestsof the GoK When road development projects require acquisition of forestland and/or involve felling of trees, Consent of the Forest Department of the State as well as that of the Ministry of the Government of India is then required. Although the designated authority to permit felling of trees is the District Collector, decisions are inviolably taken with the consent of the State Forest Department. The following steps taken by the project promoter quickensthe process of decision making

* Prepare a strip-planshowing the locationsof trees to be felled, • Classify and count these trees by species and girth at 1.5-mfrom the ground level through a survey conducted jointly by the of the authorised representative of the State Forest Department and the project promoter, * Obtain certificate from the State Forest Department stating that no endangered species of tree is proposed to be felled and that the wildlifevalue of the tract would not be reduced in consequence, • Determinethe value of the trees to be felledjointly with the State Forest Department, - Measure the area of any designatedforest to be diverted to such non-forest use, * Arrange for acquisition with the help of the Collector of the District of new land acceptable to the State Forest Department for its quality and manageability for raising twice the number of trees to be felled as means to preserve the biotic wealth of the tract, * Determine the cost of land acquisition and of raising new trees jointly with the State Forest Departmnent, * Submit all these documentsto the DistrictCollector while requesting for permission to fell trees along with the money agreed upon for transfer of acquired land and to cover the cost of raising new forests.

On receipt of the permission to fell trees, the State Forest Department has to arrange to obtain concurrence of the Forest Wing of the MOEF of the GOI to the plan. The Ministry, before concurring, may wish to verify the facts through their own agencies. If no diversion of land from the designated forest areas is involved, then the Ministry may accept the proposal without ground verification.Under that circumstance, the project promoter is not required to transfer acquired land to the State Forest Department to carry out compensatory afforestation.This can happen when felling is limited only to the avenue trees planted earlier on the unused part of the right of way belonging to the project promoter. However. raising of new trees twice the number of felled trees on the unused part of the right of way persists as a condition for obtaining clearance of the project by the appropriate authority. Assistance of the State Forest Department for meeting this task facilitates preparation of compliance reports.

2-4 Scott Wilson / CES / IIIE KamatakaState Hizhwavs Sectoral Environmental Assessment Report ImprovementProject Chapter2

Figure 2-2 Forestry Clearance Procedure under Forest Conservation Act.1980 Applicationof User Agency to DFO

| crutiny of Application,Prep aectrIdnication oFretln l of FormalProposal _

Scrutiny,Recommendation

Scrutiny,Remark, Recommendation of PCCF 4 Scrutiny,Remark, Recommendation

Proposalsupt | Proposal itevinpe0o for 20 hectares-RCCF hectares-MOEFosals above4OHa

|ExaminatFonand final decision for cases upto 5 Ha forest land except those of mining and encroachment IF,

Examinationand putng beforeo StateAdvisory Groupproposals committee otherMeeting~ 2hanrecommendations those ~ mentoned above otststgapprvalor

t is geneallyexpetedhathepojecprooterwoulobtFinaldecision, issue of s e Meetingrecommendasion y reaso first sta e approvapu

t Issue of orders by State Compliances meovt| ld r e irovt l r r port

MoSitoring2 S

|Formal rApprovalOrderl

2.3.5. Interface with the Department of Milnes of the GoK It is generallv expected that the project promoter would obtain supplies of stone aggregatesfrom the existing licensed quanries. If for any reason new quarries are to be opened up. Then the permission of the State Department of Mines would be required. Such new quarries of sizes more than 5-hectares w ould require en-vironmental clearance based on EA reports.

2-5 Scott \Vilson / CES i IIIE Kamataka State Highways Sectoral Environmental AssessmentReport Improvement Project Chapter 2

2.3.6. Strength of the Public Works Departmentof GoK for Interface Management Till the recent past the Public Works Department had no wing dealing specificallywith environment management of road projects, land acquisition. compensatory afforestation or for administering the resettlement & rehabilitation plan for involuntarily. shifted communities arising from road development.

If expertise in these fields were developed within the Department, then, as a project promoter, this Department would gain advantage in the matter of project preparation as well as in steenng through the process of obtaining environmentalclearance thereof. Discharge of responsibilitiesfor compliance and reporting thereon during project construction phase and subsequently could also be made in acceptable forms.

The formation of the Project ImplementationUnit (PIU) constituting a multidisciplinaryteam is the requirement of the day and the PWD has rightly initiatedthis for the project under considerationand should think of deploying such multifacetedunits which can adopt a holistic approach for the future road projects. The PIU is contemplatingof establishinga full-fledged environment management unit for the project. The details of which are given in chapter Eight of this report.

2.4. Statutes Relatedto Environment The various laws and policies of the Central and the Kamataka State Governmenthaving a bearing on the Karnataka State Highways ImprovementProject are discussedbelow.

Environmentis a subject specified in the Seventh Scheduleof the Indian Constitutionas the exclusive privilege of the Union Government. This domain is included in the Seventh Schedule of the Indian Constitution under the powers of the Union Government. The constituted States forming this Union cannot violate any law or regulation issued by the Union Government. However, the States are permitted to stipulate more stringent norms with the concurrence of the Union Government.The GoK has been honouringthese in all respect.

In India, there were several laws before independence, which had direct or indirect reference to preservation of environment. The Indian Penal Code made the acts of causing public nuisance a cognizable offence. The Smoke Nuisance Act, the Factories Act, the Motor Vehicles Act, etc., are some of the more important statutes in India in this regard. Laws on Municipal Government have many provisions appertain to environmentprotection. Laws governing occupational health also fall within this category. However, it was after the Stockholm Conference in 1972 that India recognized the need for formulating more comprehensive laws for protection of environment. To permit participation of the States with a view to sharing a common concem in this regard, the Union Govemment initially drafted many new Statutes for adoption by the respective States. Keeping this element of history of environment managementin view. the laws as those emerged in time sequence are discussed below.

2.4.1. Land Acquisition Act, 1894 (with subsequent amendments) This statute would apply on KSHIP as and when land is to be acquired in the case of changes in alignment, bye-passes and widening where there is not enough Right of Way (ROW) with the State Govemment.

The Land Acquisition Act under Section 4(1) is enforced to acquire land in public interest. The maximum time allowed, from the date of notification for the acquisition is two years, after which the notification lapses. For the project land acquisitionwill be required The compensation for land is fixed under section 23 (2). where the amount to be paid is the market value + 30% solatium (compulsory).If this amount is paid within one year then an additional interest of 9% is paid to the beneficiary; if it exceeds one year then an additional interest of 15% is paid.

2-6 ScottWilson / CES/ IIIE Kamataka State Highways Sectoral Environmental Assessment Report Improvement Pro;ect Chapter 2

2.4.2. The Indian Forest Act. 1927 This statute provides power to the Government to declare and classify forestland. It is useful to be aware of it.

This Act consolidates all the Statutes passed since 1865 relating to forests, the transit of Forest Produce and the duty leviable on timber and other forest-produce.This Act also confers power to the State Governmentto declare a forest land or a wasteland which is the property of the Governmentor over which the Governmenthas proprietary rights, or to the whole or any part of the forest-produceof which the Governmentis entitled as reserved forest.

2.4.3. The Ancient monumentsand Archaeologicalsites and Remains Act, 1958 and the Karnataka Ancient monumentsand Archaeological sites and Remains Act, 1961 These Acts are applicable in case any development activity is undertaken in close vicinity of any archaeological site or any are discovered during the construction stage. The Act requires prior authorisation of the Archaeological Survey of India (ASI) for development within 300 m of a Protected Property.

2.4.4. The KarnatakaForest Act, 1963 This statute provides power to the Governmentto declare and classify forestland. It is useful to be aware of it.

This Act was enacted with the purpose of consolidatingthe law related to forest and forest produce in the State of Kamataka. It confers the powers to the state to constitute land over which it has proprietary rights as reserved forest, village forests and district forests, taxation and on matters related to forest produce etc. This Act was amended in 1984 abridgingall forest leases to industries to only 5 years, and the supply of raw material was made subject to availability instead of assured quantity commitment.All concessionsto wood based industrieswere termninatedin 1989 and a moratoriumon green tree felling was imposed in 1990 which continues till today. Forest Officers have been authorised to evict encroachers from forestlands and confiscate vehicles engaged in forest offence cases.

2.4.5. The Mvsore HighwaysAct, 1964 The Mysore Highways Act, 1964 and the Mysore Highways Rules, 1965 are in force in the State of Kamataka. These enactments provide, among other things, for the restriction of ribbon development and removal of encroachments.They are applicableto highways of the State, but not to the National Highways. These have also provisions for enforcing restrictions on building activity along highways and control of access to their land.

2.4.6. The Wildlife (Protection)Act, 1972 This Act provides for the protection of wild animals, birds and plants and for matters connected therewith or ancillary or incidental to. It appoints the wildlife wardens and constitution of the wildlife advisory board, etc.

2.4.7. Water (Preventionand Controlof Pollution) Act, 1974 This statute would apply on KSHIP as and when the project during implementationadversely affects the quality of ambient water.

The basic objective of this Act is to maintain and restore the wholesomenessof the country's aquatic resources by prevention and control of pollution. Water is a state subject under the constitution. Consequently. the Water Act, a Central law, was enacted under Article 252(1) of the Constitution, which empowers the Union Government to legislate in a field reserved for the States. All the States have approved implementation of the Water Act.

2-7 Scott Wilson / CES / IlIE KaamatakaState Highways Sectoral EnvironmentalAssessment Report Improvement Project Chapter 2

2.4.8. The Forty-secondAmendment of the Constitution,1976 This statute empowersthe GoK.

This amendment was made in 1976 wherein Article 48A defined some Directive Principles for the States. One of these principles provided that "the State shall endeavour to protect and improve the environmentand to safeguard the forests and wildlifeof the country". Under Clause (g) of Article 51A it was prescribed that "it shall be the duty of every citizen of India to protect and improve the natural environmentincluding forests, lakes,rivers and wildlife."

2.4.9. Town and Country PlanningAct, 1976 This statute can be gainfully used by the KSHIP to obtain land use control along the road corridors.

Like the act on prevention of water pollution, the originalstructure of this act was drafted in the Union Government and later adopted by the constituentStates. Under this the States were to set up Boards to plan land use for both towns and country. Any promoter of project has to obtain a certificate from this Board stating whetherthe proposed land use is compatiblewith the laid plan. (It should be mentioned here that The State of Karnataka had its own Town and Country Planning Act since 1961 which has undergoneseveral Amendmentsand presentlyis known as The KarnatakaTown and Country Planning (Amendment)Act, 1993).

2.4.10. Forest ConservationAct, 1980 This statute would apply on KSHIP as and when the project intends to divert forestlandfor non-forest purposes.

This Act provides for the conservationof forests and for matters connected therewvithor ancillary or incidental to. This Act restricts the de-reservation of forests or use of forestland for non-forestry purposes without the prior approvalof the Union Government.

The Rules and Guidelines under this Act as amended on October 25.1992 have elaborately outlined and defined the application of the Act, procedure to be followed for acquisitionof forestland for non- forest purposes, submission of proposals, compensatoryafforestation and certain clarificationsabout the proceduralrequirements.

Section 2.2 (iii) of these rules clearly states that the projects for roads and railwav line construction will be processed in their entirety. Thereforeproposals in piecemeal should not be submitted. A note on the present and future requirementof forestland is to be submitted along with the proposal.

Section 2.5 states that whenever diversion of protected or reserve forest land is required for realigning of road/rail/canal,permission would be granted subject to the condition that non-forest land saved on accountof such realignment would be declaredas protected forest. The proposal from the State /Union Territorv Government will have to be comprehensive indicating clearly the land asked for and saved on account of the proposed realignmentof the road/rail/canal.

Under section 3.2(vi) (e) land for compensatory afforestation requires that "for diversion of linear or strip plantation declared as protected forest along the road sides for widening or expansion of road, compensatoryafforestation may be raised over degraded forest land twice in extent of the forest area being diverted/de-reservedin respect of the above proposal.

2.4.11. The Air (Prevention and Control of Pollution) Act, 1981 This statute would apply on KSHIP as and when the project during implementationadversely affects the quality of ambient air.

2-E Scott Wilson/CES / IIIE Kamataka State H Chm\a\s SectoralEnvIronmental Assessment Report ImprovementProject Chapter 2

The Union Govemmentunder Article 253 of the Constitutionpassed this Statute. This Act provides for the prevention. controland abatement of air pollution and confers powers to the Central and State Pollution Control Board with a view to carry out the aforesaidpurposes.

2.4.12. Environmental(Protection) Act, 1986 This statute would apply on KSHIP for implementingthe project.

The Union Governmentunder Article 253 of the Constitutionpassed this Statute. The Environmental (Protection) Act, 1986 seeks to achieve the objective of protection and improvementof environment and for matters connected therewith. This legislation enables the co-ordinationof activities of the various regulatory agencies. setting up of an authority or authorities with advocate powers for environmentalprotection etc.

2.4.13. Motor VehiclesRules, 1989 This statute would apply on KSHIP as and when the project during implementationadversely affects the quality of ambientair and impairs safety.

In 1989. the CentralMotor Vehicles Rules introducednation wide emissionlevels for both petrol and diesel driven vehicles.Rule 115(l) requires that every motor vehicle be manufacturedand maintained so that smoke, visible vapours,grits, sparks, ashes, cinders are not emitted when the vehicle is driven. Emission standards for petrol and diesel vehicles have been specifiedby the motor vehiclesrules.

2.4.14. The HazardousWastes (ManagementAnd Handling)Rules, 1989 This statute would apply on KSHIP as and when handling (including storing) and transhipment of hazardous materialsduring constructionof the project roads.

The Central Governrnentformulated these rules under the Environment(Protection) Act, 1986. Under section 7 of these rules it is required that the operator or occupier of a facility dealing with hazardous waste ensures that the hazardous waste is packaged in a suitable manner for storage and transport and the labelling and packagingshall be easily visible and be able to withstand physical conditions and climatic factors. Packaging,labelling and transport of hazardouswastes shall be in accordancewith the provisions of the rules issued by the Central Government under the Motor Vehicles Act, 1988, and other guidelines issued from time to time. Section 9 of these Rules also requires that in case of an accident during transportation of hazardous wastes, the operator or occupier of a facility shall immediately report to the State Pollution Control Board in the prescribed form.

2.4.15. Coastal Regulation Zones Act

This statute would not apply on the KSHIP since none of the project roads are located in the coastal area. This notification was issued on 19th February, 1991 under section 3(1) and section 3(2)(v) of the Environment (Protection)Act, 1986 and rule 5(3) (d) of the Environment (Protection) Rules, 1986 declaring Coastal Stretchesas Coastal Regulation Zone (CRZ) and Regulating Activities in the CRZ.

In order to prevent deterioration of the oceans from unrezulated land use in the coastal areas. this statute has been adopted. All states having oceanfront are required to prepare maps showing the locations of 4 Coastal Regulation Zones (CRZ) and to mark their boundaries on ground. Within the CRZ-I. which extends at the most 500-m from the high tide line. no developmentalaction would be permitted. Within CRZ-11.urban land use is permitted. CRZ-IIIincludes the land under rural land use. The CRZ-IV refers to the islands.

2.4.16. Public Liability Insurance Act, 1991 This statute would apply on the implementers of KSHIP.

2-9 ScottWilson /CES / IIIE KamnatakaState Hiehvavs Sectoral Environmental AssessmentReport Improvement Project Chapter 2

This Act provides for public liability insurance for the purpose of providing immediate relief to the persons affected by accident occurring while handling any hazardous substance and for matters connected therewith or incidental thereto. The transportation of hazardous substances by vehicle use is also included.

2.4.17. Seventy-fourth Amendment of the Constitution, 1992 This statute empowers the GoK.

The subject matter of the protection of the environment and promotion of ecological aspects was included as an item in the Twelfth Schedule to the Constitution by the Constitution (Seventy-fourth Amendment) Act, 1992. This Amendment enables the Legislature of the State to endow the Municipalities with powers and authority as may be necessary to function as institutions of self- Government. Schemes are to be prepared by the State Govemment and devolution may be made with respect to the performance of functions and implementation of schemes as may be entrusted to the Municipalities including those in relation to protection of environment and promotion of ecological aspects. No State in India has, however, endowed the Municipalities with such powers under this Amendment including Kamataka.

2.4.18. National EnvironmentTribunal Act, 1995 This statute would apply on the implementersof KSHIP.

This Act provides for strict liability for damagesarising out of any accident occurring while handling any hazardous substance and for the establishmentof a National Environment Tribunal for effective and expeditious disposal of cases arising from such accident, with a review to giving relief and compensation for damages to persons, property and the environment and for matters connected therewith or incidental thereto.

2.4.19. National Environment Appellate Authoritv Act, 1997 This statute would apply on the implementersof KSHIP.

An Act to provide for the establishment of a National Environment Appellate Authority to hear appeals with respect to restriction of areas in which any industries, operations or processes or class of industries, operations and processes shall not be carried out subject to certain safeguards under the Environment(Protection) Act, 1986 and for matters connectedtherewith or incidentalthereto.

2.4.20. Public Interest Litigation against Government This statute empowers the society at large to restrain any person or organisation from degrading environment.

Writ petition can be filed by any citizen of India with the Supreme Court soliciting judicial intervention on situations of environment degradation arising from inadequate or inappropriate executive actions of the Government. These appeals are generally described as Public Interest Litigation (PIL). In such contexts, the petitioner is not obliged to establish his locus srandii. This means that the petitioner need not be a directly affected party. In order to expedite settlement of disputes, "Green Courts" have been established in every High Court of the country to hear complaints concerning environment management.

2.5. Guidelines for EIA of Highway Projects, IRC: 104-1988 The Indian Roads Congress published the guidelines for EIA of road projects in 1988. It outlines the procedure for carrying out the EIA and the requirements to be met under it. It also lists the various environmental components to be examined in relation to road projects. It also recommends that the project authorities have close interaction wvith the Department of Environment and Forests. It is pertinent to mention that the Guidelines of the Ministry of Environment and Forests for EIA are much exhaustive than that outlined in the IRC guidelines.

2-1O Scott Wilson/ CES / IllE Chapter 3 Project Description

Karnataka State Hizhwavs Sectoral Environmental AssessmentReport ImprovemenhProject Chapter 3

CHAPTER 3: PROJECT DESCRIPTION

TABLE OF CONTENTS

3. PROJECT DESCRIPTION ...... 1

3.1. INTRODUCTION...... , ,,,.., I 3.2. PURPOSE OF FEASIBILITY STUDY...... , 3.3. SELECTIONOF ROADS FOR UPGRADING& MAJOR MAINTENANCE ...... 1 3.4. COVERAGE UNDER THE SEA STUD.. 2 3.5. DESIGN OPTIONS CONSIDERED.. 4 3.6. OPTIONS ON CONSTRUCTION METHODS...... - .... 6 3.6.1. Pavement Oveerlay...... 6 3.6.2. Newi,Constr-uction ...... 6...... 6 3.6.3. Treatment Alternatives ...... 6...... -6 3.7. OPTIONS ON ROAD CONSTRUCTIONMATERIALS.. 7 3.;.1. Rocks ...... 9...9 3.7.2. Natural Gravel.0...... JO 3.7.3. Sand ...... 10 3.7.4. Fly Ash .0...... 3.7.5. Slag Iron ...... 10 3.7.6. EmnnbankntentFill .0...... I 3.7. 7 Asphalt .10...... I 3.8. OPTIONS ON CROSS DRAINAGE STRUCTURES...... 12 3.9. OPTIONS ON INTERSECTIONSON ROADS FOR UPGRADATION .. 12 3.10. OPTIONS ON BYPASSES ...... 13

TABLE 3-1: ROAD-LINKS FOR UPGRADATION & MAJOR MAINTENANCE IN FIRST PHASE . TABLE 3-2 ROAD-LINKS FOR UPGRADATION & MAJOR MAINTENANCE IN SECOND PHASE. 2 TABLE 3-3: BUFFER ROAD-LINKS FOR UPGRADATION. 2 TABLE 3-4: NEw ROAD LINKS INCLUDEDUNDER SECOND PHASE MAJOR MAINTENANCE. 4 TABLE 3-5: GUIDING PARAMETERS FOR ROAD UPGRADATION IN RURAL AREAS .5 TABLE 3-6: GUIDING PARAMETERS FOR ROAD UPGRADATIONIN SEMI-URBAN & URBAN AREAS . 5 TABLE 3-7: SOURCES OF COMMON ROAD CONSTRUCTIONMATERIALS ...... ,.. 7 TABLE 3-8: EXISTING CROSS DRAINAGE STRUCTURES. 12 TABLE 3-9: LIST OF INTERSECTIONSFOR IMPROVEMENT: UPGRADATION (PHASE- 1). 13 TABLE 3-10: URBAN CONGESTION& PROPOSED BYPASS. 13

FIGURE 3-1: PROJECT CORRDORS ...... ,,,.,,,.33.,, FIGURE 3-2: SOIL GRAVELLINESS.. I

3-i Scott Wilson / CES / IIIE

Karnataka State Htahw a3 s Sectoral Ln\ ironmental Assessment Report impro\ ement Project Chapter 3

3. PROJECT DESCRIPTION

3.1. Introduction

The Karnataka State Highways Improvement Project is an initiative by the State's Public Works Department (PWD), under the proposed World Bank loan, to undertake upgradation and major * maintenance of 2490 km of State Roads divided into 54 road links. The PWN'D has short-listed 960-km of roads for upgradation in two phases. The remaining length would be included in major maintenance programme.

3.2. Purpose of Feasibilitv Study

The Govemment of Kamataka has appointed Project Coordinating Consultants (PCC) to carry out the Feasibility Study. The stated objectives for the initial phase of the feasibility study were * To provide the PWD and the World Bank information and preliminary design assessments necessary for appraisal of roads for inclusion in the project, * To prepare Final designs of 900 km of roads for upgradation. and 1500 km of roads for major maintenance during Phases-I and II, * To carry out Environmental and Social appraisal of all proposed works and implementation of suitable mitigation measures for any adverse impacts, * To provide expert advice in procurement. management and contract administration, - To produce construction contract documentation for competitive tendering, and

* To develop a computerised Project Financial Management System.

The work on the Feasibility Stud), is still continuing. However, the Consultants have submitted two Interim Reports. The First Interim Report provides, inter alia. the Economic Internal Rates of Retum. The Second Interim Report provides the proposed design standards.

3.3. Selection of Roads for Upgrading & Major Maintenance

Based on the findings of the First Interim Report, the GoK has desired that some of the road links should be taken up for Upgradation and Major Maintenance in the First Phase. These are listed in Table 3-1. The project preparation was divided into two phases. In Phase 1 394 Km of roads were to be upgraded and 1041 km of road to be taken up for major maintenance. ln phase I1 some 546-Km of roads were to be taken up for upgradation and some 57-Km of road for major maintenance. The Government decided in November 2000 to upgrade corridor 12 from Bijapur to Hubli (193 Km) to National Highway standards. This led to the exclusion of this corridor from the Phase I major maintenance list. Therefore. Phase I major maintenance road length has reduced to 848 Km. Figure 3-lillustrates the various links under upgradation and major maintenance considered in phases I and II.

Table 3-1: Road-links for Upgradation & Major Maintenance in First Phase

l pgradation N_lajor NMaintenance Link Location Link Length (Kim) Link Location Link Length I A Raichur-A.P. Border 19.331 IE Mudgal-Hun2und 39.628 1B KI;almala-Raichur 11_.807 2B Tikota -Shedbal 92.062 2A Bntapur-Tikoota 20.149 2C Shedbal -Chikodi 35.27 5A Kalmala-Smndhnur 76.656 2D Chikod.-Sankeshwar 21.183 5B Sindhnur-Gangawati 50.577 6A Snrangapama-Nelliizere 62.917 5C______Gangawat-Munirabad 26.960 6B Nelligere-Kibbanahall 47.055 6L Hattigudur-Shahpur 11.982 6C I Kibbanahalli-Hulvar 36.53 6Nl Shahpur-Jevarin 37.783 6D Hulivar-Hinvur 48.831 (ON Jevar-n-Gulbarga 37.331 6H Bellaiy-SindhnUT 83.617 !(I Gulbarea-Homnabad 58.848 6.1 Sindhnur-LinLsupur 52.317 6P Homnabad-Bidar 45.417 6K Lingsugur-Hamigudur 69.329 9A Marivammanahalli-ltuin '4 12 ______98 ltingi-Harpanahalb 23.244 l______9C Harpanahallh-Harihar 42.502 9D Harihar-Honnal 34.616

I______9E ______Honnali-Shimoaa 39.008 1IA Belur -Chikmnagalur [ 23.919

3-1 Scoti Wilson / CES / IIIE Kamataka State Hichways Sectoral Environmental AssessmentReport improvement Project Chapter 3

I!It I Chikmagalur-lankerc 5 642 F Total Length | I Total Length S4S.21 l

Similarly. the road-links selected by the GOK for Upgradation and Major Maintenance in the Second Phase are listed in Table 3-2.

Table 3-2: Road-links for Upgradation & Major Maintenance in Second Phase (Length in Km-Based on Odometer Survey) Upgradation Major Maintenance Link Location Link Length Link Location Link Length I F Hungund -Bagalkot 41.53 8B Alnavar- Yellapur 57.094 IG Bagalkot- Gaddankeri 11.000 IH Gaddankeri- Lokapur 28.166 I J Lokapur -Yargatti 44.431 1K Yargatti-Belgaum 56.500 3A Bijapur-Mudhol 81.458 3B Mudhol-Lokapur 22.480 4A Hulihatti-Nargund 20.837 4C Sankeshwar-Yaragatti 73.288 6E Hiriyur-Challakere 40.866 6F Challakere-Hanagal 49.496 6G LHanagal-Bellary 152.115 8A [Khanapur-Alnavar 35.186 Total Length 557.353 Total Length 57.094

According to guidelines of the Govemment of India, all road upgradation projects require environmental clearance from the Ministry of Environment & Forests (MOEF). GOI. In order to minimise risks, arising from possible exclusion of any of these roads on ground of environmental constraints. the GoK had subsequently considered for upgradation of two additional road-links originally listed for Major Maintenance. These are listed in Table 3-3. This was done on the understanding that these road links would revert back to the list of roads for major maintenance if not chosen to substitute for any road for upgradation.

Table 3-3: Buffer Road-links for Upgradation (Length in Km-Based on Odometer Survey) Link Location Link Length 12A Bijapur-Gaddankeri 77.000 9E Honnali-Shimoza 39.008 Total Length 116.008

3.4. Coverage under the SEA Study

At the time of the feasibility study about 428 Km of roads were found to be economically unviable and hence were excluded from any type of improvements.

3-2 Scott Wilson / CES / IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 3

Figure 3-1: Project Corridors

ImprovementLegend For Phase-I Upgradatfin in_~ MajorMaintenance ImprovementLegend For Phase-1l Upgradation tM MajorMaintenance

galk t ur*P

hikodi 0'khnd-~AP. Border

I -_w _Pf 61Jpurellapu *

- gnShimo { G ulbgaH

| oshedbal .J + ( t 4hal

Tanilker4-'

,2 hiknayakanhajji ._

3Scott FCES Wilson / IIIE Kamataka State Hiehw a\s Sectoral Environmental AssessmentRepori Improvement Project Chapter 3

Since these newlv included roads were not in the scope of the Draft SEA. To complete the SEA process the environmentteam of the PCC carried out a detailed reconnaissancesurvey in the month of December 2000. This survey was conducted to identify the potential hotspots. sensitive receptors and sensitive areas along these newly included corridors under the Phase II major maintenance option and possible impacts on the environment.

Following the reconnaissance survey a length of 29.5 km was excluded from PWD Km Stone-62 of corridor 10 as the road passes through Rajiv Gandhi National Park till the Kerala Border. This reduces the length of corridor 10 from 90.1 km to about 60.6 km.

A length of 33.3 km was excluded from the original length of 121.4 km of Corridor 13A. This stretch of about 33 km between PWD Km 57 at KumbharwadaCheck Post and till PWD Km Stone 90.3 near Kadra junction passes through Anshi National Park. This reduced the road length of corridor 13 for improvement under major maintenanceto about 88.1 km.

The list of such newly includedroads in phase II major maintenanceis given in Table 3-4. Table 3-4: New Road Links included underSecond Phase Major Mlaintenance Road Link Number Location Length (km) I C Kalmala to Lingsugur 76.7 ID Lingsueur to Mudgal 19.9 | 4B | Yareatti to Hulikatti 29.2 SC YellapUTto Sirs, 48.2 SD Sirsi to Siddapur 37.0 SE Siddapurto Mavingundi 12.0 IOA Mvsore to Kerala Border 60.6 13A Sadashivgarhto Londa 88.1 Total 371.7

Thus the total road length included in Phase II Major Maintenanceadds up to about 429 km.

3.5. Design Options Considered The design options consideredin the First Interim Report are: * The adopted Pavement Design standards are according to the current Indian Roads Congress guidelinesand Road Note-31 of the Transport Research Laboratory (TRL), UK. * For all improvement options and altematives, a design life of 20 years has been considered. * Upgradation options have been prepared with the aim to improve both the structural and functionalperformance of the existing road. * Paved shouldersare also proposed for the upgradationoptions as per the IRC guidelines. * Similarly, widening of the formation to 12m as per IRC 73:1980 guidelines is also proposed only for the upgradation options. * All major maintenance options provide for a bituminous overlay with a regulatory course on the existing pavement with or without any treatment of the existing widened strips.

Upgradation Options were considered in three (3) forms, namely * Widening to either 6-m or 7-m, * Strengthening of the existing pavement to its current width, or * Widening and strengthening of the pavement.

The Major Maintenance Options were considered in two (2) forms, namely * Providing 50-mm thick bitumen macadam with 20-mm premix carpet/mix seal surfacing layer on the existing pavement and width, or * Providing 50-mm or 75-mm or 100-mnim thick bituminous macadam, as traffic loading would justify. with 20-mm thick PMC/MSS layer and with regulatory course over the

34 Scott Wilson/ CES, IIIE kramatakaState ighwkays Sectoral Environmental Assessment Reporn improvement Project Chapter 3

existing pavement after removing and replacing the existing widened strips wvith new pavement layers.

Subsequently, the design parameters for cross sections.of roads for upgradation have been further refined. These are being used for designing the roads as guidelines. Table 3-5 lists these guiding parameters for roads in rural areas. Similarly Table 3-6 indicates these guiding parameters for roads in the urban and semi-urban areas.

Table 3-5: Guiding Parameters for Road Upgradation in Rural Areas

(All Figures are in Metres) Road Tv' e | URLD URHD URLI URHI Parameters I_ Formation Width [ 12 12 I 1 11 Carriageway Width 7 7 6 6 Paved Shoulders | 2 2 2 2 Earthen Shoulders 33_ 3 33 Footpath | Nil Nil Nil Nil Embankment Height I I I I Width of Embankment 2 2 2 2 Slope l Drain Width Minimum L 4 - 4 - Desirable 5 2 5 2 Desirable Plantation 6 6 6 6 Right of Way |Minimum I19 r 1 18 17 Desirable 26 20 25 25 Remarks: U = Upgradationw R = Rural; L = Low Embankment; H = High Embankment; D = Double Lane. I = Intermediate Lane

Table 3-6: Guiding Parameters for Road Upgradation in Semi-Urban & Urban Areas

(All Figures are in Meters)

Road Tv e - UVD | UVI UTD UTF Parameters 4- Formation Width 10 9 13 18 Carriagewav Width 7 6 7 15 Paved Shoulders 3 3 2 - Earthen Shoulders I I I - Footpath - - 3 3 Drain W'idth Minimum 3.6 3 - - Desirable 3.6 3 l l Right of WVay Minimum 13.6 12 12 18 Desirable ! 13.6-1 12- 12+ 18+ Remarks: U = Upgradation V\= Semi-urban: T = Urban: D Double Lane: I = Intermediate Lane; F = 4-lane. For UVD. a minimum of 1-m verge is required. Wherever width is limited, the area between the carriageway to the drain will be paved. The outer edge of drain will match wvith the ROW line. For UIT. the outer edge of drain will match with the ROW line. For UTD & UTF. an extra width of minimum 2.5-m is required wherever parking is recommended. Outer edge of footpath will match with the ROW line.

3-5 Scott Wilson I CES / IIIE KamatakaState Highways SecroralEnvironmental Assessment Report ImprovementProject Chapter3

3.6. Options on Construction Methods Subsequent to submission of the First Interim Report and the Second Intenm Report, options on construction methods have been examined and the suitable ones were selected. These are important features of the proposed project and are potential determinants of environmental impacts from road design. While the details will be found in the Final Project Report. some of the critically important issues are highlightedbelowv.

3.6.1. Pavement Overlav Overlay thickness design has been based on the characteristicdeflection determined for each relevant section of the project road links.

3.6.2. New Construction In the Second Interim Report. after reviewing several methods. it was decided to adopt IRC 37-1984 (extrapolatedcurves) and cross check the design thickness with AASHTOmethod.

3.6.3. Treatment Alternatives The main elements of the constructionprocesses are given below. Upgradation:Widening & Strengthening(including raising of embankment):The elements are: * Remove high shoulders& grub out bushes (some trees may get removed); * Remove existingpavement; - Widen road formationto 12-mwidth; * Construct new wider pavement with paved shoulder, including surfacing and providing ditches and drains, wherever necessary: and * Construct shoulder filling. Raising of Enbankntent & New Pavement: The elements are: * Remove high shoulders& grub out bushes (some trees may get removed); * Remove existing pavement and widening; * Widen roadway to 12-m and construct side ditch, if required. * Raise embankment; • Construct new wider pavement and paved/hard shoulder, including surfacing and pavement edge drain; and * Construct shoulder filling.

Thlesections identifiedfor raising were selected o n the basis of a nnimberof criteria including * Relative height of the existing road formation level (top of subgrade) to the surrounding ground and likelymaximum water table conditions; * Possibility of seepage across the road line; * Presence or likelihood of field irrigation close to the road; * Nature of local soil; and * Possibility or otherwise of improving drainage by means of side drains.

Major Maintenance: Overlay . The elements are: * Remove high shoulders and grub out bushes; * Remove poor quality existing widening where necessary: * Replace with new widening to match the existing pavement: * Regulate existing pavement surface and existing widening if not replaced, * Place overlay: and * Construct shoulder filling to the edge of the existing roadway.

3-6 Scott Wilson/ CES/IIIE KarnatakaState Highways Sectoral EnvironmentalAssessment Report Improvement Project Chapter 3

3.7. Options on Road ConstructionMlaterials Information about existing quarry and other sources of potential road construction materials was collected by the PCC from the local offices of the Public Works Department throughout the project area. Infornation fTomother sources and from field observations was also collected. These are presented in Table 3-7. Suitability of these materials has been tested. It is important to note the importance of tested bearing strengths in determiningthe required thickness of the different parts of the road fornmation.In the Second Interim Report, the desired parameters of the different components of the road fonnation with reference to their thicknesshave been recommendedon the assumptionthat the available constructionmaterials will have CBR value of 10. Table 3-7: Sources of CommonRoad ConstructionMaterials Road Rock Gravel Sand Links IA & Granite: Assapurquarry: Moorum:Assapur quarry: Wadlur water course: IB 5-km off 5-km off 5-km off Granite: Shaktinagarquarry: Moorum:Chandrabandla quarry: 4- JambaldinnrNala: I-km off km off 25-km off Granite: Sultanpurquarry: 13-km off

I E Granite: Mudgal Quarry: 5- Moorum: Roadside Quarry on Nagalapur watercourse km off rivateland Granite: Mudgal-Ramathnal Moorum:Quarry, 2 km off Tumb Nala: 2.5 km off Road: 2.5 Km Granite: Quarry on RB Moorum:Sunkapur:0.8 Km off road; 3 Km off Granite: Sunkapur Quarry: 0.8 Km

2A Trap metal: 3 km off Moorum: 3 km off Tamba: 30 km off Trap metal: 14km off Moorum: Alapur Quarry: 4.25 km Don riversand quarry:24 km off

l______Moorum: Darga Quarry: 3km off

2B Trap metal: Sirahatti: 1.8 km Moorum:Roadside Agrani river course off Trap Metal: 3 km off Moorum:Roadside Angri -Manjri Hirekal quarrv Trap Metal: Kudchi Moorumquarry: Quarry: 13 km off Kudchi;20 km off Moorum quarry,

2C Trap Metal: 15 km off Moorum: 17 km off Chikodi Nalla and Trap Metal: Ankli: 0.2 km Moorum:22 km off road Maladinni quarry near Gokak; 74 km off 2D off Chikodi Trap Metal: Borgal: 0.3 km Moorum;0.4 km off Maladmnnisand quarry; 50km off off Coarse sand quarnr

5A Granite; Neermanvi; 1.5 km Moorum: Sanjeevarayagudda; 4.2 Nandiha1quarry at RG road off km off Granite; Moorum: Byagwat;9.2 km off Potnal sand quarry Sanjeevarayanagudda;5 km off Gramnte Bvagwat quarry: Moorum;Amareshwara: 1.5 km off 9.2 km off Moorum: Kapaeal quarry: I km off

5B Granite; Ambamath; 12.8 Moorum: Ambamath; 12km off Sindhnur Nalla km off Granite: Halekota: 2 km off Moorum: Amareshwara quarry: Potnal Nalla 2km off Granite : Bvagwat quarry; 2 Moorum: Hasamkal quarry: 0.2 km Quarry at 100 km km off off

3-7 Scott Wilson/ CES / IIIE Karnataka State Hiahwavs SectoralEnvironmental Assessment ReporT ImprovementProject Chapter3

- |-Granite:Maski: 2 km off toorum:6.5 km off

5C Granite; Bande Basappa: 8.4 Moorum:Basapattana Koppal: 18 km off km off _. Granite: 1.5 km off Moorum on roadside: 149-] 53 Boodaeumpacoarse sand _ Granite: 2 km off

6A Granite:Chinakurali 12 km Moorumalong roadside Cheenva:1.5 km off off Granite;Nuggali: 9 km off Viravaishnaviriver sand quarry:2.8 km off Granite:Kanthapura: 10 knm Lokapavaniriver: 2.6 km off off road Granite: Ganganahalli:2.1 km off Granite: Islampura;6.4km off Granite: Hosamani: I km off

6B Granite: DanayakanapuraMoorum: Roadside; 0.1 km off Shimsariver: 5 km off Kaval;0.2 km off Granite:Ramasagara:5.4 km Moorum:Roadsidc: 0.3 km off off Granite: Mallaghata;7.8km off Granite; Kanchivayanagudda;3.2 km off Granite:Chunchanahalli: 0.1 . km off Granite: Jeerahalli:0.5 km off .

6C Granite:Siddehalli: 2km off Moorum:Roadside; 3-4 km off Kellodu;35 km off Granite:Karadi: 3 km off Granite: Ankanabawi:I km off Granite: Nandihalli: 2 km off Granite;Bidrigundi: 8.4 km off _

6D Granite:Ginyapura; 21 km off Moorum:2 km off Bydarahalli;13.2 Granite,Bidrieundi: 8.8 km off Moorum:2.8 km off . Granite:Siddaianakote: 18.7 km Moorum: roadside Granite: Sanikere; 0.I km Moorum: roadside

6H Granite:Sirwar; 11.2km off Moorum:Tckkolkote; 2-3 km off 1-Haeaririver; 12km off Granite:Habekote: 2 km off |Moorum: Haiekote:0.5 km off | Haeaririver: 3-5 km off Granite: Siigere: 10km off Moorum: Sirwar: 11.2 km off _

!6J | Granite:Maski: 2 km off Moorum:Huliguda; I km off Maskiriver course [ [ ~~Gr-anitc;Huligudda: I km off

6 1Granite: 3 km off Moorum:Ramathirtha quarry: 3 km Laxampur nala:6kmoff ______~~~off______Granite:3 km off Moorum: I km off Hattigudur: 6 km off

_ Granite: 2 km off Moorum: 3 km off Kongana nala:

Granite:Shorapur: I km off Moorum: I km off - Kanikollarnala: 3kmoff Moorum:Roadside | Shakapursand quarry: 6 km ______1 ______1 off ______I tMoorum: I km off _

I 6L and 6N1 Granite:I 1.5-kmoff Moorum:4-km off Sandquarrv: 12-km off

3-8 Scott Wilson / CES/ IJIE KarmatakaState Hjighwavs SectoralEnvironmental Assessment Report ImprovementProject Chapter3

Granite:I-km off Moorum:next to road Sand uarr: nnext to road .Basalt(Tra 19-kmI & 2-km off Moorum:8 km off I Sandquarry: I km off Basalt (Trap): 6-km off Moorum: 20 km off Basalt (Trap): 5-km & 3-km off Moorum: 3 km off Moorum:6 km off Nloorum: 6 km off

6N Basalt(Trap): 7-km& 4-km off Moorum:6 km off Sandquarn-: 38 km off Basalt (Trap): 6-km Moorum: 6 km off Basalt (Trap): 15-km Moorum: road side _ l______Moorum: road side

60 | Basalt(Trap): 2-km Moorum:road side Sandquarrv: 125km off Moorum:road side Moorum: road side

6P Basalt(Trap): 2-km Moorum:road side Sandquarry: 6 km off .______Sand quarrv: 12 km off Sandquarrv: 6 km off Sand quarrv: 16 km off

9A Granite:Dasamapura: 12km off Mooorum;roadside: I km off Sandquarry: 0.5 km off Granite:3 km off to nh-13 . SandQuarry: 3 km off SandQuarry; Albur Agarn;6km . . ~~~~~~~~~~~~~~~~~~~~~off

9B | Granite:6.5 km off |Moorum: talkal:6 km off j Sand Quarry: Albur village, Hagaririver: 6km off

9C Granite:bandri; 6.5 km off Moorum:Roadside Sand:Muthango: 8 km off Granite:Harpanahalli: 0.8 km off Moorum:Nilagunda: Sand:Kumaranahallinala: 18 km off Granite:Kurki: 33km off Moorum:Chigateri: roadside Sand:Nandvala: 13 km off Moorum:Bathi; 9km off Sand:tavaroudi: 26 km off L=______I______Sand: Harihar: 5 km off

|9D IGranite: Harpanahallh:0.8 km off Moorum;roadside Sand:6 km off Granite:Kurki: 33km off Moorum:Bathi: 6km off Sand:gkm off Granite:Balamuri:4 km off Moorum:roadside Sand:Belimallur: 5 km off Granite:Madanabavi:1O km off Sand:Bidaragadde: 5 km off Granite:Joga: 33.9km off

9E Granite:Salebylu;5 km Sand: Tungabhadrariver:374 ______| ______t km off Granite: Chikkerahalli:8 km off I_I Granite: Madanabavi:10 km off |__

I IA & Granite:Sompura quarry: 4 km off Moorum:roadside; 3-4 km | Sand:Yagachi river; 2 km off llB I I I Granite:marle. 46 km Moorumquarry: Roadside Sand;Kellodu quarry;60.1km ______v off Granite,Aladagudda 9.8 km off MoorumQuarrv:4-5 km off |Granite: Dasarahally: 23.4 km Moorum Quarry;0.5 km off _| I I ~~Granite:Makanahalli Granite- M C Halhi:lOkm off _ ___

3.7.1. Rocks In most of the links, sources of rocks are available. Granite, gneiss, basalt. quartzite and sandstone are the common rocks. Amongst these, granite, gneiss and massive basalt are suitable for all purposes. Quartzite and sandstone are more variable in nature and may be used for some specific purposes.

3-9 ScottWilson / CES/ IIIE Karnaraka State HwghxvaNs Sectoral Environmenial AssessmentReport Improvement Project Chapter 3

3.7.2. Natural Gravel Moorum and residual gravels are useful: for application for sub-base,subgrade and shoulder material. Figure 3-2 shows the regional distribution of gravelly soils in Kamataka. The bearing strengths of the available materials have been tested.

3.7.3. Sand Most rivers in Kamataka, especially those with dry beds during the greater part of the year have spreads of sand which are collected for making concrete and lime plaster. These sands get replenished each monsoon and there is little shortagein their availability.

3.7.4. Flv Ash The thermal power plant at Raichur is a major source of fly ash. It is relatively strong when compacted. It has compactioncharacteristics similar to natural sand. It compacts well when dry and does not have a pronouncedoptimum moisture contentand a maximumdry density. The fly ash can be easily utilised in link IA, IB, 5A and 5B. Its utilisation will be limited to these stretches as the lead distances and transportationcost involvedwith respect to other project routes will be very high.

3.7.5. Slag Iron The steel factory at Bhadrawati near Shimoga is a major source of slag. Other moulding and casting plants also provide limited quantities of slag.'These are useful for constructing road subgrade. In contact with water and air, bonding of free iron imparts increasingstrength over time.

3.7.6. EmbankmentFill Appropriate materials will be drawn from the nearest available location to the construction site. However,highly plastic black cotton soil will not be used.

3.7.7 Asphalt Asphalt for the project routes are to be brought from Mumbai and Mangalore.

3-10 Scott Wilson / CES / IIIE Kamataka State Hieh%'avs Sectoral EnvironmentalAssessment Report ImprovementProject

Figure 3-2: Soil Gravelliness

Legend For Phase-I I-. Upgradat!on ; I MajorMaintenance Legend For Phase-1I KARNATAKA

SOIL GRAVELLINESSJ war c

2S t e-endec......

J6~- . wNongravelly or slight(<15J I Moderatelygravelly(1-1

y) ;V/ WStrong gr3-v'iy J - ~~~~~~~~Rockland 2.56 _ ~~~~~~~~~~~~~~~Settlements 5 Water bodies

cr ~ 'N

, :

Tamil Nadu|

-.25 0

4 - - ~~~~~~~~~~~~~~~~~Disto; -~ R;Roa

NBSS&LUP.R C B;l

Scott Wilson CES IIIE KIamatakaState Hi,hssavs Sectoral Environmental AssessmentReporT Improvement ProJect Chapter 3

3.8. Options on Cross Drainage Structures Many cross-drainage structures. like culverts and bridges. are on the project roads. The list of such structures is listed in Table 3-S. Some of these would require improvement or replacement at approximately the same locations. Table 3-8: Existing Cross Drainage Structures

Link Causewavs Culherts B idges < 30-m >30-m IA 15 6 2

I B_ 27 13 5 IF 43 5 4 1G 10 5 _ I H 33 7 2 Ii - 54 6 3 1K 109 7 3 2A -1 4 7 1 _ ___

28 39 13 4 _ _ _ _ 2C 2 41 2 i 2D - 37 _____ 3A 2 102 26 3 3BB 36 2 3 4A - 38 7 _____ 4C I 155 . 13 7 5A 3 89 20 5 S05B 5 59 17 1 SC 1 40 3 I 6A - 167 25 2 6B - 78 19 1 6C - 56 4 1 6D . 63 15 _ 6E 22 1( _ 2 6F 50 12 5 6G 54 19 5 6H 173 28 3 6J 46 16 5 6K -85 _ 1_II 7 _ _ _ 6L 13 _ 3 6M 45 II 4 6N 23 10 3 60 80 16 4 6P 2t6 9 4 8A -66 4 8B 104 3 4 9A 595 15 2 98 29 8 I 9C- 45 11 2, 9D 103 7 2 9E 102 10 IIA I -43 6 I IB 128 8

3.9. Options on Intersections on Roads for Upgradation All intersections on the roads selected for upgradation in Phase-I were studied. Amongst these, 15 intersections will require improvement. The list is shown in Table 3-9. The intersections on the roads selected for Major Maintenance w ill be made consistent with the given levels.

3-12 Scott Wilson / CES / IIIE Karnataka State Hichwavs Sectoral Enxironmental Assessment ReporT ImprovementProject Chapter3

Table 3-9: List of Intersections for Improvement: Upgradation (Phase - I)

Link (State Location Chainage Intersectionwith IntersectionType Remarks Highway)

SH MDR OtherRoad 2A(SH-12) Tikota 19.98 MDR 4- arm intersection Jamkhandi-jathrd.

5A(SH-23) Kalmala 0 20 IB/IC Y intersection

5A(SH-23) Manvi 35.091 Internal T intersection

5A(SH-23) 12 km before manvi 23.462 MDR Y intersection Mantralayaroad

5A(SH-23) Sindhanur 76.256 19 6J-start T intersection 5B starTs

SB(SH-23) Sindhanur 8.3 18 19 6H-ends T intersection

5B(SH-23) Karatagi MDR 4- arm Kanakagiriroad

5B(SH-23) Gangawati 50.532 SH 4- arm Ltngsugurroad

6K(SH-19) Hattigudur 69.329 MDR Y intersection Yadgir road

6M(SH-19) Bheemarayanagudi 4.713 16 Y intersection Bijapurroad

6M(SH-19) Jevargi 37.784 12 Y intersection Bijapurroad

6N(SH-19) Gulbarga 37.448 Internal Y intersection

60(SH-I9) Gulbarga 3.865 Ring road 4- arm

60(SH-19) Mahagaoncross 23.052 MDR 4- arm Basavakalyan- Chincholiroad 6P(SH-19) Before homnabad 9 NH-13(1ld Road) 4-arm STG.

6P(SH-19) Bidar 46.313 4 Y intersection Bhalkiroad

3.10. Options on Bypasses In the Inception Report, the Consultants had stated that the town survey and the issues concerning bypasses for the towns would be reviewed in the Second Phase of the KSHIP. Chapter 6 of the First Interim Report contains observations on a number of towns (see Appendix-G).

The Consultants for studies on environment had noted in the Screening Report (Chapter 7 & Appendix-H) the order of congestion within the towns with observations on possible solutions of such problems. Where by-passes exist or have been proposed by the given town administration, the information was also noted. These are placed in Table 3-10.

The Strip Maps for the SEA Report show the locations of urban congestion on the corridors under Upgradation programme.

Table 3-10: Urban Congestion & Proposed Bvpass StudyCorridor Nameof Town Order of If By Pass Statusof Remarks Congestio Proposed Proposal n IA &- I B Raichur I No IE& IF Hungund 2 No

3-13 Scott WilsonX CES / fIfE KazmatakaState Highways Sectoral EnvironmentalAssessment Report Improvement Project Chapter 3

iIF Aminagad 2 No , - IF & I G Bagalkot 2 Yes Under l X______construction TI K Belgaum I No The cormdor does not enter the l______.____.__ town 2A Bijapur 2 No Widenine of ROW needed 2B Athni 2 No Widening of ROW needed 2C & 2D Chikodi I No 2D & 4C Sankeshwar I No 3A Jamkhandi I Yes Already ______ex ists 3A & 3B Mudhol 5 No Social response to the need is .______ambivalent 4A Nargund 5 No Alternative Engineering solution can be explored 4C Gokak I No The corridor does not enter the town Hukeri I No 5TA Manvi I No 5A. 5B, 6H & 61 Sindhnur 2 No 5B & SC Gangawati 2 No The corridor within town has divided carriaeeway 6A Pandavapura 2 No Nagamangla 2 No Need for bypass felt by the society 6B Turuvekere 5 No Under Major Maintenance 6C Chiknayakanahall I No i 6D & 6E Hiriyur 3 No 6E & 6F Challakere 2 No 6G & 6H Bellary 3 Yes Planning To be part of the Ring Road Stage connectina the corridor & the NH 6H Siruguppa I No _ 6J & 6K Lingsugur 2 No Under major maintenance 6K Shorapur I No Corridor 6 follows the old bypass 6L & 6M Shahpur I No Has divided carriageway 6N & 60 Gulbarga 5 Yes Under 8-km is completed; 4-km is construction brought to formation level; for by PWD remaining 4-km of ring road, land acquisition notice issued, but the acquisition process is not yet complete. 60 & 6P Homnabad I No Corridor 6 follows the old bypass 8A & 8B Alnavar I No Link 8A does not enter town; Link 8B under major maintenance 8B Haliyal I No Under major maintenance (Ambikanagar) Yellapur I No Under major maintenance 9B & 9C Harpanahalli 4 Yes Existing Wideningof ROW needed Bypass 9C & 9D Harihar 2 No NH4 functionsas bypass 9D & 9E Honnali I No Under major maintenance 9E Shimoga 2 No Under major maintenance IIA Belur I No IIA& IIB Chikmagalur 4 No _ 11B Tarikere I No

Note: Only the towns located close to or falling on the road links of the Corridors under study have been noted. Environment Consultants' proposed solution on observed Congestion: I = No congestion: 2 = Solution through simple traffic control; 3 = solution entails traffic diversion; 4 = solution entails traffic management along with road widening; 5 = solution entails construction of by-pass.

3-14 Scott Wilson / CES / IIIE Chapter 4 Analysis of Alternatives

KamatakaState Highwsa's Sectoral Enx ronmental AssessmentReport Improvement Project Chapter 4

CHAPTER 4: ANALYSIS OF ALTERNATIVES

TABLE OF CONTENTS

4. ANALYSISof ALTERNATIVES...... 4.1. Introduction.1 4.2. No Project Option...... 1...... -.1 4.3. Strategic Option Study. 4.4. Initial Package of the KSHIP .1 4.5. AltemativesSuggested by KPCC .1 4.6. Impact of World Bank's Criteria .2 4.7. AltemativeDesign Criteria .2 4.8. AltemativeMethods of Road Construction .2 4.9. Conclusion.2

4-i Scott Wilson / CES / IIIE

Kamataka State Highwa\s Sectoral En%.ironmentalAssessment Report Improvement Project Chapter 4

4. ANALYSISof ALTERNATIVES

4.1. Introduction The constituent road-linksof the KSHIP were selected after considenng vanrousoptions as the work of project formulation progressed.The objective of this Chapter is to highlight some of the salient issues considered for exercisingoptions.

4.2. No Project Option To examine this option appeared unacceptable. Several reasons were upper most to the GoK. In the first instance, the State has little resource to maintain the roads, not to mention upgrading these. Secondly, persistent deteriorationof the road conditions made maintenance of regional network of transport difficult to sustain, notwithstanding the injury caused to the transporter. The history of regional economic developmentin Kamataka reveal that the gains over the past few decades remained largely confined along the National Highway corridors. At the same time, investments for newer means for resource use were taking place over wider areas. The State Highwaysand some of the major District Roads, by acting as feeders to the centers of growth located on the National Highways, were found to be assisting these processes. Hence, the need for establishing proper feeder roads to the National Highways appeareda reasonableprogramme.

4.3. Strategic Option Study In order to formulate a policy for developingan effective networkof regional roads, a StrategicOption Study (SOS) was carried out. The findingsfrom this study formed the basis for initiatingthe KSHIP.

4.4. Initial Package of the KSHIP Of the roads identifiedin the SOS Report that would deserve improvement,the GoK chose to examine the feasibility of 54 road links, their lengths totalling 2490 odd kilometers.The work of ascertaining feasibility was assigned to the KPCC.

4.5. Alternatives Suggestedbv KPCC KPCC completed the analysis of alternatives through distinct processes. The EnvironmentalScreening Report found two corridors (no. 1O& 13) unacceptable for any improvement. In addition, the EIRR analysis indicated that these two corridors, 2 road links of Corridor 1. 1 link of Corridor 4 and 3 road- links of Corridor-8 did not justify investments even for major maintenance. This reduced the Initial Package of the KSHIP to 46 road-links, totalling 2061-km. The KPCC also identified the road links justifying investment for Upgradation as distinct from Major Maintenance.The PWD, GOK selected about 960 km for upgradationand 1100 km for major maintenance in two phases. It is useful to mention here that following a recent decision by the Government to upgrade Corridor 12- Bijapur -Hubli to National Highway standards, a length of 193 km has decreased from the initial length of 1041 km of Phase I major maintenance option. Therefore. the major maintenance length of Phase I has reduced to about 848 Km. An economic analysis was carried out for the unviable links following the reduced cost of construction obtained during detailed engineering of phase-I. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. The PCC camed out an environmentalreconnaissance survey for these new links in December 2000 and in the process has excluded about 56 Km passing through National Parks and Wildlife Sanctuaries and thereby reduced the total length of newly included phase II major maintenance links to 372 Km. The total length of Phase II major maintenance stands at 429 km and is inclusive of the 57 km of link 8B selected during the feasibility study.

4-I ScottWilson / CES / IIIE KamatakaState High\Nas SectoralEn\ironmental Assessment Report ImDrovement Proiect Chapter 4

4.6. Impact of World Bank's Criteria As a part of the negotiation for loan. the GoK decided that about 940-km length of road should be considered for Upgradation and the remaininglinks for Major Maintenance.

Accordingly, the GoK acted. In the First Phase, the GoK chose 394 km of road for Upgradation and 848 km of road for Major Maintenance. In the Second Phase, the GoK would like to upgrade 546 km for Upgradation and 429 km for Major Maintenance. Hence the total road length for Upgradation comes to 940-km and 1277-kmfor Major Maintenance.

Incidentally, it may be mentioned that the EIRR analysis done by the KPCC showed that more than 960-km of roads could admit investmentfor Upgrading.These are given in the First Interim Report.

4.7. Alternative Design Criteria The KPCC explored a wide range of design options available for both Upgradation and Major Maintenance. The recommended designs are based on the assumption that the available road construction materials would have a bearing strength of 10. Otherwise, the thickness of the different components of the road formation would be made to vary. These are given in the Second Interim Report.

4.8. Alternative Methods of Road Construction In the Second Interim Report, alternative modes for road construction have been described. In Chapter-6 of this Report. some other options have been discussed.

4.9. Conclusion The pointed reference to the diverse criteria used for discovering the alternatives summarises the processes under consideration.

4-2 ScottWilson / CESI IIIE Chapter 5 Basic Attributes of Environment

Kamataka State Hiizhways Secioral Environmnental Assessment Report Improvement Project Chapter 5

CHAPTER 5: BASIC ATTRIBUTES OF ENV'IRONMENT

TABLE OF CONTENTS

5. BASIC ATTRIBUTES OF ENVIRONMENT ...... I

5.1. INTRODUCTION...... 1 5.2. PHYSICALENVIRONMENT ...... 1 5.2.1. Geology...... 5.2.2. Phvsiograph .y 3 5.2.3. Climate.5 5.2.4. D rainage System s ...... 20 5.2.5. Soil ...... ,,, ...... 2222 5.3. INFORMATIONON AMBIENT QUALITY OF ENVIRONMENTIN KARNATAKA ... 24 5.3.1 Ambient Air Qualim...... 24 5.3.2. Ambient Noise Level ...... -. - .-. 26 5.3.3. Ambient Water Quality...... 28 5.3.4. Presence of Lead in Soil...... 31 5.4. BIOLOGICAL ENVIRONMENT...... 32 5.4.1. Flora .3...... ,.., 32 5.4.2. Fauna ...... 33...... 33 5.5. SOCIAL ENVIRONMENT...... 39 5.5.1. Demographic Features ...... 39 5.5.2. Occupational Pattern ...... 41 5.5.3. Land Use ...... 41 5.5.4. Major Vectors of Economic Development ...... 42 5.6. SITES OF CULTURAL HERITAGE...... 42

TABLE 5-1: AMBIENT AIR QUALITY DATA...... 24 TABLE 5-2: AMBIENT NOISE LEVEL...... 28 TABLE 5-3: PARAMETERS OF QUALITY OF RIVER WATER ...... 28 TABLE 54: PRESENCE OF LEAD (PB) IN SOIL ...... 32 TABLE 5-5: COMMON WILD FAUNA OF KARNATAKA...... 36 TABLE 5-6: VULNERABLE, RARE ANDENDANGERED FAUNA OF KARNATAKA...... 36 TABLE 5-7: NATIONAL PARKS AND WILD LIFE SANCTUARIESOF KARNATAKA...... 37 TABLE 5-8: SCHEDULEDCASTES AND SCHEDULEDTRIBES ...... 40 TABLE 5-9: PLACES OF TOURIST INTEREST IN THE CORRIDORS...... 43

FIGURE 5-I : GEOLOGY OF KARNATAKA...... 2 FIGURE 5-2: PHYSIOGRAPHICREGIONS OF KARNATAKA...... 4 FIGURE 5-3: 24 HOURS RAINFALL...... 6 FIGURE 5-4: WIND ROSE DIAGRAM - BELGAUM IMD STATION...... 8 FIGURE 5-5: WIND ROSE DIAGRAM - BELLARY IMD STATION...... 9 FIGURE 5-6: WIND ROSE DIAGRAM - BIDAR IMD STATION...... 10 FIGURE 5-7: WIND ROSE DIAGRAM - BIJAPUR IMD STATION...... 11 FIGURE 5-8: WIND ROSE DIAGRAM - CHITRADURGAIMD STATION...... 12 FIGURE 5-9: WIND ROSE DIAGRAM - GADAG IMD STATION...... 3 FIGURE 5-10: WIND ROSE DIAGRAM - GULBARGA IMD STATION...... 14 FIGURE 5-1 1: WIND ROSE DIAGRAM - HASSAN IMD STATION...... 5 FIGURE 5-12: WIND ROSE DIAGRAM - KARWAR IMD STATION...... 6 FIGURE 5-13: WIND ROSE DIAGRAM - MYSORE IMD STATION...... 17 FIGURE 5-14: WIND ROSE DIAGRAM - RAICHUR IMD STATION...... 18 FIGURE 5-15: WIND ROSE DIAGRAM - SHIMOGA IMD STATION...... 9 FIGURE 5-16: DRAINAGE BASINS OF KARNATAKA...... 21 FIGURE5-17 : KARNATAKASTATE SOILS ...... 23 FIGURE 5-18: AIR, NOISE, WATER AND SOIL MONITORING LOCATIONS...... 27 FIGURE 5-19: FOREST AREA IN KARNATAKA...... 34 FIGURE 5-20: FOREST AREA BY TYPES...... 35 FIGURE 5-21: NATIONAL PARKS AND WILDLIFE SANCTUARIES IN KARNATAKA...... 38

5-i Scott Wilson / CES / IIIE

Karnataka State Highwavs Sectoral En\ ironniental Assessment Report Improvement Project Chapter 5

5. BASIC ATTRIBUTES OF ENVIRONMENT

5.1. Introduction

The Environmental Screening Report contains detailed information on the features of physical. biological and social environment of all the 12 road-corridors initially selected by the State Public Works Department for scrutiny under this project. These road corridors are distributed over nearly all parts of the State of Kamataka. These traverse diverse environmental regimes. The Screening Report reveals the unique features of these environmental regimes. This is easily discemible in the Summary Report on Environmental Screening placed in Appendix- 1.1.

At the same time, these environmental regimes together define the ecological system of Karnataka. Hence it is considered useful to use this Chapter to provide an overall frameworkof environment of the State of Kamataka. This Chapter would deal with physical, biological and social environment in their essential details.

5.2. Phvsical Environment

The components of Physical Environment dealt with in this Chapter are * Geology, * Physiography, * Climate, * Drainage System, and * Soil.

5.2.1. Geology Geological fornations in Kamataka are of many types and can be broadly classified into four main types, namely the Archaean Complex including the Dharwarian formations, the pre-Cambrian fossil free sedimentary formations, the Deccan Trap and the Laterites. The occurrences of the different geological formations are shown in Figure 5-1.

The Archaean Complex is made up of the remnants of the oldest exposure of granite and schist as well as of granite and gneiss formed in the Dharwar period of Indian geological history. The best example of the ancient Archaean granite is found in the southwestem part of Kamataka supporting the Nilgiri Hills. The Dharwvar schist. either igneous in origin or altered sedimentary formations, are found in seven to eight bands mainly in the south-central parts of Kamataka. The westemmost band is exposed, forming the steep scarps of the Westem Ghats. The second band covers large parts of Dharwar, Shimoga, the Bababudan Hills, Holenarsipur and Krishnarajpet. The central band covers most parts of Gadag. Chitradurga, Chikanayakanahalli and Nagamangala belts. Another band in the east covers most parts of Kushtagi, Sandur, Hutti and Siruguppa tract. The eastemmost belt is limited to the vicinity of Kolar. Granite and gneiss are found in many places extending northward from the southem boundary of the State. but limited in the north by the line joining Belgaum and Raichur. The remnants of the oldest crust are touched by Corridor- 10. The southem portion of Corridor- 13 is placed on fluvio-marine sediments deposited on ancient granite-gneiss. The Dharwar formations are traversed by many Corridors, such as the southein parts of Corridors-4 & 12, the entire length of Corridors-5, 6, 8. 9 & 11, northern part of Corridor-13, and most parts of Corridors- I & 6. The Dharwar formations contain rich deposits of minerals, like iron, manganese, chromium, gold. etc.. which are exploited in many places. The Granite rocks of Kamataka occur in many hues and yield valuable materials of architectural beauty. Granites are mined in many places for home consumption as well as for export. These provide excellent road-building aggregates. Transhipment of mined and quarried products is carried out along the project roads.

5-1 Scott Wilson / CES / IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter5

KARNATAKAFigure 5-1 Geology of Ka GEOLOGY N-

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~~~~~~~~~~~~~~~~~~~~~~~~ctiso CES lli- Kamataka State Hichwavs Sectoral EnvironmentalAssessment Repon ImprovementProject Chapter 5

The Pre-Cambriansedimentary formations are referred to as the Kaladgi and Bhima series are found in the northern districts of Karnataka. The Kaladgi formations extend over a distance of 160 km from Belgaum into Bijapur district. The Bhima formations occur to the north east of the Kaladgi series on either side of the Bhima River. extending as far as Chincholi in Gulbarga District. The rocks of both the formations are undisturbed horizontal layers of fossil free sandstone,limestone and shale, which are also mined. These types of geological formnationsare seen along Corridors-2, 3, 6 & 12.

The DeccanTrap countryis found mainly in Gulbarga and Bidar districts in the north, extending from a much larger exposure in the State of Maharashtra and covering up the formations of still older rocks. The landscape is unique and was formed by a series of horizontal lava flows that may have occurred during the Tertiary Period. It commonly consists of grey to black augite-basalt, which when weathered support flat-toppedhills with step-like sides. Intercalatedwith different flows of trap lava are river and lake Deposits of chert, clays and limestone.Basalt provides excellent building materials and supportsmany quarries.Transhipment of the quarriedproducts takes place mainly though many of the project roads. This trap formationhas contributedthe much-talkedabout Black Cotton Soil, which can absorb good amountof moisture and is a difficultmaterial for road embankment construction.This type of geological formationsis best seen in the northernpart of Corridor-6. The under lying rocks of Corridors-2, 3, 4 and 12 are also trap lava.

Laterite, formed mainly in the Tertiary period as well as in more recent times, is found both on the coast as well as in several districts of Kamataka as overlyinglayers of ferruginous materials. Laterite is formed through sub-aerial weathering and leaching action in different rocks within Monsoon regimes, the main features of which are excessive wet periods altemating with dry periods, both seasons being fairly long. High level laterite is found in Belgaum,Bellary, Chikmagalur and Hassan Districts have formed under such conditions. If left untouched, either by the natural erosion or agriculture, hard crusts form on the top, restricting growth of vegetation. When physically broken, these crusts yield granular material, known as inoorunm.which is a fairly good road building material. Eroded laterite after deposition form red soil of rather low fertility. This type formation is found in disjoined patches along many corridors.

5.2.2. Phvsiography The State of Karnataka has five relatively well defined physiographicregions. The basic features of these regions are described below. The distribution of the major physiographicregions is shown in Figure 5-2.

A narrow coastal plain extends along the Arabian Sea from the border of Goa in the north to that of Kerala in the south. Broader stretches of plain are found where the streams meet the sea. There is a perceptible slope towards the sea. Amongst all the project-roads,only the westem end of Corridor-13 meets this coastal plain region, but beyond any of the CoastalRegulation Zones (CRZ).

To the east of the coastal strip, the Westem Ghats rise sharply to form an unbroken escarpmentwith an average altitude of 900-m. The ridge of the Ghats forms the most prominent water divide in Karnataka. As a contrast to the steep western windward face of the escarpment, the eastern leeward face has rolling hills and shallow valleys with a mean elevation of about 800m. This region is also known as the malnad.

Corridor 10 traverses the formation where the hills of the Eastern Ghats merge with those of Western Ghats to form a high plateau, known as the Nilgiri.

Amongst the west flowing rivers, mention should be made of the Sharavathi, Agnashini, Gangavali and Kali. all of which descendrapidly to the Arabian Sea through deep gorges cut into the escarpment region. Many of the tributaries of the Cauvery, Krishna and Godavari, helped by a gentle tilt of the plateau, flow eastwards emptying finally into the Bay of Bengal. The escarpment and the malnad zones are in most parts thickly covered under forests. Corridor-8has an alignment transverse to the slope of the malnad country.

5-3 ScottWilson / CES / IIIE Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Chapter 5

LegendFor Phase-li Figure 5-2: Physiographic Regions of Karnataka Upgradation MajorMaintenance Legendfor Phase-I Upgradation MajorMaintenance PhysiographicRegions I * Coastal I Maniad ,C NorthemMaidan 10 BoWiEm i SeMaidanW / CE TIl|

KrnWilsonX (-ESI IIIE Kamataka Stare Highways Sectoral EnNironmental Assessment Report improvement Pro;ect Chapter 5

Rest of Karnataka. known as the maidan,is formed of severalplateaus. These plateaus can be grouped under two broad zones, such as the northern and the southem maidan. The northern maidan is an undulating plateau with outcrops of low hills. Towards.Sandur and Bellary the hills form striking landmarks of weatheredrock. The flat hills in Bidar district are at a higher elevation of over 650m.

The southern maidan is also undulatingand much higher. This has an average elevation of 800m. A number of outcrops form low isolatedranges. Many of the outcrops of these range present clusters of tors and residual hills, rising almost vertically from bases thickly piled with massive boulders. Over both the plateau zones, local water dividesappear as low ridges of boulders with no soil cover. Most of the project-roads traverse these two plateau zones. The ridges formed of boulders are most numerous along Corridor-6.

One mountain range of low elevation forms another physiographic zone of Karnataka. The Bababudan Range in Chikmagaluris most well known for coffee plantationsand iron ore deposits. This range starts close to the Western Ghats and runs eastward. Corridor- I crosses the Bababudan Range north of Chikmagalurtown.

5.2.3. Climate The State has a Tropical Monsoon type of climate. However, to highlight the meteorological distinctions,the State is generally divided into three sub-divisions,namely (a) Coastal Kamataka, (b) North Interior Kamataka and (c) South Interior Kamataka.

The coastal plain of Karnataka and the adjoining tracts of malnad belong to the climatic zone of Coastal Karnataka. This zone covers nearly the entire parts of Dakshina Kannada and Uttara Kannada districts. Here rainfall is the highest.

The climatic zone known as the North Interior Karnataka covers Belgaum,Bidar, Bijapur, Dharwad, Gulbarga and Raichur districts. This region is hot with rainfall declining from east to west. Most of this zone experiences semi-arid,tropical steppe type of climate.

The climatic zone known as the South Interior Kamataka covers the districts of Bangalore, Bellary, Chikmagalur, Chitradurga, Kodagu, Hassan, Kolar, Mysore, Mandya, Shimoga and Tumkur. This zone has cooler and more humid weather than the Northern Interior Kamataka. Here also rainfall declines eastward. In the southwest, the tropical forests have undergrowth of shrubs. But, in the northeast, the climate supports only dry tropical savanna type of vegetation.

The weather of the state varies with the seasons. The winter season from January to February is followed by summer season from March to May. The period from October to December forms the post-monsoon season. The period from October to March covering the post-monsoon and winter seasons, is generally pleasant over the entire State except during a few spells of rain associated with north-east monsoon which affects the south-eastem parts of the State during October to December. The months April and May are hot, very dry and generally uncomfortable. Weather tends to be oppressive during June due to high humidity and temperature. The next three months (July, August and September) are somewhat comfortable due to reduced day temperature although the humidity continues to be very high.

The most critical component of climate for roads is rainfall. The annual rainfall in the State varies roughly from 50 to 350 cm. In the districts of Bijapur, Raichur, Bellary and southem half of Gulbarga, the rainfall is lowest varying from 50 to 60 cm. The rainfall increasessignificantly in the westem part of the State and reaches its maximum over the coastal belt. The southwest monsoon is the principal rainy season during which the State receives 80% of its rainfall. Rainfall in the winter season (January to February) is less than one per cent of the annual total. About 7% of the annual rainfall come in the Figure 5-3.

5-5 Scott Wilson / CES / IIIE KamatakaState Highvays SectoralEnvironmental Assessment Report ImprovementProject Chapter5

Figure 5-3: 24 Hours Rainfall

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5-6 ScottWilson i CES/ IIIE Kamataka State Htghways Sectoral Environmental Assessment Report Improvement Project Chapier 5

hot weather season from March to May. In the post-monsoon season, it gets about 12%/0of annual rainfall. Southwest monsoon normally sets in over the extreme southern parts of the State by about 10th of June. The rainy months of July and August account for 30% and 18%zoof annual rainfall respectively. There are about 26 rainy days (with daily rainfall of at least 2.5mm) in Coastal Kamataka and 8 to 11 days in interior Karnatakain each of these months. The withdrawalof the southwest monsoon begins

from the northern parts of the State around the 7th of October. By the 15h of October monsoon withdraws from the State. The retreating monsooncurrent. i.e., the north-east monsoon(October to December) effects the eastem parts of South Interior Kamataka and accounts for about 30 % of rainfall in this region during the above period.

While discussing about the feature of rainfall, it needs to be stated again that the most critical element in it is the probable maxjrum rainfall in 24-hours. The map showing the inter-tractalvariation in the amount has been prepared by the India MeteorologicalDepartment and is placed as Figure 5-3. This data can help the design engineers to provide adequate capacities to the proposed cross-drainage structures.

The temperature in Karnataka, because of its expanse over latitude and elevation. varies regionally. The Summary Screening Report placed as Appendix-1.1 provides the necessary information in this regard.

Karnataka is generally windy. Wind velocity varies between months, becoming higher during the period of southwest monsoon.At that time, in any normal year, the velocity may go up to 60-km per hour. Typical of monsoon climatic regions, changes in the prevailing directions of wind take place between the seasons. The dominant trend over the months is, however, from Southwest to Northeast. Annual features of wind directionover several parts of Karnatakaare shown in Figure 5-4 to Figure 5-15. In most places, the directionof wind changes in the course of the day. Hence there is no definite down-wind direction over a day in any given place. This helps in dispersing air pollutants all around the place of origin.

5-7 Scott Wilson / CES / IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

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5-15 Scott Wi)son/CES/IIIE Kamataka State Highways Sectoral Environmental Assessment Report Improvement Project Chapter 5

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5-16 Scott Wilson/CES/111E Karnataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Chapter 5

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5-17 Scott Wilson/CES,'lIliE Karnataka State Highways ImprovementProject EnvironmentalImpact Assessment Report Chapter 5

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5-18 Scott Wiison/CES/IIIE Karnataka State Highways Sectoral %vironmental AssessmentReport ImprovementProject Chapter 5

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5-19 Scott Wilson/CES/111E Kamartaka State Highways Sectoral Environmental AssessmentReport improvementProiect Chapter5

5.2.4. Drainage Svstems There are seven nver basins, which with their tributaries drain the state. These are Krishna, Cauverv. Godavari. West flowingrivers. North Pennar,South Pennar and Palar. Figure 5-16 shows their area of coverage.

About 44% of the Krishna basin lie in the state. The Tungabhadra, having a drainage area of 57,671- Sq.Km within Karnataka, is the largest tributaryof Krishna. The other major tributariesare the Bhima, Koyna, Panchganga, Dudhaganga, Hiranyakeshi,Ghataprabha and Malaprabha.This basin covers 13 districts and about 60% of the geographicalarea of the State. Krishna basin can be sub-dividedinto the Ghataprabha basin (drainage area: 8829-Sq.Km),Malaprabha basin (drainage area: 11,549-Sq.Kin), and Bhima basin (drainage area: 18,315-Sq.Km).

Around 42% of the area of the Cauverybasin (81155 Sq.Km) lie in Karnataka. This Basin covers 18% of the state area comprisingseven districts. The major tributaries of Causerie within Karnatakaare the Hemavathi, Lakshmanatirtha,Harangi, Kabini,Suvarnavati, Lokapavani, Shimsha and the Arkavathi.

The Godavari basin The Godavari basin has a drainage area of 4405 Sq.Km. Only a small part of the Godavari basin lies in the state. The nver Manjra is the major tributary of the Godavari and it flows for about 155 km through the northeasternpart of the state.

The Pennar and Palar Basins The north Pennar, South Pennar and the Palar rivers drain about 13610 Sq.Km of area of the southeastern part of the State.

West flowing rivers There are numerous west flowing rivers. The more important amongst these are the Sharavathi, Kali, Gangavathi (Bedti), Aghanashiniand the Netravathi.The total drainage area of all west flowing rivers is 26214 Sq.Km.Theyare mostly harnessed for power generation.

5-20 Scott Wilson / CES / IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

Figure 5-16 Draina2e Basins of Karnataka LegendFor Phase-I Upgradatiol i MqoMajr Maintnance LegendFor Phase-lI Upgracatio l Major tenanc

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a 1 ScottWilson/ CES IIIE 3rnataka State Highwavs Sectoral Environmental Assessment Report .morovement Project Chapter 5

5.2.5. Soil The main soil types of Kamataka have been grouped under the following heads: * Coastal alluvium occurs in the narrow strip of land immediately behind the beaches but may continue for a few miles inwards along the many rivers that flow from the Ghats to the Arabian Sea. It is sandy with an admixture of clay, and poor in organic content. * Lateritic soils occur along the entire length of western Kamataka from Belgaum to Kodagu Districts. It is often found very near the coast and extends eastwards even beyond the ridge of the Ghats. Patches of lateritic soil have been formed in several upland districts. Bidar district also has prominent lateritic formations. * The eastern part of Kodagu together with adjacent areas in Mysore District have a narrow strip of dark brown clay soil that has supported a good forest belt. * Red Soils occur in the major portion of southern interior Karnataka. . Red Loamy Soils are found on hilly to undulating landscape on granites. The area comprises western parts of Belgaum, Uttara Kannada, Shimoga, Chitradurga, Dakshina Kannada, Hassan and Kodagu districts. A poorer type of red soil with a mixture of coarse gravel and quartz pebbles is found in Tumkur, Kolar and Bangalore districts. * The mixed red and black soils generally occur on gently undulating plain or complex geological material comprising gneiss, Dharwar schist and sedimentary rock fornations. These soils occupy areas in parts of Bijapur, Dharwad, Belgaum, Raichur, and Bellary and Chitradurga districts. The red and black soils are found in association with each other in this area. * The shallow black soils are found on undulating ridges in the Deccan trap region and to some extent schist and limestone upland region of Kamataka occupying areas in North and northwestern parts of Belgaum, Bijapur, Gulbarga and Bidar districts. These are shallow dark greenish to dark reddish brown soils usually calcareous with gravely clay loam. They are severely susceptible to erosion. * The medium black soils occur in the Deccan trap, schist and limestone regions of Kamataka in parts of Bidar, Gulbarga, Bijapur and Belgaum districts. They are also found to some extent in peninsular gneiss area, Raichur, Chitradurga and Dharwad districts. These soils are moderately deep and dark gray brown. Usually calcareous with heavy clay content, this soil cracks in dry weather. * Deep Black soils occur in Deccan trap and limestone regions in parts of Gulbarga, Bijapur and Belgaum districts. Deep black soils are also found occurring in a variety of (geological) parent materials like gneiss, schist, sedimentary rocks and mixed origin, including transported soils occurring in the basins of major river valleys and depressions and occupy considerable areas in the parts of Raichur, Bellary, Dharwad, Chitradurga and Mysore districts. These soils are very deep dark brown, dark gray brown to very dark gray or black in colour. The texture is usually clayey throughout the profile. These soils are slightly to moderately susceptible to erosion.

The spatial distribution of the various types of soils of Karnataka is presented in Figure 5-17.

5-22 Scon Wilson / CES/ IIIE Karnataka State Hilhwavs Sectoral EnvironmentalAssessment Report ]mprovementProject Chapter 5

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5-23 Scott WVilsonI CES I IIIE Karnataka State Highwavs Sectoral En' tronmentalAssessment Report ImprovementProject Chapter 5

5.3. Information on Ambient Quality of Environment in Karnataka

Ambient qualities of water, air, noise level and soil was monitored over many parts of Kamataka, but specific to the project roads. Some data on water quality was available wviththe Central Pollution Control Board (CPCB). Figure 5-18 shows the location of the Monitoring Stations.

5.3.1. Ambient Air Quality No data on ambient air quality was available either at the State Pollution Control Board or at the CPCB. At 16 locations relevantto the project corridors,this was monitored. The findingsare presented below. It may be observed that, excepting for SPM and RPM, the recorded data for all parameters are below the maximum permissible levels. All measures, except for Hydrocarbon,are in microgram per mn3. The monitoring results are shownmin Table 5-1.

Table 5-1: Ambient Air Quality Data Station: Raichur ThermnalPower Station: Link 1A: Dates: 19/02 & 20/02, 2000 Parameters Timeof Monitoring 1400 - 2200 2200 - 0600 0600- 1400 Suspended Particulate Matter 280 171 263 Respirable Paniculate Matter 82 62 105 Sulphur Dioxide 16.2 10.1 12.2 Oxides of Nitrogen 19 15.2 17.2 Carbon Monoxide (mg/m3 ) 4.58 1.145 2.29 Hvdrocarbon (ppm) 1.4 0.9 1.2 I Lead 0.051 0.029 0.046

Station: Aminag adh: Link IF: Dates: 14/02 & 15/02, 2000 1400 - 2200 2200 - 0600 0600- 1400 Suspended PartiulateMatter 199 201 382 Respirable Particulate Maner 74 43 128 SulphurDioxide 9.4 7.2 9.3 Oxides of Nitrogen 14.1 10.2 14.3 Carbon Monoxide (mg/m3 ) 2.29 1.145 2.29 Hydrocarbon (ppm) 1.7 1.1 1.3 Lead 0.047 0.032 0.043

Station: GaddankeriCross: Link lG.IH and 12A: Dates: 19/02 & 20/02,2000 1400 - 2200 2200 - 0600 0600- 1400 Suspended Partiulate Matter 621 212 313 Respirable Particulate Matter 221 82 100 Sulphur Dioxide 14.2 9.4 12.2 Oxides of Ntrozen 21.1 16.4 19.3 Carbon Monoxide 3.435 1.145 2.290 Hvdrocarbon 0.8 0.5 0.7 Lead _ ____

Station: Lokapur: Link 1H,1IJ and 3B: Dates: 1/02 & 2/02, 2000 L 1400 - 2200 2200 - 0600 0600 -1400 Suspended Partiulate Matter 278 214 259 Respirable Particulate Matter 94 89 85 Sulphur Dioxide 11.2 7.4 10.3 i Oxides of Nitro2en 16.4 12.2 14.2 1 Carbon Monoxide 4.58 2.29 3.435 Hvdrocarbon 2.3 0.7 | 1.6 I Lead -

Station: Yargatti: Link IJ, I K and 4C: Dates: 29/01 & 30/01, 2000 11400 -2200 I 2200 - 0600 0600 -1400

5-24 Scott Wilson / CES / IIIE Kamataka State Highwvays SectoralEnvironmental Assessment Report ImprovementProtect Chapter5

Suspended Partiulate latter 198 1 162 I 262 RespirableParticulate Matter 60 40 9( I Sulphur Dioxide 11.3 '9.4 12.9 Oxides of Nitrogen 20 14.4 24.1 Carbon Monoxide 3.435 1.145 3.435 Hvdrocarbon 1.4 1.1 1.3 Lead 0.049 j 0.028 0.049

Station: Sambra, Near Belgaum Air Force Base: Link 1IK:Dates: 28/01 & 29/01, 2000 _ _ _ 1400_ __ - 2200 2200 - 0600 0600 -1400 Suspended Partiulate Matter 284 113 378 RespirableParticulate Matter 90 39 146 Sulphur Dioxide 11.1 8.4 11.3 Oxides of Nitrogen 19.2 16.3 21.1 Carbon Monoxide 2.29 1.145 1.145 Hvdrocarbon 0.8 0.6 0.7 Lead _ 0.047 0.028 0.038

Station: Bijapur, Tikota Road: Link 2A: Dates:9/02 & 10/02, 2000 _ _ _ 1400_ __ - 2200 2200 - 0600 0600 -1400 Suspended Particulate Matter 198 139 139 Respirable Particulate Matter 60 44 45 Sulphur Dioxide 7.2 7.3 7.8 Oxides of Nitrogen 12.4 10.5 14.2 Carbon Monoxide 3.435 1.145 3.435 Hvdrocarbon 2.1 1.] 2.3 Lead _ 0.043 0.026 .036

Station: Mudhol:Link 3A and 3B: Dates: 3/02 & 4/02, 2000 ______1400 - 2200 2200 - 0600 0600 -1400 Suspended Particulate Matter 633 390 486 RespirableParticulate Matter 199 105 145 Sulphur Dioxide 11.1 8.2 9.9 Oxides of Nitrogen 20.8 12.2 14.3 Carbon Monoxide 4.58 2.29 3.435 Hydrocarbon 1.8 0.8 1.0 Lead 0.043 0.031 0.046

Station: Sindhnur: Link 5A and 5B: Dates: 25/02 & 26/02, 2000 1400 - 2200 2200 - 0600 0600 -1400 Suspended Particulate Matter 500 251 452 Respirable Pariculate Matter 163 88 157 Sulphur Dioxide 11.3 9.4 12.9 Oxides of Nirrogen 21.0 15.2 18.4 Carbon Monoxide 2.29 1.145 2.29 Hydrocarbon 1.5 0.5 0.8 I Lead 0.055 0.036 0.05

Station: Gangavati: Link 5A and 5B: Dates: 23/02 & 24/02, 2000 1400 - 2200 2200-0600 0600- 1400 Suspended Particulate Matter 1630 622 752 Respirable Particulate Matter 580 168 209 Sulphur Dioxide 13.3 9.1 10.4 Oxides of Nitrowen 22.2 17.4 19.2 Carbon Monoxide 3.435 1.145 2.290 Hydrocarbon 1.8 1.5 1.8 Lead 0.057 0.031 0.036

Station: Pandavapura: Link 6A: Dates: 07/10 & 08/10, 1999 I ______1345-2145 2145-0545 0545-1345 Suspended Particulate Matter 153 85 120 I Respirable Particulate Matter j 58 32 44 Sulphur Dioxide 12.1 7.2 10.9 ! Oxides of Nitrogen 6.9 5.2 8.2

5-25 Scott Wilson / CESI IIIE KarnatakaState Hieh%vavs SectoralEnvironmental Assessment Report ImprovementProject Chapter5

CarbonMonoxide 3.7 3,7 2.5 Hvdrocarbon 1.6 0.73 I.I Lead _ __

Station:Hirivur: Link 6E: Dates:8/10 & 9/10,1999 1900- 0300 0300-1100 1100-1900 SuspendedParticulate Matter 96 110 170 RespirableParticulate Matter 28 32 58 SulphurDioxide 5.4 5.5 6.4 Oxidesof Nitrogen 6.3 5.9 6.9 CarbonMonoxide 2.5 5.0 3.75 Hvdrocarbon 1.0 1.0 1.8 Lead 0.038 0.040 0.055

Station:Challakere: Link 6E and6F: Dates:28/02 & 29/02,2000 1400- 2200 2200- 0600 0600- 1400 SuspendedParticulate Matter 594 324 467 RespirableParticulate Matter 175 108 150 SulphurDioxide 10.2 8.0 12.2 Oxidesof Nitrogen 21.2 16.4 20.0 CarbonMonoxide 4.58 2.29 3.435 Hydrocarbon 0.012 0.008 0.01 Lead L

Station: Bellanv: Link 6F & 6G: Dates: 29/02 & 1/03, 2000 1400- 2200 2200- 0600 0600-1400 SuspendedParticulate Matter 601 406 552 RespirableParticulate Matter 272 120 220 SulphurDioxide 13.0 10.4 10.2 Oxidesof Nitrogen 23.2 17.4 19.3 CarbonMonoxide 4.58 2.29 3.435 Hvdrocarbon 0.8 0.5 0.6 Lead 0.055 0.038 0.053

Station:Jevargi: Link61%1 & 6N: Dates:13/02 & 14/02,2000 1400-2200 2200-0600 0600-1400 SuspendedParticulate Matter 155 94 102 RespirableParticulate Matter 49 30 32 SulphurDioxide 9.3 7.2 7.2 Oxidesof Nitrogen 18.2 12.5 15.4 CarbonMonoxide 3.435 1.145 2.290 Hydrocarbon 0.8 0.5 0.6 Lead 0.047 0.029 0.038

Station: Homnabad: Link 60 & 6P: Dates: 20/02& 21/02, 2000 1400 - 2200 2200 - 0600 0600- 1400 SuspendedParticulate Matter 119 81 162 RespirableParticulate Matter 49 30 50 SulphurDioxide 9 8.1 14.0 Oxidesof Nitro2en 17.5 15.4 23.2 CarbonMonoxide 2.29 1.145 2.29 Hvdrocarbon 1.0 0.8 1.2 Lead

5.3.2. Ambient Noise Level No data on ambient noise level was available either at the State Pollution Control Board or at the CPCB. At 16 locations relevant to the project corridors, this was monitored. The findings are presented below. It may be observed that, in all cases the recorded data at all hours are beloNw the maximum permissible levels. All measures are in dB(A) leq. The monitoring results are shown in Table 5-2.

5-26 ScottWilson / CES/ IIIE Kamatak-a State Ihfighways Sectoral Envimrttnental Assessment Reporn Impmvement Project Chapter 5

Legend Monitor Locations

( Air & Noise 0 50 100

Soil Analysis Kilometers

4 Water Sample

Projects <, S Xt _)MM=pgradation PhaseI ItmajorMaintenance Phase I / i I - '-.UpgradationPhase 2 _ t r;,J

jw ;u 51 ......

I~ V 0/I rS

'S u

- ' . ! ~~~~~~Fig,ure5.18 i N se Water & Soil Monitoring Locations Karnataka State Highways Improvement

5-27 SconiWilsori W CES ' IIIE KamatakaState Hithwavs SectoralEn ironmentalAssessment Report ImprovementProlect Chapter5

Table 5-2: Ambient Noise Level Link Date Location 1400 2200 2200 0600 0600- 1400 IA 19/02&20/02. 2000 RTPS, 59.1 57.6 60.6 Raichur IF 13/02& 14/02.2000 Aminagadh 59.5 50.5 61.8 IG, IH & 12A 9/02 & 10/02, 2000 Gaddankeri 64.4 57.1 62.5 cross 1H,IJ& 3B 1/02& 2/02,2000 Lokapur 60.1 49.8 56.8 IJ, IK&4C 29/01& 30/012000 Yargatti 74.7 51.6 64.2 IK 28/01& 29/01,2000 Sambra.AFS 52.2 46.2 61.5 2A 14/03& 15/03.2000 Bijapur 57.2 56.6 59.6 3A & 3B 3/02& 4/02.2000 Mudhol 59.7 58.9 61.8 SA. 5B, 6H & 61 25/02& 26/022000 Sindhnur 58.5 59.3 60.5 5B & 5C 23/02& 24/02.2000 Ganeavati 63.6 52.9 60.7 6A 9/10& 10/10.99 Pandavapura 63.8 56.33 63.53 6D &6E 8/10&9/10, 99 Hiriyur 68.97 64.87 68.0 6E & 6F 28/02&29/02, 2000 Challakere 63.3 59.5 61.5 6f & 6G 29/02&1/03. 2000 Bellarv 65.1 65.1 69.3 6M & 6N 13/02& 14/02,2000 Jevargi 60.8 55.7 59.1 60 & 6P 20/02& 21/02.2000 Homnabad 59.2 58.1 60.4

5.3.3. Ambient Water Quality Water sampling was done at three locations (Potnal halla stream-Link 5A, River Kagna-Link60 and River Karanja-Link 6P) and its quality assessed for the below listed parameters. Secondary data on water quality of 7 other locations was obtained from the records of the Central Pollution Control Board. All the monitoring stationsrefer to river water. The results of analysis are shown in Table 5-3.

Table 5-3: Parametersof Qualityof River Water Link No. RIVER SAMPLINGPOINT TEMPERATURE.Deg. C pH MAX MIN MEAN MAX MIN MEAN | IF{MALAPRABHA D/S OFAIHOLE TOWN 30 21 26 8.4 7.9 8.2 3B GIiHATAPRABHAD/S OF MUDHOLRD CROSS BRIDGE 31 22 27 8.4 7.2 7.9 4C GHATAPRABHA W.A POINT TO GOKAK TOWN 34 20 27 8.1 7.1 7.6 5A POTNALHALLA SIDDAPUR BRIDGE 26 8.4 6K KRISHNA TINTINI BRIDGE 30 24 26 8.7 8 8.4 6N BHIMA D/S FEROZABAD VILLAGE 29 21 27 8.6 7.9 8.3 60 KAGNA SARGAPURON 20 8.6 GULBARGA HOMNABAD Rd. _ 6P KARANJA BRIDGE ON HOMNABAD BIDAR Rd. - - 29 - - 8.1 8A MALAPRABHA D/S OF KHANAPURVILLAGE 30 22 26 7.6 6.8 7.2 9D TUNGABHADRA HONNALIBRIDGE 30 27 28 7 8.2 Link No. RIVER SAMPLINGPOINT TURBIDITYJTU/NTU TSS. MgnI MAX MIN MEAN MAX NIN MEAN I F MALAPRABHA DIS OFAIHOLE TOWN 225 10 69 NA NA NA 3B GHATAPRABHA DS OF MUDHOLRD CROSS BRIDGE 130 10 56 NA NA NA 4C GHATAPRABHA UW.APOINT TO GOKAK TOWN 88 8 33 NA NA NA 5A POTNAL HALLA SIDDAPUR BRIDGE 2.8 5 6K KRISHNA TINTINI BRIDGE 600 2 72 NA NA NA 6N BHIMA DIS FEROZABAD VILLAGE 95 6 40 NA NA NA

60 KAGNA SARGAPUR ON - 2.2 - 6 GULBARGA HOMNABAD Rd _ 6P KARANJA BRIDGE ON HOMNABADBIDAR Rd. - 3.2 8 8A MALAPRABHA D/SOF KHANAPUR VILLAGE 129 2 18 NA NA NA 9D TUNGABHADRA HONNALI BRIDGE 60 0 42 NA NA NA

5-28 ScottWilson / CES/ IIIE KamnatakaState Hiehways Seetoral Environmental AssessmentReport Imtrovement Project Chapter 5

Parameters Of Qualitv Of River Water LINK NO. RIN'ER SANIPLINGPOINT TDS, mg/I TFDS. mgll MAX MIN NIEAN NIAX NIIN MEAN IF MALAPRABHA D'S OFAIHOLE TOWN 590 160 358 520 105. 312 3B GHATAPRABHA D/S OF MUDHOL RD CROSS BRIDGE 1340 120 476 1200 100 425 4C GHATAPRABHA W.A POINT TO GOKAK TOWN 310 90 157 700 134 433 5A POTNAL HALLA SIDDAPUR BRIDGE 1031 - 855 - OK KRISHNA TINTINI BRIDGE 715 143 450 200 40 93 6N BHIMA D/S FEROZABAD VILLAGE 1945 455 1092 1060 446 657

60 KAGNA SARGAPUR ON - 515 - - 320

______GULBARGA HOMNABAD Rd. ______6? KARANJA BRIDGE ON HOMNABAD BIDAR Rd, 243 - - - 131 - SA MALAPRABHA D/S OF KHANAPUR VILLAGE 200 61 99 69 22 40 90 TUNGABHADRA H-ONNALI BRIDGE 206 24 78 105 8 4

Water Quality Indicators Of Organic Pollution

LINK NO. RIVER SAMPLING POINT Do9nmI DOin mgiCOD in mIII ______NIAXI MIN IMEAN MAX NIN MEAN MAX IMINI MEAN I F MALAPRABHA D/S OFAIHOLE 7.8 5.5 16.6 1.6 0 1 110 8 58.1 ______TOW N ______3B GHATAPRABHA D/S OF MUDHOL RD 6.9 3.1 5.6 5 0.4 1.5 180 18 72.8 ______CROSS BRIDGE 4C GHATAPRABHA W.A POINT TO 9 6.2 7.2 4.2 0.6 I.4 (,60- 8 67.4 GOKAK TOWN

5A POTNALHALLA SIDDAPUR 6.6 8 189 6K KRISHNA TINTINI BRIDGE 7.6 7 7.2 2 1 IA 98 12 32.8 6N BHIMA D/S FEROZABAD 8.4 5.9 7.1 4.9 1 2.5 80 24 43.5 VILLAGE 60 KAGNA SARGAPUR ON - - 6.8 9 - -20 - GULBARGA_HOMN ______ABAD Rd 6P KARANJA BRIDGE ON - - 6.5 7 - -22 - HOMNABAD BIDAR ______Rd. SA MALAPRABHA D/S OF KHANAPUR 8.5 6.5 7.5 25 0 18.3 60 0 22.8 VILLAGE 90 ITUNGABH-ADRA IHONNALI BRIDGE 7.9 5.7 7 2.2 0 1.3 6.2 0 4.1

LINK NO. RIVER SAMIPLINGPOINT NITRITES+ TK.N.mg/I AMMONIACAL NITRATES.rnv NITROGEN.rng/ MAX MIN MIEAN MAX MIN MIEAN MAX MIN MEAN IF MALAPRABHA D/S OFAIHOLE 3 0 1.667 3.8 0 1.915 - - - ______~~TOWN __ 3B GH-ATAPRABHA D/S OFMUDHOL RD 5.2 0 2.5 5.5 0 1 986 - - - ______CROSS BRIDGE __

4C GHATAPRABHA W.A POINT TO 0.27 0.08 0.191 NA NA NA - - ______~GOKAKTOWN I__ 5A POTNALHALLA SIDDAPUR 42 - - - I1A- 6K KRISHNA TINTINI BRIDGE 0.42 0.1 -0.23 0.92 0.03 0.292 NA NA NA 6N BHIMA D/S FEROZABAD 43 0.06 11.4 0.3 0.16 0.245 NA NA NA ______~VILLAGE 60 KAGNA SARGAPUR ON 23 1 4 - GULBARGA_HOMNA ______BAD Rd. _ _

6? KARANJA BRIDGE ON 18 - - - - 0.8 - - - HOMNABAD BIDAR Rd 8A MALAPRABHA DOS OF KHANAPUR NA NA NA 8 0 4.068 0.001 0 0.00 I I I ~~~VILLAGEI 90 ITUNGABHADRA IHONNALI BRIDGE- 0.09 0 0.07 106 0 0417 - -

5-29 Scott Wilson ICES / IIIE Kaamataka State Hiahvavs Sectoral Environmental Asscssment Repori Improvement Project Chapter 5

Mineral Constituents Of River Water

LINK NO. RIVER SAMPLINGPOINT CONDU'CTIVITY, TOTAL SL'LPHATES.mg/i micro mhocm ALKALINIT'. mg/ MAX MIN MEANh MAX MIN MEA MAX MIN MEAN ______N IF MALAPRABHA D!S OFAIHOLE 160 40 90 240 104 182 78 12 40 TOWN 3B GHATAPRABHA D/S OF MUDHOLRD 130 I 45 236 88 181 120 0 53 CROSS BRIDGE 4C GHATAPRABHA W.A POINT TO 14 9 1 85 54 74 37 12 22 GOKAK TONNT I_I 5A POTNALHALLA SIDDAPUR 1590 - 304 . 42 - - 6K KRISHNA TINTINI BRIDGE 110 22 68 188 39 135 110 21 67 6N BHIMA D/S FEROZABAD 172 70 101 300 121 201 306 45 123 VILLAGE 60 KAGNA SARGAPURON 780 299 - 18 - GULBARGA HOMNA BAD Rd. 6P KARANJA BRIDGEON 378 177 - 10 HOMNABADBIDAR ______Rd.__ 8A MALAPRABHA D/S OF KHANAPUR 160 63 104 68 31 49 34 6 20 _VILLAGE _ 9D TUNGABHADRA HONNALIBRIDGE 330 I5 100 16( 50 88 30 0 15

Mineral Constituents Of River Water LINK RIVER SAMPLING CHLORIDES.mgA SODItIM. mg/l PHOSPHATE mg BORON.mp/_ NO. POINT MAX MIN MEAN MAX MIN MEAN MAX NIIN MEAN MAX MIN MEAN IF MALAPRABHA D/SOFAIHOLE 304 80 153 110 109 55 0.3 u 0.277 NA NA NA I______TOWN 3B GHATAPRABHA D/S OF MUDHOL 1112 56 246 300 10 96 2 0 0.927 NA NA NA RD CROSS BRIDGE 4C GHATAPRABHA W.A POINT TO 36 12 27 NA NA NA NA NA NA 0.09 0 0.078 ______GOKAK TOWN ____ 5A POTNAL HALLA SIDDAPUR - - 162 - - 62 - - 6K KRISHNA TINTINI BRIDGE 160 20 91 144 IS 73 0.03 0 0.03 NA NA NA 6N BHIMA D/S FEROZABAD 266 73 151 165 28 85 0.81 0 0.65 NA NA NA I ______VILLAGE _____ 60 KAGNA SARGAPUR ON - 52 - - - 32 - - - GULBARGA_HOM NABAD Rd. _I I I 6P KARANJA BRIDGE ON - 16 - 15 - HOMNABAD BIDAR Rd. I 8A MALAPRABHA D/S OF 15 0 5 4 1 | NA NA NA 0.001 0 0.001 KHANAPUR VILLAGE _____ 9D TLINGABHADRA HONNALI BRIDGE 29 8 14 55 0 33 0005 0 0.004 NA NA NA

Mineral Constituents Of River Water

LINK NO. RIVER SAMPLING CALCIUMAS MAGNESIUM AS | TOTALHARDNESS AS CaCO3 . POINT CaCO, m/ CaCO,. m/l - mSI _____i___ MAX MIN MEAN MAX MINl MEAN MAX I MIN MEAN IF MALAPRABHA D/S OFAIHOLE 54 8 27 68 8 43 348 108 244 ______|_TOW N ______3B GHATAPRABHA D/SOFMUDHOL 160 11 42 292 16 80 1600 96 437 RD CROSS ______| BRIDGE 4C jGHATAPRABHA W.APOINTTO 28 7 15 15 4 11 130 51 83 I ______tGOKAK TONNI I_ _I___I

5A POTNALHALLA POTNAL ISO - 120 -300 ______6K6KRISHNA TINTINIBRIDGE 86 1 33 96 8 49 261 96 179

5-30 Scott Wilson / CES / IIIE Karnataka State Highvways Sectoral Environmental Assessment Report Improvement Protect Chapter 5

Mineral Constituents Of River Water

LINK NO. RIVER SAMPLING CALClIlUN AS MAGNESIt'M AS TOTAL HARDNESS AS CaCO3 POINT CaCOQ CaCo, _ _ NIAX MIN MIEAN MAX MIN INIEAN MAX MIN MEAN 6N BHIMA D/S FEROZABAD 61 18 38 86 27 43 482 204 278 VILLAGE------60 KAGNA SARGAPUR ON - - 48 150 - - - 198 GULBARGA HOM NABAD Rd. 6P KARANJA BRIDGE ON 96 _ _ _ 48 144 HOMNABAD BIDAR Rd. I I_ _ J 8A MALAPRABHA D/S OF 7 2 4 14 6 8 78 29 46 KHANAPUR VILLAGE _ ___ 9D TUNGABHADRA HONNALIBRIDGE 76 8 26 44 0 12 100 30 61

Bacteriological Parameters Of River Water

LINK NO. RIVER SAMPLING POINT FAECAL COLIFORMS, TOTAL MPN/100ml COLIFORMS, ______IMPN/IOOml MAX MINMEAN MAX MIN MEAN

IF MALAPRABHA D/S OFAIHOLE 1.845 0 1.503 2.38 0 1.332 TOWN

3B GHATAPRABHA D/S OF MUDHOL RD NA NA NA 0.845 0 0.591 CROSS BRIDGE

4C GHATAPRABHA W.A POINT TO 1.778 1.778 1.778 2.544 1.079 1.995 GOKAK TOWN

5A POTNALIIALLA SIDDAPUR 2.3 - - - 1.09 -

6K KRISHNA TINTINI BRIDGE 3.204 2544 3.138 3204 3.204 3204

6N BHIMA D/S FEROZABAD 3.204 0 602 1 74 3.204 1.447 2.585 l ~~VILLAGE

60 |ICAGNA SARGAPUR ON 2.3 - - - 1.3 - GULBARGA HOMN l ~~~ABADRd. 6P KARANJA BRIDGE ON 2.3 7.9 - HOMNABAD BIDAR I Rd. IR 8A MALAPRABHA D/S OF KHANAPUR 1.079 0.477 0.9 2.544 1.699 2.207 l ~~VILLAGE

9D TUNGABHADRA HONNALI BRIDGE 3.204 1.934 2.854 3.204 2.633 3.015

U/S = UP STREANI D/S = DOWN STREAM WA = WATER ABSTRACTION POINT

5.3.4. Presence of Lead in Soil No data on lead in soil was available either at the State Pollution Control Board or at the CPCB. At 10 locations relevant to the project corridors, this was monitored. Samples were collected at 5 to 10 cm below surface. The findings are presented below. It may be observed that, in all cases the recorded data are in traces. The monitoring results are shown in Table 54.

5-31 Scott Wilson / CES / IIIE KaamatakaState Hiehwavs Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

Table 5-4: Presence of Lead (Pb) in Soil

Link Location Lead(mg/!) IJ, 1K & 4C Yaracarti cross Main circle Less than 0.001 3A &3B Mudhol Shivaji circle Less than 0.001 6M & 6N Jewargi Near Govt College Less than 0.001 60 & 6P HumnnabadNear NH9 Junction Less than 0.001 5A,5B, 6H & 6J SindhnurOpp AgricultureDept office Less than 0.001 6f Kamataka-A.PBorder Less than 0.001 IH,lJ & 3B Lokapur,Lokapur circle Less than 0.001 IK Belgaum Sambra.AFS Less than 0.001 IA Raichur RTPS Shaktinagar Less than 0.001 6D & 6E Hiriyur Junction with NH4 Less than 0.001

5.4. Biological Environment

The State of Karnataka has a total geographical area of 191773 Sq.Km of which 38284 Sq.Km constitute forests, making it 20% of the total extent. The forest areas of Kamataka are rich in biological resources and habitat variations. Diverse ecological regions, complex topography, heterogeneity of soils, climate, geographical history and locations have contributed to the variety of flora and fauna in the state. Different geographical features varied land patterns and climatic condition give rise to different forest types. The watersheds of major rivers Cauvery, Kalinadi, Varahi and Sharavathi in the Western Ghats support rich Evergreen and moist Deciduous Forests in the upper region. Dry Deciduous and Dry Scrub Forest types occur in Eastern plains where the soil is poor, rainfall meagre, temperature high and conditions rather inhospitable for luxuriant forests. As per legal status the forest area in Karnataka can be classified into Reserve Forests (28689.76 Su.Km), Protected Forests (3933.73 Sq.Km), Unclassed Forest (5231.00 Sq.Km), Village Forests (124.20 Sq.Kn) and Private Forests (308.42 Sq.Km). In Figure 5-19. the spatial distribution of the major forestlands has been shown. These forests have been classified by type and their distribution has been shown in Figure 5-20.

5.4.1. Flora Considering topography, bioclimate and soil, the vegetation of Karnataka could be grouped under the following four categories viz., (a) West Coast tropical vegetation, (b) Upland deciduous vegetation, (c) Southern tropical Montane vegetation, and (d) Littoral Vegetation.

Moist Deciduous coastal vegetation: The natural vegetation in this region immediately to the East of the coastline is of the secondary moist deciduous type. It is sometimes considered a degraded stage of an Evergreen climax. In the broader coastal low land of Dakshina Kannada, the Hopea-Syzygium - Holigarna series is usually found with dense understorey of shrubs like Grewia, Ixoria and Psvchlotria. The secondary moist deciduous forests are better preserved towards the foothill of the Ghats.

West Coast tropical Evergreens: The lower slope valleys of the Ghats present fine examples of the West Coast tropical Evergreen forests. These close canopy forests are nurtured by the heavy seasonal precipitation to form climax vegetation. There are several variations in the dominant canopy trees. The commonest association is of Dipterocarpus-Kingiodendron- Vataria between 70 to 600 metres above mean sea level. There are several other plant forms in these forests.

Upland moist deciduous vegetation: The decreasing rainfall on the Leeward side of the mountain gives nse to another climax type the upland moist deciduous vegetation. While in leaf, the canopy of these forests is dense, during the dry months there is a short period of leaf fall to avoid loss of water due to transpiration. Flowering of the trees occurs during the leafless period. The moist deciduous belt

5-32 Scon Wilson/ CES / IIIE Kamataka State Highwa\; Sectoral Environmental Assessment Report improvement Project Chapter 5

running from Belgaum to Kodagu is the habitat of the Tectoina-Dillenia-Lagerstroemiiia-Terminialia series, which includeteak etc.

Upland drv deciduous vegetation: The bio-chmate of the Eastem part of the Maidan permits dry deciduous vegetation in several protected areas. The canopy is open and the trees leafless during the driest months.

Upland thorn and scrub: There are several parts of Chitradurga,Bellary. Raichur, Gulbarga and Bidar districts where broad leaved deciduous forests give place to armed trees with tiny leaflets. Some remaining patches of these forests are made up of Acacia, Albizia and Hardivickia.

Southern tropical AlontaneVegetation: An altitudinal variationof the tropical evergreens is found above 1500m especiallyat Kudremukhand in the Baba Budan and Biligiriranganhills. This vegetation of grassy meadows and low wooded patches forms the Southern tropical Montane vegetation. The grassy Mountain meadowspresent a quick successionof herbs that appear in short lived profusion. A good part of the wet forestshas been greatly altered by bioticfactors.

Littoral Vegetation:There are two types of Littoral vegetationin Kamataka. The first is Terrestrialon the sand dunes in the formof Psammophytesand the second, Halophyticalong estuaries. Sundewsand bladderworts often form a seasonalcarpet on the wet sand of the rear beach.

The vegetation dynamicsin Karnataka indicate several changesin the natural vegetation due to biotic factors especially from human intervention. These interventions have been manifested in many manners, like plantationsof timber producing trees, coffee, black pepper, cardamom, coconut, betel nut, etc. Forest clearanceto make room for expanding agricultureis another widespreadphenomenon. Development of large reservoirs.mining, transport corridors, industrial estates, etc., has also reduced the forest area in Kamataka. Grazing within forests and unauthorised felling of trees to secure firewood are also to be consideredas significantvectors of human intervention.

It should be specificallymentioned that none of the project roads could be apprehendedto cause any negative impact upon the forest wealth of Kamataka. These do not pass through any forestland. However, road widening,requiring in turn wider ROWs in some locations, may cause felling of some avenue trees.

5.4.2. Fauna The common fauna seen along the corridors is limited to Common Langurs, Bonnet Macaques, Common Mongoose,Fox. Partridge, Parakeets and other commonbirds like Pigeons, House Sparrows etc. Reptiles like the Common Rat snake, Cobra and small Monitors are found near the agricultural fields and water bodies.

The wild fauna is limitedto the protected areas in the state i.e. the national parks, wild life sanctuaries, reserve forests and protected forests. There are five National Parks and 20 wild life sanctuaries covering an area of 6700sq.km,which constitutes 17.5% of the total forest area in the state. These sanctuaries and national parks provide a natural habitat for the wild life consisting of Tiger, Panther, Elephant, Gaur, Sambar. Deer, Bear, Sloth, Spotted Deer. Langur, Malabar Squirrel, Lion tailed Macaque. Hare, Wolf. Marsh Crocodile.Wild dog, Leopards, Python and various species of birds like Cormorant, Egret. Ibis. White spoonbill, Peafowl, Partridge etc. These National Parks and wild life sanctuaries are a major tourist attraction and revenue earner for the state. Eco-tourism has been promoted in a big way in these national Parks and sanctuaries. Table 5-5 lists the various common wild fauna of Kamataka and Table 5-6 endangered and vulnerable species found in Kamataka. Table 5-7 lists the various National Parks and Wild Life Sanctuaries of Kamataka. The distribution of National Parks and WildlifeSanctuaries of Kamataka is shown in Figure 5-21.

5-33 Scott Wilson I CES / IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

Figure 5-19: Forest Area in Karnataka

Legend For Phase-I

I, - Upgradatlon MajorMaintenance Legend For Phase-11

I - Upgradabon , -j MajorMaintnance FOREST AREA IN KARNATAKA 1994-9.5gD$

,_r~~~~~~~N

V _ ~~~~DHARWAD )

- \, ~~NNA D HASSAN -) \GALOR r

STATIETOTAL' FORESTAREA F 38283 GEOGRtAPHICALAREA G 191773 IN SO. KILOMETERS

Scott Wilson CES IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

Figure 5-20: Forest Area by Types Legend For Phase-I i

FORESTAREA BY TYPES U l ~~~~~~~~~~~~~~~~~~~~~~~~MaprMaintenanoe Legend ForPhase-tl Upgradation MaporMahtlenance

i osJ 2, g } ~~~~~~~~~~~~~~Moist Deciduous| \ 1 5 ~~~~~~~~~~~~~~~~~~~~578 (15.0%)

] f - ~~~~~~~~~~~~~~~~~~~~~~116(3.0%)

~~ DEC~~~~4JOu5FOErySTodou

SuE FSESST &

OM EVEGESFOCSST sn

0~~~~~~~~~~~~ My DECott WiOIIISTi II Karnataka State Hich%vavs Sectoral Environmental AssessmentReport Improvement Project Chapter 5

Table 5-5: Common Wild Fauna of Karnataka SI. No Common Name Scientific Name Distribution

I Bonnet Macaque Macaca radiata All over the state 2 Common Langur Presbvtis enteliuis All over the state 3 Small Indian Civet Viverricula indica All over the state 4 Common Palm Civet Paradoxurus herrnphoroditus All over the state 5 Wolf Canis ltrpus Melukote, Ranebennur 6 Golden Jackal Canis aureus All over the state 7 Common Mongoose Herpestus edwardsii All over the state 8 Indian Fox Vulpes bengalensis All over the state 9 Common Otter Lutra lutra Kabini, Bhadra reservoir 10 Wild Pig Sus scorofa All over the state 11 Black naped Hare Lepus nigricolis All over the state 12 Indian Porcupine Hvstrix indica All over the state 13 Flying Fox Pleropus giganteus All over the state 14 Pangolin Manis crassicaudata All over the state 15 Spotted Deer Axis axis All over the state

Table 5-6: Vulnerable, Rare and Endangered Fauna of Karnataka SI. No Common Name Scientific Name Status as per IWL (P) Act Schedule No. I Common Langur Presbvtisentellus II 2 Indian Pangolin Manis crassicaudata II 3 Giant Squirrel Rattfa sp. 11 4 Wolf Canislupus I 5 Dhole (Indian Wild Dog) Cuonialpinus 1I 6 Common Otter Lutra lutra 11 7 Leopard Cat Felis bengalensis ._ 8 Rusty spotted Cat Felis rubiginosa I 9 Desert cat Felis libvca I 10 Fishing Cat Felis vivierrina 11 Jungle Cat Felis chaus I 12 Leopard Pantherapardus 13 Tiger Panthera tigris I 14 Sloth Bear Melursusursinus 15 Indian Elephant Elephasmaximus l 16 Gaur (Indian Bison) Bos gaurus l 17 Great Indian Bustard Choriotisnigriceps 18 Great Pied Hornbill Buceros bicornis I 19 Malabar Pied Hornbill Anithracoceroscoronatts 20 Pea Fowl Pavocristatus I 21 Rat Snake Plvas mucosus 11 22 Indian Cobra Naja spp. 11 23 King Cobra Ophiophagushannah 11 24 Russel's Viper Viperaruselli 11 25 Indian Monitor Varanusbengalensis 11

5-36 Scott WilsoniCES / IIIE KarnatakaState Highways SectoralEnxironmental Assessment Report ImprovementProject Chapter5

Table 5-7: National Parks and 'Wild Life Sanctuaries of Karnataka Sl.No National Park/Wild Life Area in Sq.Km Nearest Town Sanctuaries 1 Anshi National Park, Dandeli 250.00 Dandeli 2 Bandipur National Park. Mysore 874.20 Nanjangud 3 Bannerghata National Park 104.27 Bangalore 4 Kudremukh National Park 600.32 Kudremukh 5 Rajiv Gandhi (Nagarhole) National 643.39 Heggadadevanakote Park 6 Adichunchanagiri WLS 0.84 Mandya 7 Arabithittu WLS 13.50 Krishnarajnagar 8 Bhadra WLS 492.46 Rangenahalli 9 Billigiri Rangan Thittu WLS 539.58 Chamarajanagar 10 Brahmagiri WLS 181.80 Madiken 11 Mookambika WLS 247.00 Karkala 12 Nugu WLS 30.32 Nanjanagud 13 Sharavathi Valley WLS 431.23 Talguppa 14 Cauvery WLS 102.59 Kanakapura 15 Someshwara WLS 88.40 Karkala 16 Shettihalli WLS 395.60 Kumsi, Shimoga 17 Ranebennur Black Buck Sanctuary 119.0 Ranebennur/byadgi 18 Pushpagiri WLS 102.59 Subramanya 19 Talacauvery WLS 105.00 Madiken 20 Melkote Temple WLS 45.82 Melkote 21 Ghataprabha Bird Sanctuary. Gokak 20.78 Gokak 22 Dandeli WLS. Dandeli 475.018 Dandeli 23 Ranganathittu Bird Sanctuary 0.67 Snirangapatna 24 Gudavi Bird Sanctuary 0.73 Sagar 25 Attiveri Bird Sanctuary 2.226 Hubli 26 Daroji Bear Sanctuary 55.873 Hospet Note: WLS-Wild Life Sanctuary

5-37 ScottWilson / CESI IIIE Kamataka State Highwavs Sectoral EnvironmentalAssessment Report ImprovementProject Chapter 5

Figure 5-21: National Parks and Wildlife Sanctuaries in Karnataka

National Parks & Wildlife Sanctuaries in Karnataka

\3f3 ( } i~~~S:

*\z . ' wec M.r

S t~~~~~~~53 Sct Wisn/CE!II

5-38 ~~~~~~~ScottWilson/ CES, IIIE KaamatakaState Highwavs SectoralEnvironmental Assessment Report Improvement Project Chapter 5

5.5. Social Environment

Many of the major changes in the environmental set up have been induced by society. Some of these have arrested deterioration in the ecological systems. Some made the system increasingly vulnerable. All impulses in this regard originated from within the emerging social systems. This has been true as much in Karnataka as in all other places of the world.

Propensities in this regard have, however, been different between the societies, governed as these are by their respective demography, economic occupations and patterns of land use, including the rates of urban industrial growth. All these features of the social environment along every road corridor have been recorded in the Environmental Screening Report. In this section, only overall situation obtaining within Kamataka would be stated.

5.5.1. Demographic Features As per the 1991 census, Kamataka's population was 4,49,77,201. Karnataka occupies 8h place amongst the States of India with regard to population size. The state has recorded a decennial population growth rate between 1981 and 1991 has been of the order of 21.12%. It has been growing at a rather fast rate, which is not likely to abate in the near future according to the expert views of the demographers. Increase in life expectancy is one factor in this regard. Relative increase in the female population of reproductive age is an attenuated factor. The female population constitutes 48.97% of the total population, giving a sex ratio of 900 females per thousand males approximately.

The scheduled castes constitute 16.38% of the total population. The scheduled tribes constitute 4.26 % of the total population. There are around 101 scheduled castes and 49 scheduled tribes in Kamataka. In Table 5-8, the relative concentrations of Scheduled Tribes and Scheduled Castes between the different road links have been shown.

5-39 Scott Wilson / CES / IIIE Karnataka State Hiehwavs Sectoral Env-ironmentalAssessment Report Improvement Project Chapter 5

Table 5-8: Scheduled Castes and Scheduled Tribes (Concentrationalone the Corridors) CORRIDOR LINK NO URBAN SHARE RURAL SHARE NO SC % ST % SC % ST % IA 26.04 15.15 5.08 0.07 1B 26.04 15.15 5.46 1.15 IC 2.81 1.69 5.15 1.54 I D 2.81 1.69 9.30 6.40 IE 1.83 2.74 7.31 3.56 IF 8.56 6.58 20.41 24.89 IG 6.45 5.81 8.92 2.79 IH 0.00 0.00 9.23 7.21 ]I 0.00 0.00 13.87 5.81 _ I K 25.46 51.20 15.27 44.58 100.00 100.00 100.00 100.00

2A 32.05 35.47 8.57 1.35 2B 40.96 41.86 26.18 26.87 2C 15.63 12.36 40.50 23.93 2D 11.36 10.31 24.76 47.85 2 100.00 100.00 100.00 I00.00

3A 85.69 84.17 54.49 28.41 3B 14.31 15.83 45.51 71.59 3 100.00 100.00 100.00 1(0.00

4A 20.70 24.14 6.62 9.60 4B 21.44 -I 4.52 15.51 31.13 4C 57.86 I 71.33 77.87 59.27 4 100.00 j 100.00 100.00 100.00

5A 24.24 41.51 39.77 [ 57.61 5B 37.88 29.25 48.99 2'5.27 5C 37.88 29.25 11.24 17.13 5 100.00 100.00 100.00 j 100.00

6A 1.48 0.32 5.78 1.26 6B 0.60 0.38 4.31 0.93 6E 4.95 23.26 6.79 5.36 6F 2.48 18.09 6.07 25.49 6G 15.32 8.12 5.28 12.94 6H 19.45 13.94 12.80 5.16 6J 2.77 5.59 7.60 5.47 6K 2.55 6.77 5.99 8.68 6L 1.01 0.29 2.07 2.69 6M 1.01 0.29 5.36 2.12 6N 21.02 5.92 6.03 1.80 60 22.61 8.49 11.11 7.05 6P 1.59 2.57 104 1 1[273 61 1 1 100.00 100.00 100.00 100.00

5-40 Scott Wilson /CES / IIIE Karnataka State Hlehxwavs SectoralEnvironmental AssessmentRepon Improvement Protect Chapter S

CORRIDOR LINK NO URBAN SHARE RURAL SHARE NO SC-%,_ ST | SC° ST %

8A 23.94 70.82 38.50 62.34 8B 29.90 23.21' 28.49 35.68 8C 28.75 3.11 14.19 1.53 8D 17.41 2.86 13.68 0.45 8E 0.00 0.00 5.13 0.00 8 100.00 100.00 100 00 100.00

9A 0.00 0.00 10.41 21.74 9B 7.50 22.10 6.09 0.31 9C 24.98 36.12 21.34 24.44 9D 18.50 14.98 29.61 41.24 9E 49.02 26.80 32.54 12.26 9 100.00 100.00 100.00on 100.00

10 = IOA | 10.74 1.82 [ 23.82 5.01

IIA 50.57 39.89 45.98 16.61 II B 49.43 60.11 54.02 83.39 11 100.00 100.00 10000 100.00

13 13A 9.86 3.55 2.83 0.08 Note: SC Scheduled Caste ST Scheduled Tribe

The density of population as per the 1991 census was 235 persons per square kilometre. This is quite high if considered against propensity of the State to drought conditions. Unless supported by irrigation, agriculture providing food security is vulnerable. The hard rock geology offers very limited quantities of water for irrigation. Hence Kamataka has developed gravity flow irrigation supported by large reservoirs over many parts. This has altered the subsoil hydrology.

The State has recorded a literacy rate of 56.04 %. This is a commendable achievement. This has made the people increasingly sensitive to the prospects of economic improvement with adoption of newer technologies almost in all sectors of the economy. From extractive economy, Karnataka has now established a vibrant fabricative economy. Waste generation and disposal is appearing as major problems in preventing- environmental detenoration. The urban population constitutes 30.92% of the total population.

5.5.2. Occupational Pattern Main workers constitute 38.45% of the total population. The cultivators constitute 34.21% of the main workers population. The marginal workers and non-workers constitute 3.54% and 58.01% of the total population respectively. It may be seen from the Environmental Screening Report that all these ratios vary between the road corridors.

5.5.3. Land Use Out of the total geographical area of 19.15 million hectares. forests cover about 3.83 million hectares (m ha). 10.79 m ha of land is under Agriculture. Fallow land and barren land cover 1.5 m ha and 0.8 m ha respectively. Permanent pastures occupy about 0.92 million hectares. Area not available for cultivation is 1.21 million hectares. The above figures are of 1993-94. All ratios on the relative tncidences of the various components of land use vary between the different road corridors.

5-41 Scott Wilson / CES / IIIE Kamataka State Hiehwavs Sectoral En ironmental AssessmentReport Improvement Project Chapter 5

5.5.4. Major Vectorsof EconomicDevelopment Two major vectors of economic development in Karnataka are discernible from the analvsis of pertinent literature. One is related to the growth of agriculture based on irrigation. The other is associated with urban industrial fortnations.Intensity of development has been variable between the road corridors.

Under Section 4 of the Environmental Screening Report, the 54 road links of the 12 road corridors have been ranked in two different tables. one of which indicates the leading areas of irrigation based agriculture and the other referring to urban industrial formations.

Substantivepoint to note in this regard is the progressive reduction of the earlier contrasts noticeable between the rural and urban habitats. The dynamicsof such change needs appreciationin the context of designing road improvement strategy. In the first instance, irrigation based agricultural growth has attracted processing industries in the heretofore rural areas, contributing to the formation of nascent urban settlements. Rice processing mills, cotton ginning factories, oilseed expellers, etc., are the commonest manifestation in this regard. Similarly, urban industrial formnationshave stimulated the neighbourhood agricultural economy to shift towards commercial cropping. Expansion of coconut plantations, silkworm rearing, fruit orchards, etc.. are the commonest manifestation in this regard. Each one of these commercial crops is attractingprocessing industries.

The consequential need to obtain increasing access to the regional and national markets and demands for it have been the central considerationof the Government of Kamataka for promoting the road improvement programme. Increased traffic is progressively damaging the structurally weak roads, rendering them unusable in many tracts. Hence the need for upgrading these. The road improvement programme is certainly going to further stimulatethe growth of regional economy. Which of the two vectors of growth discussedabove should be preferredin this regard is a matter for the Government of Karnatakato decide. One major considerationin this regard should be to avoid causing environmental degradation.

5.6. Sites of CulturalHeritage

Many facts of the history of Karnataka, especially form the late Early Period to modem times are retained in the shape of archaeological monuments and sites, which simultaneously exhibit architectural and sculptural elementsof their time. These attract the tourists. who in turn contribute in economic growth. Tourist attractions are many indeed in Kamataka, which include the ancient monuments, places of scenic beauty, wildlife sanctuaries, hill resorts, etc. A list of places of tourist interest falling in the corridors is placed in Table 5-9.

None of these sites are, except the Gol Gumbaz of Bijapur, are very close to any of the Project Roads. Even the Gol Gumbaz is located some 3 kln off Corridors 2 and 3. However, practically all of these places of tourist interest can be approached only through one or the other road corridor under review.

5-42 ScottWilson / CES / IIIE Kamatak-aState Hizhwavs SectoralEnvironmental Assessment Report Impro%ement ProJect ChapterS

Table 5-9: Places of Tourist Interest in the Corridors SI.No Corridor Placesof Tourist& NearestTown Archaeological Interest I 01 AiholeTemple, Pattadakallu, Bagalkot. RaichurFort Raichur 2 02 NavaraspurMahal. Golcumbaz Bi apur 3 03 Goleumbaz Bijapur 4 04 GokakFalls Gokak_ 5 05 Hampi Hospet 6 06 Srirangapama,Temple & Tipu's Srirangapatna, Tomb, Fort, Melukote Temple Nielukote 7 08 JogFalls Shimoza.Sagar 8 09 1 HampiTemple. Harihar temple Hospet.Harihar iO NagarholeNational Park.Mysore Mysore Palace, Brindavan Gardens I 10 11 BelurTemple, Halebeedu Temple Belur Ii 13 Karwar Beach Karwar

5-43 ScottWilson /CES IIIE

Section II Impact Assessment

Chapter 6 Impact Assessmentand Mitigation Measures

Karnataka State Hi-h\%a\s Secoral EnvironmentalAssessment Report Improvement Protect Chapter 6

CHAPTER 6: INIPACT ASSESSMENT AND MITIGATION MIEASURES

TABLE OF CONTENTS

6. IMPACT ASSESSMENT AND MITIGATION MEASURES ...... 1

6.1. INTRODUCTION...... I 6.2. IMPACTS FROM LOCATION...... 1.. 6.2.1. Impacts of Graivn Flioi Irrigation Sistems .I...... --..... ------1 6.2.2. Roads as an embanknentfor tanks and reservoirs . 6.2.3. Large Reservoirs belhitd Dams . 6.2.4. Consequetices of Extensive deforestation . 6.2.5. lniproper road drainiage sYses .r.3 6.2.6. Effects of Growing Aimiiing Econom!. 3 6.3. IMPACTS FROM ROAD DESIGNS...... 3 6.3.1. Gravel & Borroit Pit .3 6.3.2. Use ofAIternative Alatenials .3 6.3.3. Lined Dr-ains ...... 4 6.3.4. Land Acquisition.4 6.3. 5. Avenue Plantation .4 6.3.6. Accidents aid Road Safet. 5. 6.4. IMPACTS DURINGCONSTRUCTION ...... 5 6.4.1. Impact on Land Resources. 5 6.4.2. Impact oni soil qual. .. 5 6.4.3. Impact ott 'later resources. 6 6.4.4. Impact ont water qua/in .6 6.4.5. Impact on Ar Qua/itn .6 6.4. 6. Impact onNoise Level .7 6.4.7. Impact on Biological Environment .7 6.4.8. Sanitation and Wiaste disposal .7 6.4.9. Other inipacts ...... 7 6.5. IMPACTS DURINGOPERATION PHASE ...... 8 6.5.1. Impact on Land Use .8 6.5.2. Impact on Air Qla/in .9 6.5.3. Impact o N lloiselevel.9 6.5.4. Impact on Biological Resources. 9 6.5.5. Accident Hazards and Safe .. 9 6.5. 6 A.esthetics. .9 6.6. CONCLUDING OBSERVATION...... 9

TABLE 6-1: EFFECTS OF VEGETATIONSCREEN ON NOISE LEVEL...... 4 TABLE 6-2: PROJECT ACTIVITIES AND AFFECTED ENVIRONMENTALATTRIBUTES ...... 10

0-1iScott Wilson / CES / IIIE

KamantakaState High~~avs Sectoral Environmental AssessmentReport Improv ement Project Chapter 6

6. IMPACT ASSESSNIENT AND MITIGATION MIEASURES

6.1. Introduction Roads may cause negative impacts upon environment in many different ways. The objective of this chapter is to discern those that are contextually possible and to suggest the required mitigation measures. The observations are to be recorded in their specific context if the exploration is to be logical and comprehensive. This is the approach followed in this Chapter.

Road development projects can have impacts or causes impacts in four specific contexts. These are * Impacts from Location, * Impacts from Project Design. * Impacts during Construction. and * Impacts when the Road become Operational.

6.2. Impacts from Location It has been mentioned earlier that the objective the KSHIP is to improve many different road links, which are distributed across the State of Kamataka. Whatever impacts these roads might have had caused initially upon environment now appear as more or less adjusted. However. fresh impacts upon the environment can happen when these roads are reconstructed. The nature of these impacts shall vary over tracts notwithstanding the similarities in the construction-designs, since the environmental settings vary between these road links.

TIhe pavement conditions of the existing roads indicate that these are damaged. Altered hydrological regimes are the substantive causes of deterioration of roads. Social actions taken over different parts of Kamataka subsequent to the time of initial construction of these roads are the reasons behind the observed alterations in the hydrology. There are, of course, other contributory factors for damaging the roads.

The major features of social action causing alterations in the hydrological regimes appear to suggest four specific processes. These are * Practices on gravity flow irrigation. * Roads used as an embankment for w ater tanks and reservoirs, * Formation of large reservoirs large dams, * Extensive deforestation, * Improper road drainage systems. and * Growing mining economy.

The products of the above noted social processes should be appreciated in order to identify the appropriate mitigation measures.

6.2.1. Impacts of Graviti Flou Irrigation Svstems All major command areas of Kamataka, as in many other places of India. function through uncontrolled delivery of water without laying proper drainage facilities. This leads to the rise of ground water table above the level that was assumed in the original road design for the sub-grades. Rising water, in tum. causes damage to the roads on account of damaged sub-grades. In many instances. excess water from the adjacent agricultural field flow over the roads.

Decidedly. the road engineers have not created the problem. Nevertheless, they can-v a responsibility to appraise the appropnrate quarters of the GoK and to assist the relevant department(s) to install proper drainage facilities to safeguard their assets and to reduce frequently recurring costs of repairing the roads. While this is the necessary step to secure permanent solution of the problem. the results of

6-1 Scott Wilson / CES / IIIE Kamataka State Hichwavs Sectoral Environmental AssessmentReport Improvement Project Chapter 6

such counselling may not be forth cominu. It wvill take time to yield dividend. The available mitigation measure, therefore, is to raise the height of the so affected roads to save the sub-grade from being contaminated by groundwater. Supplementary actions would be to establish fairly deep cut drains along the outer edge of the right of way of the so selected road links.

The tracts suffering from such problems are found in road-links IA. 2D. 2D, 3A. 5A. SB, 6H. 6A and 6B.

6.2.2. Roads as an embankment for tanks and reservoirs Roads especially in southern Kamataka suffer from this development. The roads have been used as embankments for water reservoirs. This is prominently seen in corridor IOA. In many cases these embankments have collapsed and dunrng monsoons water comes over to the road and inundates the road formnation.

6.2.3. Large Reservoirs behind Dams Kamataka is studded with reservoirs created by damming rivers. These reservoirs are critically important for obtaining agricultural development based on irrigation, and for sustaining cities, industries and mines. In hard rock terrain, ground water stock is poor and cannot sustain these economic functions. The reservoirs have also become useful to moderate floods. These are necessary for the region.

These reservoirs have set in changes in hydrological regimes in many tracts. Seasonal rhythm of rainfall and run off from the respective catchment areas is reflected in the fluctuations of the water- spread areas of these reservoirs. Several consequential effects of this are discemible within the neighbourhood drainage systems. Smaller tributaries entering the reservoir have to face seasonal variations in their respective hydraulic gradients. Increase in the water spread area of a given reservoir cause backward rising flood hydrographs in these tributary channels. If there happens to be a road passing through so affected area, the structure gets damaged, especially the cross-drainage facilities, often leading to their collapse. Amongst the project roads, this problem is manifest in road-link 9C near the neighbourhood of the Rane Bennur Bird Sanctuary. This sanctuary is located on the tail end of the water-spread area of the Tungabhadra reservoir. Possibly the only mitigation measure would be realign Corridor-9, especially from Harihar northwards. An altemative to it is to construct viaduct type structures with pillars placed on the deep lying stable rocks. This w ould be rather expensive.

The effects of the reservoirs are also discemible in the downstream zones in the immediate vicinity of the dams. No matter how well constructed the dam might be, some seepage under the dam is unavoidable. This makes the exit channels perennial. Amongst the project roads, this is most clearly visible on road-link 4B as it crosses the channel of the Malaprabha Dam. The required mitigation measure is to resection the exit channel and to place a cross-drainage structure of sufficient length across it.

6.2.4. Consequences of Extensive deforestation A significant part of the spread area of the forests in Kamataka has been converted into other uses, like agriculture. irrigation infrastructure, mining, etc. Along with it the age-old practices of felling of trees have continued to meet the rural energy demands. This has caused faster run off, rapid denudation of soil cover, changes in the channel shapes due to deposition of larger quantities of transported materials, deepening of channel bottoms, etc. In several places, the foundations of the cross-drainage structures have been exposed by the deepened channels or are eroding the nearby banks due to changes in stream course consequent upon sedimentation on their beds. None are welcome signs for maintenance of roads.

6-2 Scott Wilson / CES / IIIE KamatakaState Highws-avs Sectoral Environmental .AssessmentReport Improvement Project Chapter6

Such problems occur in road-links 3B, 4A. 6C. 6G. 6H. 6J and 6K. Rehabihtatingthe forest cover in the catchmentarea and armouring the channel beds at the sites of the cross-dratnasgestructures appear to be the required mitigationmeasure.

6.2.5. Improper road drainagesystems The carriagewaysin most of the project roads appear to act as drains. This has happenedbecause the shoulders are higher than the carriageway levels. On the earthen shoulders, many types of shrubs are found. These arrest the moving dust and in time raise the shoulder height. It is important to note that nearly all parts of Kamataka are windy and suffer from aeolian erosion, especially during dry weather months. Regular grubbingand dressing of earthen shouldersto establish a gentle slope away from the carriageway can be an effective mitigation measure. Alternatively,hard shoulders should replace the earthen shoulders,which would, of course,be expensive.

6.2.6. Effects of Growing Mining Economy Kamataka is rich in mineral resources and building stones. These deposits are mostly associated with the Dharwarian petrology, which covers a major part of Karnataka. This increases the load of suspended particulate matter in and around the mines. In addition, road-transport is used for transhipmentsof the extractedmaterials to the consumingareas. The truckers have the habit of driving over loaded carriages. This is reflected in the axle-load survey findings placed in the First Interim Report. The over loaded trucks damage the road formations,leading to increasedmaintenance costs.

The GoK is taking various measures to control pollution from mining operations. One could also consider providing higher than the prescribed loads for two axle carriages in the reconstructedroad formations.This is a risk covering measure arising from less than effective policing on over-loaded trucks.

6.3. Impacts from Road Designs The design criteria for roads under upgradationand major maintenanceprogrammes have been noted in Chapter-3 of this report. The suggested specificationsappear reasonable, although the thickness of the different componentsof the road-formationwould under go modificationsin tune with the bearing strengths of the available materials. Since the nature of available materials wvouldvary between regions, the total thickness of the formations is likely to vary between the locations of the project roads. However, careful supervision is warranted while using the diverse materials. In this regard, five observationsnoted below may appear pertinent, all related to the choice of matenals.

6.3.1. Gravel & Borrow Pit In the first instance, one should note that soil with gravel (moorum) occur extensively over nearly all parts of Kartnataka.but is generally associated with rather high clay fractions.Proper homogenisation wvth sand would add to the stability of the road embankments. Connected to this situation is the location of borrow-materials. Borrow pits are generally located along the road corridors. Water accumulates in these pits during the rainy season, which in tum can act as disease vectors. Proper dressing of the pits would be environmentallydesirable.

6.3.2. Use of Alternative Materials Secondly, apart from moorum, options exist on the use other materials for embankment construction. These alternative sources are fly ash from thermal power stations, iron-slag from steel mills and re-use of the materials excavated form the damaged roads. Transhipment of fly ash requires very careful handling to avoid adding to the load of suspended particulate matter along the routes. Use of slurry in covered trucks is the required mitigation measure.But the travel distance would be a limiting factor on the use of flv ash. Raichur thermal power station is the major source of fly ash. Only the nearby road- links can take advantagzeof this source. The most important source of iron-slag is at Bhadravati near Shimoga. Available quantity is rather limited. But it can be gainfully used for road-link 9E. However,

6-3 Scott Wilson /CES / IIIE Kamata;ka State Hiuhwavs Sectoral Environmental Assessment Report Imorovement Project Chapter 6

unless included in the list of upgradation project. this road-link may not afford the use of iron-slag. Nevertheless, the bearing strength of iron-slag in contact with soil moisture increases over time. The use of excavated materials from the damaged roads is a good idea. But it wvouldnot be possible to re- use the bitumen-contaminated materials from excavation. Bitumen is known to release phenol. Dumping of such material anywhere and every where is not permissible under the CPCB Rules. Hence their disposal should be made in clay-lines pits of abandoned stone quames.

6.3.3. Lined Drains In the third instance. the advantage of placing deep-cut roadside lined drains in the tracts suffering from adverse impacts of excess irrigation water could be realised.

6.3.4. Land Acquisition The fourth important issue is the amount of land required for road widening. Land acquisition in Kamataka, as in many other States of India, produces public resentment and opposition. Such resistance to part with land becomes particularly most intense in the irrigated tracts. Delays in acquisition from litigation are apprehended. This is. however, unavoidable. Public consultation to solicit support for road improvement is necessary with entitlements made to appear attractive. These issues are being looked into the Social Impact Report. The procedure for Land Acquisition has been described in Chapter-2 of this report.

6.3.5. Avenue Plantation The fifth important issue concerns establishing avenue plantations. One of the merits of the roads of Kamataka is the avenue tree along most stretches of the project-roads. This has confined traffic-related pollution and noise mostly within the road corridors. Some data has been collected through field monitoring and has been placed in the following Table 6-1. Table 6-1: Effects of Vegetation Screen on Noise Level (Noise level: Value in dB(A) Leq between 0600 & 1400 hours)

Location Avenue Plantation Value Facing Road Behind Plantation (10 m fromthe edgeof the road) Link-2A Near Bijapur No vegetation 64.4 61.5 (Open Area) Link-lF: Near Aminaead With Trees 59.1 56.3 Link - 3A: Near Jamkhandi With trees and thin shrubs 59.4 52.5 Link-IF: Near Aminaead With dense shrubs 71.2 60.1 (Prosopis jdliflora) l

This table clearly establishes the need for maintaining such vegetative-barriers in the shape of avenue plantation. As recommended by the MOEF, the most effective species to absorb the various elements of traffic related pollutants are. Azadirachta indica (bevu or neem), Tanmarindusindica (hunsemara or tamarind), Ficus benghalensis (aladamara or banyan). Termiinalia chebula (Hallalemara or arjun) and Dalbergia sissoo (White beete or shisham). All these species were found to be the major constituents of the existing avenue plantations. These are also the preferred species in the avenue-plantations by the Kamataka Forest Department. Acacia auiriculiformis, Albizia lebek, Albizia anmara and Mangifera inzdica are also being planted by the Forest Department along the road sides.

The most effective sound barrier has been Prosopisjuliflora (Bellaryjalli). This has been widely used in the existing roadside plantations. This species grows on all types of soils and responds by profuse shoot formation after repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise per kilo. The thorns prevent penetration of animals through the bushes. The leaves provide good mulching materials for soil improvement. Healthy plants produce two harvests of pods, which are very nutritious animal feed. Mature and ripe seeds are edible and nutritious for human beings. because of high protein content. This species should be planted as second row in the avenue plantations between trees and the road.

6-4 Scott Wilson / CES / IIIE Kamataka State High%\axs Sectoral EnxNronmental AssessmentReport Improvement Project Chapter 6

There is a general belief that Prosopis filiflora obstructs flow of water down the cross-drainage structures. Detailed field reconnaissance did not produce any evidence to confirm this belief. In fact. water is hostile to this species. In areas under impeded drainage or water logging. Prosopis jluliflora tends to die as can be observed along road-links 6A and 6B. Therefore, in the high rain bearing mountainous areas. Eiuphiorbia tirucalli (Kalli) is grown as hedge along roads. This species also intercepts and reduces the intensitv of noise. This species, however, does not grow in all places of Karnataka.

6.3.6. Accidents and Road Safetv The traffic studies have identified areas with heavy traffic intensity and acute-angle intersections, which require junction improvements and widening of roads in congested stretches. The locations of these intersections have been noted in Chapter 3. The Strip Maps showvthe locations of congested places.

6.4. Impacts during Construction Several types of negative impacts upon environment do happen during construction of roads, primarily due to negligent practices. Responsible supervision is needed to avoid and to mitigate such adversities. The contexts of such impacts are noted below. * Impact on Land Resources * Impact on Soil Quality * Impact on Water Resources = Impact on Water Quality * Impact on Air Quality * Impact on Noise Level - Impact on Biological Environment - Sanitation and Waste disposal * Other impacts

Each of these requires specific mitigation measures.

6.4.1. Impact on Land Resources Some land will be needed to establish site office and construction-labour camp. Both will require land acquisition. although for a short period. Temporary leasing of private land can be seen as alternative land acquisition. Reinstatement of original quality of land is an essential.

A substantial amount of land would also be required for borrow pits. Here, use of the instruments of land acquisition would be unavoidable. Complete reinstatement of the original condition after removal of borrowv materials will not be possible. However, dressing the sides of the borrow pit to create a slope consistent with the level of the adjoining land would be better than leaving the hollow altogether unattended. As a supplementary action, the local villagers may be encouraged. through public consultation. to use these pits for compost making.

6.4.2. Impact on soil quality Soils of eastern Kamataka are prone to erosion due to their characteristics. Scouring of soil is expected along the roadside earthen drains leading to siltation. Periodic maintenance of the drains is the required mitigation measure.

Construction areas near culverts and bridges are likely to be prone to erosion, particularly during monsoon season. Hence. construction activities for culverts and bridges should be limited to dry seasons.

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6.4.3. Impact on water resources There are many bridges and culverts in the given network of the roads selected for improvement. Some of these will require replacement. Care should be taken to place the bridges and culverts approximately at the locations of the original structures. This would cause minimum of long term adverse impacts on the given watercourses.

During reconstruction of such structures, diversionsare required to avoid impairing the traffic. Care should be taken to prevent erosion of these diversion structures. Aquatic ecological systems are precious.Hence care should be taken to avoid impairingthese.

Roads can act as dams, impeding free run off along the sloping terrain. It would be necessary to place adequate number of culverts with carefully designed capacities to avoid adverse impacts on water resources. It is also necessary to note that accumulationwater on one side of tiheroad damages the road structures. Establishing roadside drains lead to natural drainage channels. Hence all cross drainage structures and roadside drains should have adequate capacity to discharge the run off from probable highest rainfall in 24 hours as per the IMD Data-book. The map showingregional variations of such rainfall has been placed in Chapter 5.

6.4.4. Impact on water quality No permanent impact is anticipated on water quality due to the project. Construction activities may temporarilydeteriorate surface water quality near the alignment through increasein turbidity as well as in oil and grease.

All water and other liquid wastes arising from constructionactivities will be properly disposed off and wvillnot be let into any water body. This can be realised by acting as noted below: * Littering or unauthoriseddischarge will not be permitted; * Permission of the engineer and the concemed regulatory authorities will be obtained for disposal of the wastes at the designateddisposal point. * The stream courses and drains will be kept free from any dumping of solid wastes and earth material. * All the natural and artificial water bodies will be protected from possible modes of pollution like runoff of the earth material to the water course, blockage of drains and culverts due to spillage of materials and other drain off which contribute to siltation. - Details of temporary drainage system (Including all surface channels, sediment traps, washing basins and discharge pits) will be submitted for approval prior to commencing of construction works.

6.4.5. Impact on Air Quality Mloderateair quality impacts during the constructionphase of the project can be anticipated due to the uses of construction machinery and fugitive dust generation in and around the construction site due to vehicular movement and handling of materials.It has been noted in Chapter 5 that the SPM and RPM levels are generally high in Kamataka and well beyond the prescribed limits in urban areas like Mudhol. Lokapur, Sindhnur and Gangavati. Regulation of traffic and pedestrian movement is of particular concern in the urban areas during construction,as the regular traffic will have to be diverted to other temporaryroads for the period of construction.The required mitigation measures are * Asphalt and hot mix plants should be located at least 500-metres away from inhabited urban and rural settlements. * Trucks carrying earth, sand or stone should be covered with Traps to avoid spilling, * Fugitive dust should be controlledby sprinkling water, and * Regular maintenance of machinery and equipment should be carried out.

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6.4.6. Impact on Noise Level Temporary impacts in the immediate vicinity of the project may occur due to construction. The magnitude of impact will depend upon the specific types of equipmentused and on the construction methods employed.Care should be taken to reduce such impacts.

Based upon previous studies and measurements, the constructionequipment appears as a point source of such negative impacts. With a source strength of 95 dB(A) at a reference distance of 2m, the noise produced shouldnot exceed 45 dB(A) beyond a distanceof 250m. the drop off rate being 6 dB(A) for doubling the receptor distance from a point source. In view of this. the construction equipment will be located at least 250m away from inhabited areas. This would be the essentialmitigation measure.

In addition, one should note that the workers near constructionequipment are likely to be exposed to an equivalent noise level of 80-95 dB(A) in an 8-hour shift. The generated noise may affect workers. They would require protectiondevices like earplugs.

Other ancillary mitigation measures are source-control and scheduling of construction activities. Source-control means that all equipment will be maintained in good condition, properly designed engine enclosuresand intake silencers will be employed.Scheduling of project activities means that all operations will be scheduled to coincide with periods when people would be least affected. Construction activitieswill be strictly prohibitedbetween 10 P.M and 6 A.M. in the residential areas.

6.4.7. Impact on BiologicalEnvironment No impacts to threatened or endangered plant species are anticipated.No tree felling is involved in the various links selected for major maintenance, provided the existing alignments are not changed. However, the proposedprogramme for road upgrading would require widening of the road-formation. This may lead to felling of some avenue trees. In the event of such needs arising, the procedures for obtaining prior permission for tree felling and for implementingthe required plan for compensatory afforestation as detailed out in Chapter-2 should be followed. The design engineers may also be instructed to modify the width of the road formationto some permissiblelimits to avoid tree felling.

Since none of the roads pass through nature reserves, the risk of such resources is not likely to arise.

6.4.8. Sanitationand Waste disposal Sewage and domestic solid waste generated at the construction workers colony shall be properly disposed off. Improper management of these solid wastes may lead to health and hygiene related problems. The applicable PWD specifications for labour camp development for type A construction wvillensure that adequate sanitation at the workers' colony is maintained. The basic mitigation measures are: * The contractor shall install adequate lavatories at the construction camp to cater to the requirementsof the workers. * The contractor at the campsitesshall build Septic Tanks. * Proper collection system for domestic refuse and its segregation and disposal will be ensured. • Periodic health check-ups of constructionworkers will be undertaken.

6.4.9. Other impacts Some short-term impacts may happen during the construction phase. The locations and contexts of such impacts are * Site Office * Equipment Storage and machinerymaintenance * Traffic Diversion and Safety aspects * Employment Opportunities

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(a) Site Office: Temporary impacts may occur due to the constructionof site offices and labour camps. The following impacts are envisaged: * Land acquisition, * Destructionof vegetation.and * Poaching and illegal timber cutting.

These impacts are likely to be of marginal severity and can be mitigated by following good constructioncamp practices.

(b) Equipment Storageand machinerymaintenance The site area should have a proper maintenanceshed for the regular maintenance of the construction vehicles. The waste emanating from the maintenanceshed should not be allowed into any water body. The oil and grease change of the equipment and vehicles should be carried out in the service area designed for the vehicles. Proper sand beds should be developed to prevent the flowvof oily wastes. The wastes should be collected in containersand bins before selling them off. The tar coated drums should be properly stored in the site area and can be used for demarcating the diversions during construction phase with proper fluorescent markers. The drums can be used for storing water for construction purposes. Under no circumstancesuncleaned drums should be used for storing drinking water.

(c) Traffic Diversion and Safety aspects Short term impact associated with this project. will be traffic diversion and managementduring the construction phase. Suitable traffic management system will be devised and finalised with the concurrence of the Police Department. Assistance of the Police Department would be necessary to regulate traffic. A comprehensive Traffic Management Plan has been formulated and included in Chapter 3 of the Detailed Engineering Design Report.

(d) EmplovmentOpportunities The construction activity can provide opportunitiesto the residents of the neighbouringarea to eam. They may come to provide labour or to service the construction camps. It is necessaryto ensure that the persons after completion of constructionworks return back to their homes and not set up squatter colonies.

6.5. Impacts during OperationPhase The operation phase impacts mainly arise due to vehicular movements. These can be grouped as follows * Impact on Land Use, * Impact on Air Quality, * Impact on Noise level, * Impact on Biological Resources, * Accident Hazards and Safety, and * Aesthetics

6.5.1. Impact on Land Use The land use pattem may experience some changes on the roadside like the coming of commercial establishments and other road induced developments. The local statutory bodies will strictly enforce land use control measures to regulate development of commercial, residential and industrial infrastructure.development of squatter settlements on the slopes of the embankmentsand on vacant areas of the existing and acquired ROW will be prevented and monitored.

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6.5.2. Impact on Air Quality Increase in vehicular traffic is assumed in the very design for road upgrading. Consequent rise in the level of vehicular emissionas well as of noise is only to be expectedon all road segments in future.

Creating a vegetation screen along the roadside having a two-tier arrangement will absorb pollutants and arrest dust entrainment.The details of Avenue Plantationshave been presented in Section- 6.3(E) of this Chapter. At the operation phase maintenance of avenue plantation would be necessary. Other measures on reducing impactson air quality would be * Phasing out of old vehicles, * Promote increasinguse of fuel-efficientengines, * Promote use of catalyticconverters for petrol vehicles,and * Promote use of smoke traps for diesel vehicles.

It may be noted that increasedtraffic speed will reduce localisedconcentration of pollutants and result in faster dispersionof the pollutants.

6.5.3. Impact on Noise level Increase in noise level is anticipated due to increase in traffic movement. The impacted areas are basically the towns and the other places having a semi-urban profile and which function as major market centres and where inter-modaltransfer of commodities is involved.Proper traffic management and legal measures can easily controlthe unwanted increasein the noise level.

Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting of local shrubs and trees will be planted along sensitive receptors like hospital, schools and administrative offices.

6.5.4. Impact on Biological Resources The roadside plantation. if undertaken,will greatly enhancethe aesthetics of the road and also function as a pollution arrester and prevent surface runoff in stretches prone to soil erosion. It needs mention that no negative impact is anticipatedon forest vegetation and the fauna during operationphase.

6.5.5. Accident Hazards and Safety During the operation phase. accident hazards will be greatly reduced and the widened road will ensure smooth and fast flow of traffic. The event that could pose significantenvironmental risk is the accident of vehicles carrying hazardouscargo. Spillage of hazardous chemicals and subsequent run off into a water body may have significantadverse environmental impact.

To handle such problems. the area of spillage should be immediately cordoned off and be made off limits to the public. At all costs run off of the chemical into any water body should be prevented. Side drainage channels and collection sumps at the landfall points need to be provided for collection and safe removal of hazardous materials. Emergency response mechanism should be evolved to tackle accidents and spillageof hazardousnature.

6.5.6. Aesthetics The roadside plantation. in additionto functioningas pollution screens,will add to the aesthetics of the road. Road fumiture. if properl) designed. can also contribute towards attractiveness of the road to the users.

6.6. Concluding Observation It mav be noted that the above analysis of the probable environmentalimpacts would not equally applv on the two types of projects that the SEA Report covers. The guiding rule in this regard would be as follows:

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* For the project on Upgradation of roads. the entire coverage in this chapter shall apply. This would include impacts from location. impacts from design, impacts during construction and impacts during operation.

* For the project on Major Maintenance. only the impacts dunng construction phase and Operation phase would apply. Impacts from location and from design will not apply.

The reason for applying the above distinctions between the two types of projects is easy to comprehend.

The Environmental Screening Report showed that none of the road links, if chosen for major maintenance, would cause any adverse impact upon the given environment. Although the suggested design for roads under major maintenance does not rule out the possibility any tree-felling, while preparing the SEA Report no ground for sustainingsuch an apprehension was discovered. For these road links, the existing carriageway width would be maintained and no improvement of alignment would be considered. However, during removal of the old pavement and construction of new pavement would cause environmentalimpacts.

For the road links under upgradation, both widening of the road formation and improvement of the road geometry would be required. Hence these deserve more comprehensivescrutiny for identification of appropriate mitigation measures.

For convenience of reference, the specific componentsof the environment likely to be impacted upon during the construction phase and the operation phase have been summarisedin Table 6-2. Table 6-2: Project Activities and Affected EnvironmentalAttributes ProJect Activities Environmental Attributes ! CONSTRUCTION PHASE Site Clearance Land Vegetation clearing People Displacement Removalof Encroachment Constructionmaterial Requirement Quarry Sites Development

Transportation of Construction Materials Traffic Congestion Air Pollution Construction of Labour Camps Land acquisition Destruction of vegetation Sanitation and waste disposal Road Construction Operation Air Pollution Noise Pollution Traffic Diversion Earth Work Siltation Erosion of road embankment Destruction of vegetation on RoW Diversion tracks across channels causing short run I impactson the water courses OPERATION PHASE Opening New Transport Corridor Land Use Increased Vehicular Traffic Movement Air Quality Noise levels Infrastructure Development I Inducedroadside Development

6-10 ScottWilson / CES! IIIE Chapter 7 Public Consultation

Kamataka State High%kays Sectoral Environmental Assessment Report Improvement Project Chapter 7

CHAPTER 7: PUBLIC CONSULTATION

TABLE OF CONTENTS

7. PUBLIC CONSULTATION...... 1

7.1. INTRODUCTIONN1 7.2. CONSULTATIONDURING ENVIRONMENTAL SCREENING .I 7.3. CONSULTATIONDURING MONITORING AMBIENT AIR QUALITY & NOISE LEVEL .2 7.4. JOINT PUBLIC CONSULTATIONSWITHI SOCIAL IMPACTANALYSTS .2 7.5. THE STAKEHOLDERS' MEETING .3 7.6. PUBLIC DISCLOSUREFOR EIA REPORT .4

TABLE 7-1: DETAILS OF PUBLIC CONSULTATION...... 3

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Kamataka State Highva\s Sectoral Environmental Assessment Report Improvement Project Chapter 7

7. PUBLIC CONSULTATION

7.1. Introduction Even when a project carries environmental clearance and is not apprehended to infringe the stipulations of any Statute during implementation. keeping the concerned people informed is useful. Structured or unstructured consultation with the local stakeholders is the best means to keep the public informed about a project.

Organising public consultation to disclose information that is relevant to the publics, who are listening from their respective stakes in the society, needs careful planning. irrelevant information is suspect. It casts doubt on the motives of the Project Promoter. A successfully implemented consultation process will help ensure public support for the project. Once the territorial specificity of the project is determined it paves way for more cohesive and transparent discussion with the lay public of the affected area and the stakeholders.

Hence the objective of this chapter is to record the various procedures adopted for public consultations as the specificity in the KSHIP was progressively attained. The review of this may assist the implementers of the given project. The procedures as outlined in the operational policy OP 4.01 on public consultation were referred to while conducting the public consultation. The procedures adopted in his regard are

a) Consultation during Environment Screening & Monitoring of Air, Noise, Water and Soil, b) Consultations in tandem with those conducted by the Consultants concerned with Social Impacts: and c) Consultations with the Stakeholders.

7.2. Consultation during Environmental Screening During field reconnaissance for Environmental Screening, care was taken to meet the people in the roadside teashops or near markets and to solicit their opinion on

* The need for improving the given road; and * Their willingness to preserve the roadside avenue plantations.

Their general response was that regular repairing of any road is certainly desirable. But their counter question was: "Would that create employment for the local people?" Their general experience has been that the contractors bring in people from elsewhere and leave them near the site when the project is over. In consequence. social tensions emerge. The so abandoned involuntary immigrants ask for lower than the prevailing wage and, thereby, reduce employment opportunities for the local people. Unless the contractors are forced to take their labourers back. the problem cannot be solved.

On the social responsibility for preserving the roadside plantations. their responses were less precise. They felt that a more compelling need is to insure supply of firewood. Amongst the bushes, they find Prosopis juliflora was good as these provide good quality of firewood continually. They harvest it wherever required, but restraining their death. About the roadside trees, the usefulness of Tainarinduts indica (Hunsemara or Tamarind) and Azadirachta indica (Bevu or Neem) was appreciated by many. Villagers were reluctant to plant Ficus benghalensis (Aladamara or banyan) as they apprehend that the branches will encroach upon their agricultural land Apart from these species, their general preference -was for shade-bearing trees.

An unsolicited response provided an interesting exposition of the problem faced by the local people wvithincreasing traffic of trucks. During rains, the trucks do not dare to drive on the earthen shoulders as the wheels sink into the mud. During this time, these trucks occupy a good part of the road and obstruct traffic coming even from opposite direction. As a result, traffic bottlenecks get created. These

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hurt them by delaying the amrval of public buses at the appointed stoppages. They had no concrete solution to offer, but felt that widening of the road would probably solve the problem. On the utility of the paved shoulders, they felt that the animal drawn carts should find that useful and would probably use those if there is punitive measure for disobedience.It was not possible at that time for the Consultants that the given road would indeed be widened or would have paved shoulders since the KPCC had not yet worked on such details.

7.3. Consultationduring Monitoring AmbientAir Quality & Noise Level Monitoring of ambient air quality was started after the GoK selected the road-links for upgrading as well as for major maintenance.The programmeof monitoringinvolved supervisionby the Consultants and staying at the chosen station for a stretch of 72 hours. This gave a good opportunityto interact with the neighbourhoodcommunities

No formal approach was made by the Consultantsto initiate any discussion. But during more easy hours of the day many of them came out of curiosityto know what the Consultantswere doing. They had not seen before any of the machines those were in use to monitor ambient air quality and noise level. The utility of these machines was explained.This prompted many of them to ask for the purpose of measuring these at that given location. This opened up for the Consultants an appropriate opportunity to describe the basic contents of the KSHIP. They were told that some roads would be upgraded to a wider carriageway with paved shouldersand earthen shouldersas well. The discussion shifted away from the purpose of air quality monitoring.

Nearly all the persons present expressed happiness and some thanked the Consultants for having carried their earlier message to the government. Apparently,some of them had interacted with the Consultants during the stage of EnvironmentalScreening. These persons took upon themselves a new role to convince the others about the usefulness of the project. The incredulous,however, wanted to know whether all roads in the locality would be so upgraded.The Consultants explained that however much the governmentwishes to do so, there is the problem of shortageof funds. This stimulated some in some places to state that they wish the given road had not been selected for upgrading.They said that the traffic volume has already become unbearable for the dust and smoke these generate. The problem is aggravating everyday with increasing volume of traffic so as to make crossing the road unsafe for the childrenand the aged.

Such a situation offered the Consultants an opportunity to discuss the objective of monitoring air quality and noise level. If the levels of noise and pollution were found unacceptable,then that road might not be retained in the list for upgrading. A smile of disbelief was visible on them. The more polite amongst them stated that are happy to see the 'contractors" doing their work paid for with care. They have seen many contractors taking little care of the quality of the work given to them. The GoK should maintain strict supervision and apply punitivemeasures on the defaulters.

These inter-actionswere never structured beforehand.It was kept free floatingto proceed in tune with the mood of the listeners. These moods reveal their basic concems in life. Therefore, when asked to give their suggestionson the manner of conservingthe roadside plantations.the immediateanswer was that more important a task is to ensure supplies of fuel-wood. Fire wood plantations should be raised. The village Panchav7atsshould be assigned with the responsibilityto conserve these and meet the cost with the proceeds of sale. Until then, the roadside plantations would continue to be plundered, not necessarily by philanders. but by the honest villagers in response to their concern for converting grains into food.

7.4. Joint Public Consultations with Social Impact Analvsts More formal public consultations were organised after the horizontal geometry of the road links selected for upgrading started getting prepared one by one. These drawings indicated the places where fresh acquisition of land would be necessary and also those where encroachment have to be cleared. These two issues were the purview of the Social Impact Analysts. This team immediately initiated

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socio-economic census in the so designated tracts and. on completion, called for public meetings. Team on Environment joined the Social Team in these participatory Public Consultations.

The Consultants on Social Impact Analysis have presented in a separate report the details on their findings from these meetings. The Consultants on Environment Impact Anaiysis, however, did not get any new insight on the public awareness of environmental issues than wIhat were gathered from the earlier interactions. The participants had obviously set their priorities on issues concerning land acquisition and resettlement-packages and were disinterested to talk on environment. Five such meetings of this type gave the same results. Table 7-1 lists the issues and concerns of the participants during the public consultation. The conclusion to be drawn is that the issues concerning environment should be unstructured and informally organised.

Table 7-1: Details of Public Consultation Route Date Venue Issues Number of Women Participants Participants 5 iJune 2000 Kallur village, Land acquisition. Encroachment, 49 7 Taluk Manvi Resettlement, Employment, Environmental aspects. Sanitary l______facilities, Safety -_. A 5"June. 2000 Gorebal Land acquisition, Encroachment, 69 5 village, Taluk Resettlement, Employment, Sindhnur Environmental aspects, Sanitary facilities, Safety B 4"' June,2000 Chikkebenekal Land acquisition, Encroachment, 31 8 village, Taluk Resettlement, Employment, Gangawati Environmental aspects. Sanitary facilities, Safety D 15"' April, 2000 Hallikhed-K, Land acquisition, Encroachment, 38 1 Taluk Resettlement, Employment, Homnabad Environmental aspects, Sanitary facilities, Safety 18 th March, 2000 Torvi, Taluk Land acquisition, Encroachment, 40 7 Bijapur Resettlement, Employment, Environmental aspects, Sanitary facilities. Safety A 6t' June. 2000 Yermaras, Land acquisition, Encroachment, 6 2 Taluk Raichur Environmental aspects, Sanitary I_facilities, Safety I

It may be particularly noted that the Social Team had not planned such formal meetings for Public Consultation for the project roads for upgradation of the Second Phase or for the roads listed under Major Maintenance. Nevertheless. two other types of Public Consultations described above covered all roads of the KSHIP.

7.5. The Stakeholders' Meeting The KPCC requested the PIU to convene a meeting of the stakeholders as a part of the public Consultation process. The PIU thought that the stakeholders shall represent the local agencies like, the State Pollution Control Board, District Administration, the NGOs. Project Affected People and the population at large. This meeting was held, but with an accent on rehabilitation Action Plan that the consultants on Social Impacts are carrying out. Issues concerning Environment Management did not evince any interest among the participants in this meeting.

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7.6. Public Disclosure for EIA Report It is of particular importance to note that the Rules formulated under the Environment (Protection) of 1986 stipulate that Public Disclosure of the EIA Report would be required under the aegis of the State Pollution Control Board. The listed stakeholders in the given Rule should be drawn from the Project Affected Area. This Rule is given in Schedule 4 of the Gazettes Notification, dated April 10, 1997. If the Project comes under the purview of this statute it means that two meetings for Public Disclosure are to be scheduled by the PWD, each one for the two phases. The roads under Major Maintenance would not be required to organise any such Public Disclosure meeting.

In addition to the legal requirements, the PWD has decided to disclose the Environmental Assessment Report and make the executive summary available to the public at all the taluks and district headquarters of the project roads in public buildings like the District information centre, Public libraries and the District PWD office.

PWD -PIU has conducted formal public consultations in the month of October 2000 in all the district headquarters of the Phase I upgradation corridors. The interesting part of these formal public consultations was the participation of many Non Governmental Organisations (NGOs) and the positive interactions between the govemment agencies, the NGOs and the public including the PAPs and the local populace. These public consultations were the first in the series of public disclosure planned by the PWD. The audience was well informed as all the information related to the Project was already available a month in advance in the respective Taluk Offices in Kannada as well as in English.

Based on the above observations the PIU-PWD has taken a pro-active approach to address the issues of public concern in rural settlements and areas with bad road geometry. In villages and semi urban settlement where alignment changes cannot be undertaken, the design speed has been reduced and adequate road signs will be installed to forewam the road users. The PWD has also adopted a pro- active approach for coordinating with other govemment agencies in providing sanitary and drainage facilities in the roadside villages.

7-4 ScottWilson / CES/ IIIE Section III Management

Chapter 8 Environment Management Plan

KarnatakaState High%xa\s Sectoral Enx ronmental Assessmcnt Repon Improvement Protect Ch3oter S

CHAPTER 8: ENV'IRONMENT MIANAGEMIENT PLAN

TABLE OF CONTENTS

8. ENVIRONNIENTMIANAGEMIENT PLAN ...... 1 8.1. INTRODUCTION.I 8.2. MEANING OF ENVIRONNIENTMANAGEMENT PLAN. 8.3. ENVIRONMENTALINIPACTS AND MITIGATION MEASURES .2 8.4. CAPACITY DEVELOPMENT .6 8.5. THEROLE OF THE FUNCTIONARIES .9 Conditions in Bid Docurnent for Prolection of Environment ...... 9 8.6. RECORD KEEPING ON INIPLEMENTATIONOF THE EMP ...... 12 8.7. AMBIT OF MONITORING...... 15 8.8. CAPACITYDEVELOPMENT THROUGH TRAINING FOR ENVIRONMENTMANAGEMENT ...... 1 8 8.9. INTEGRATIONOF EMP WITH THE PROJECT ...... 21

TABLE 8-l: PARAMETERSAND PERMISSIBLELIMITS OF AMBIENT AIR QUALITY...... 1.5...... TABLE 8-2: PARAMETERSAND PERMISSIBLELIMITS OF AMBIENT NOISE LEVEL ...... 16 TABLE8-3: DRINKINGWATER SPECIFICATION- IS 10500: 1991...... 16

FIGURE 8- 1: ORGANISATIONSTRUCTURE Oi- THE ENVIRONMENTMANAGEMENT PLAN IMPLEMENTATION UNIT(EMPIU)...... 8

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Kanmataka State Hieh xaxs Sectoral En%ronment. AssessmentReport Improvement Protecl ChapterS

8. ENVIRONMENT MANAGEMENT PLAN

8.1. Introduction The Kamataka State Highways Improvement Project (KSHIP) is an initiative by the Public Works Department (PWD) of the Government of Kamataka (GOK). under the proposed World Bank loan. to undertake improvement of 2490 km of roads consisting of State Highways and major District Roads. These roads were selected on the basis of a Strategic Option Study (SOS) carried out in 1996. the objective of which was to formulate a policy for developing an effective network of regional network of regional roads. The road improvement program of the GOK entailed upgradation of some 940 km of roads and to carry out major maintenance of the rest based on Feasibility Study.

To facilitate realisation oftthis objective, the Govemment of Karnataka has appointed MIs Scott Wilson Kirkpatrick of UK and India to work in association with Consulting Engineering Services (I) Ltd., New Delhi and IIIE. Bangalore to constitute the Project Coordinating Consultants (PCC). This PCC was assigned to carry out the Feasibility study for the road upgradation and major maintenance. The GOK also constituted a Project Implementation Unit (PIU), which was fomied of experts drawn from different Departments of the Government. The members of the PIU were professionals with experience in all aspects of road engineering and also in ecology. The PIU was assigned the task of working in tandem with the PCC. Based on the Feasibility study, the GOK selected 940 Km of roads for upgradation work and 1277 km of roads for major maintenance.

The project has been divided into two phases. In Phase-I about 394km of road length w\illbe upgraded and 848 km of road lengths would be taken up for major maintenance. In Phase-II. about 546 km of road length would be upgraded and some 429 Km of road length would be taken up for major maintenance.

The scope of the feasibility study included preparation of a Sectoral Environment Assessment Report covering all roads under this project. The SEA has been prepared to meet the requirements of the World Bank as per OP-4.01. The SEA Report is required to contain an Environment Management Plan (EMP). The EMP presented below addresses those stipulations fully and comprehensibly.

8.2. Meaning of EnvironmentManagement Plan Before implementation. every road development and improvement project has to obtain environmental clearance from the appropriate quarters of the Government, the procedures of -which have been discussed in detail in Chapter-2 of this report. The letter of environmental clearance is to be seen as a conditional agreement between the project proponent and the Govemment. wherein the project proponent declares that all care would be taken to avoid causing unnecessary damage to the ambient environment while implementing the given project and the Government accepts it.

This assigrns upon the project proponent some specific responsibilities. for the discharge of which a plan has to be prepared and submitted at the time of placing the request for environmental clearance. This plan states the procedure and the manner in which the project proponent would carry out the management of environment in the context of the given project. This is called the Environment Management Plan (EMP). The objective of this chapter is to detail out the contents of EMP based on the SEA Report.

The Environment Management Plan summanses the environmental impacts of the protect and presents measures. which vill be Implemented to mitigate the adverse impacts of the project and to enhance the positive outcome of the project. More specificallv the EMP includes the folloving components: * Environmental Impacts and Mitigation Measures * Implementing organisation of EMP * Monmtorng Implementation of EMP and reporting: and . Traininc on environmental manacement.

S-1 ScotnWilson i CES i IIIE KaamatakaState Hlgh\%a! Sectoral Environmental Assessment Reporn I mnrovemcnt Project Chapter S

The contents under each of the above are discussed in details in the rest of this chapter.

8.3. Environmental Impacts and Mitigation Measures

The environmental impacts due to location. engineering design. impacts during construction and operation phases have been discussed in detail in Chapter 6. The primary impacts due to the project and the consequent mitigation measures are discussed here. * Raising of Embankment for upgradation * New pavement for both upgradation & major maintenance * Gravel and Borrow pits for both upgradation & major maintenance * Use and disposal of excavated material for both upgradation & major maintenance * Land Acquisition for upgradation * Avenue plantation and Afforestation for both upgradation & major maintenance * Accidents and Road safety for both upgradation & major maintenance * Impact on Air quality and Noise level for both upgradation & major maintenance * Impact on *vater resources and water quality for both upgradation & major maintenance * Sanitation and Waste Disposal for both upgradation & major maintenance * Aesthetics for both upgradation & major maintenance

Raisinig of Embanknienrtand New pavenieit The freshly consolidated fill areas are initially prone to erosion.

- Stabilisation of fill areas, selection of less eroding material, good compaction and covering surface with turf are the required mitigation measures.

* Gravel and Borrow pit restoration In the first instance. one should note that soil with aravel (moorum) occur extensively over nearly all parts of Kamataka. but is generally associated with rather high clay fractions. Proper homogenisation with sand would add to the stability of the road embankments. Connected to this situation is the location of borrow-materials. Borrow pits are generally located along the road corridors. Water accumulates in these pits during the rainy season, which in tum can act as disease vectors. The required mitigation measures are

- Proper dressing of the pits.

. The cut faces should be merged with to the slope of the adjoining terrain Bottom of the pits should be graded towards available natural out-falls to prevent water accumulation.

* Use and disposal of e.vcavated niaterial The excavated matenal can be utilised for reconstruction of roads. However, the bitumen contaminated material may be used for this purpose. as it would release phenol with potentials to contaminate the water resources. The required mitigation measure is To dispose off the excavated black top in abandoned stone quarries with proper clay lining.

* Land Acquisitioi for upgradationi Road widening requires acquisition of private and public lands. This also includes agricultural land. residential and commercial structures. The legal procedures applicable in this regard have been described in Chapter 2.

8-2 ScottWilson / CES,/IIIE Karnataka State Hlih\\avs Sector.l Environmental Assessment Repor Improvement Proiec! Chanter S

The Resettlement Action Plan (RAP) prepared separately for this project looks into the acquisttion aspects and the related compensations to the project affected persons. In addition active public consultation and dissemination of information in the affected areas Xvillbe undertaken.

A venue plantation and Afforestation The procedures for obtaining permission for tree felling and to raise compensatory forest have been described in Chapter 2.

The required mitigation measures are

i Avenue plantation ; The plants should be a mix of local species of trees and shrubs AI Samplings are to be raised in nurseries and three-vear-old plants are to be transplanted

' Adequate protection in the form of fencing or gabbion, regular maintenance with security guards and caretakers should be taken. The plantation programme will be undertaken with the assurance of active participation of the State Forest Department through guidance and supervision.

* Accidents and Road safety These can occur under three circumstances, each requiring specific mitigation measure(s).

Durine Design Phase The traffic studies have identified areas with heavy traffic intensity and acute-angle intersections. which require junction improvements and widening of roads in congested stretches. The Strip Maps show the locations of congested places.

The required mitigation measures are

' Improvement of junction points r Improvement in the vertical profile ;w Straightening of the road in stretches with acute curves. -' Placement of appropriate road-signage and symbols to forewam the road users.

During Construction Phase Short term impact associated with this project, will be traffic diversion and management during the construction phase.

The required mitigation measure is - Establishing suitable traffic management system, with the concurrence of the Police Department. Assistance of the Police Department, to regulate traffic.

Durina the operation phase Accident hazards will be greatly reduced and the widened road will ensure smooth and fast flow of traffic. The event that could pose significant environmental risk is the accident of vehicles carrying hazardous cargo.

The required mitigation measures are

- Establishment of emergency response facilities to accidental spillage of hazardous chemicals and Prevention of contamination of water body through immediate cordoning off the area of spillage and made off-limits to the public.

. Run off of the chemical into any water body should be prevented with utmost urgency r Side drainaLe channels and collection sumps at the landfall points should be provided for collection and safe removal of hazardous materials.

Impact ontAir qnialit Such impacts happen in two situations and each requires specific mitigation measure(s).

S-3 Scott Wilson/ CES IIIE Karnataka State HighwaNs Scctoral Environmcntal AssessmentReport Impro%ement Project Chapter S

Durine Construction Phase Moderate air quality impacts during the construction phase of the project can be anticipated due to the uses of construction machinerv and formation of fugitive dust in and around the construction site due to vehicular movement and handling of materials. Regulation of traffic and pedestrian movement is of particular concem in the urban areas during construction. as the regular traffic will have to be diverted to other temporary roads for the period of construction. The required mitigation measures are Asphalt and hot mix plants should be located at least 500-metres away from inhabited urban and rural settlements.

- Trucks carrying earth. sand or stone should be covered wvith"traps" to restrain spilling, Fugitive dust should be controlled by sprinkling water. and Regular maintenance of machinery and equipment should be carried out.

During Operation Phase Increase in vehicular traffic is assumed in the very design for road upgrading. Consequent rise in the level of vehicular emission is only to be expected on all road segments in future.

The required mitigation measures are Creation of vegetation screen along the roadside having a two-tier arrangement to absorb pollutants and arrest dust entrainment.

-Maintenance of avenue plantation ) Phasing out of old v'ehicles, '.- Promotion of increased use of fuel-efficient engines. - Promotion of increased use of catalytic converters for petrol vehicles, and Promotion of increased use of smoke traps for diesel vehicles.

It may be noted that increased traffic speed will reduce localised concentration of pollutants and result in faster dispersion of the pollutants. Ilmnpacton Noise level Such impacts happen in two situations and each requires specific mitigation measure(s). Dunnu Construction Phase Temporary impacts in the immediate vicinity of the project may occur during to construction. The magnitude of impact will depend upon the specific types of equipment used and on the construction methods employed. Care should be taken to reduce such impacts. The required mitigation measures are

' Source-control through maintenance of all equipment in good condition

' Use of properly designed engine enclosures and intake silencers Locating construction equipment at least 250m away from inhabited areas Providing protection devices like earplugs to all workers near construction equipment

# Schedulingof project activitiesto coincidewith periods when people would be ieast affected Strict prohibition of construction activitiesbetween 10 P.M and 6 A.M. in the residential areas. Durine Operation Phase Increase in noise level is anticipated due to increase in traffic movement. The impacted areas are basically the toNvnsand the other places having a semi-urban profile and wvhichfunction as major market centres and where inter-modal transfer of commodities is involved. The required mitigation measures are Proper management of traffic bv police department of the State Govemment

8-4 Scott Wilson / CES/ IIIE Kaamataka Statc Hnzhx~avs Seclo.ii Environmental Assessment Report Improvement Protect ChapterS

EEnforcement of legal measures on unwanted increase in the noise leNel by police department of the State Government > Maintenance of avenue plantations to dampen traffic-related noise.

- Adoption of special measures on noise control near sensitive receptors like hospital, schools and administrative offices.

ImpactI oni water resouirces anidwater qutality Impacts may arise under different circumstance, each requiring specitic mztingationmeasure(s).

Durina Reconstruction of Bridees & Culverts There are many bridges and culverts in the given networkof the roads selected for improvement and major maintenance. Some of these will require rehabilitation.

The required mitigation measures are The rehabilitate bridges and culverts should be located. as far as practicable. approximately at the locations of the original structures

- During reconstruction of such structures, diversions are required to avoid impairing the traffic. Care should taken to prevent erosion of the diversion structures. Proper care to protect the aquatic ecological systems.

Obstruction to Natural Drainage Roads can act as dams, impeding free run off along the sloping terrain. The required mitigation measures are Placement of adequate number of culverts of properly designed capacities

- Establishing roadside drains leading to natural drainage channels of adequate capacity to discharge the run off from probable highest rainfall in 24 hours as per the IMD Data-book [The map showing regional variations of such rainfall has been placed in Chapter 3.] Regular maintenance of all drainage structures. Imnact on water guality No permanent impact is anticipated on water quality due to the project. Construction activities may temporarily deteniorate surface water quality near the alignment through increase in turbidity as well as in oil and grease. Some of the important mitigation measures are

- All water and other liquid wastes arising from construction activities will be properly disposed off and will not be let into any water body. This can be realised by acting as noted below: AO Littering or unauthorised discharge will not be permitted; ' Permission of the engineer and the concerned regulatory authorities will be obtained for disposal of the wastes at the designated disposal point. The stream courses and drains will be kept free from any dumping of solid wastes and earth material. " All the natural and artificial water bodies will be protected from possible modes of pollution like runoff of the earth matenal to the water course. blockage of drains and culverts due to spillage of materials and other drain off which contribute to siltation.

- Details of temporary drainage system (Including all surface channels, sediment traps, washing basins and discharge pits) will be submitted for approval prior to commencing of construction works. * Sanitation anid II aste Disposal Sewage and domestic solid waste generated at the construction workers colony shall be properly disposed off. Improper management of these solid wastes may lead to health and hygiene related problems.

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Tlheapplicable PWD specificationsfor labour camp development for type A construction wvill ensure that adequate sanitation at the workers' colony is maintained. The basic mitigation measures are: p The contractor shall install adequate lavatories at the constructioncamp to cater to the requirementsof the workers. r The contractorat the campsitesshall build Septic Tanks. # Proper collection system for domestic refuse and its segregation and disposal will be ensured.

- Periodic health check-upsof constructionworkers will be undertaken.

Aesthletics The roadside plantation.in additionto functioningas pollution screens.wxill add to the aestheticsof the road. Road furniture.if properlydesigned. can also contributetowards attractivenessof the road to the users.

8.4. CapacityDevelopment Implementation of mitigation measures would be possible if an Environment Management Plan ImplementationUnit (EMPIU)is developedand assigned with specificresponsibilities with regardto - Monitoringprogress of the project as per planned scheduleof activities i Exercise controlover the contractorsof all descriptionsappointed for the given works e Assist the SupervisorEngineer by providing appropriatesolution of engineeringproblems for implementingthe prescribedmitigation measures e Documentingthe experienceof implementationprocesses * Preparation and use of training materials for the Public Works Department of the Government of Kamataka incorporatingthe experience of implementationprocesses and other relevant issues concerningprotection of environment * Maintaining effective interfaces with the other relevant institutions in the context of the works.

The project proponent has to satisfv itself that the members of this EMPIU do indeed appreciate the full administrative implications of the suggested mitigation measure in their proper contexts. They have to guarantee that all the approved mitigationmeasures would be implementedin their spirit and by letters and that they will have to report to the permission issuing authority by certifying that all these have indeed been complied with during implementation. This organisation must also be empoweredto adequately dischargethe aboveresponsibilities in a manner not detrimentalto the given project.

The Consultants have noted that the PWVDof the GOK does not have any established EMPIU. Under the circumstances, the Consultants believe that the Project ImplementationUnit (PIU), set up for working with Project CoordinatingConsultants (PCC), would be the best available organisation to supervise over the implementationof the environment managementplan. By virtue of its continued association with the PCC, the PIU should be fully acquainted with the considerations behind project formulation at all stages. The PIU. with appropriate strengthening.should appear competent to act as the EMP implementingUnit (EMPIU).

Following discussions with the PCC the EMPIU framework was finalised and the appropriate expertise required during implementationwvere arrived at. This has been worked out at a preliminary level and will be further strengthened, keeping in mind the requirements during project implementation. The documentation and training schedules have also been worked out and it was agreed upon to appoint a consultantin the initial two years for implementationof the EMP and in the process orient the newly fonned EMPIU,7in environmentmanagement of roads in the State.

8-6 Scott Wilson / CES!. IIIE Kamataka State Hmhw a! s Scc.oral Environmental AssessmentReport Improvement Protect Chapter S

The PIU would have functionaries to exercise financial controls. sustain inter-institutional co- ordination. maintain general administration and such other functions as the plan for institution developmentwould envisage.The EMPIUshall be a specific functionalunit under the Project Director of the PIU. The EMPIU shall be headedby a Senior EnvironmentalEngineer (of equivalent level of an Executive Engineer of the GOK) and have three wings,the functions of which are stated beloN:

- Environment Mlitigation& MlonitoringWing - to be headed by the Senior Environment Engineer himself and supportedby requirednumbers of Assistant EnvironmentalEngineers; r Forestrv & EnvironmentEnhancement Wing - to be headed by an Assistant Conservatorof Forest and Range Forest Officers in the divisions to assist the Executive Engineers on forestry aspects. r Documentationof Monitoring& Training Wing - to be headed by a Training Manager. This wing will be under the Senior EnvironmentalEngineer. All these three wings of the EMPIU shall maintain close interaction and co-ordination between themselves as well as with the other Divisionsof the PIU.

Considering that the PIU does not have any expertise in environment management including monitoring, supervision and training, the required expertise will need to be hired, preferably by appointinga ConsultingFirm for an initial period of two years. This contract may be extended for one more year on satisfactorydischarge of responsibilities,documentation of findings and training, and close interaction with the other relevant Divisions of the PIU, especially. the Divisions for Inter- institutional Co-ordination.Financial Control and Social Development& ResettlementCell (SDRC). It is, however, necessary to note that the expertise on forestrywould be available from within the PIU. Since the uninitiated new membersof the EMPIU will not be having any exposure to environmental management in road projects. the EMPIU staff will gain thorough hands on experienceby interacting with the Consulting firm. The GOK will strengthen the EMPIU by appointing additional relevant personnel in a graded manner in two years and expose and educate them by their constant association and interaction with the consultingfirm. The EMPIU can take over from the Consultantin the end of the second year in its full strengthand carry out the tasks under EMP implementationindependently. The EMPIUwould have the followingpowers * Have accessto all documentson the formulatedproject; * Have access to all Government Orders issued for the appointment of and the conditions stipulated therein for all Contractorsand the SupervisionConsultants; * Have access to the records maintained by the Contractors,including that of the Consulting Supervisors: * Freedom to inspectthe works under execution; * Record the circumstances requiring application of altemative cost-effective mitigation measures: * Appoint specialists to monitor unanticipated social and environmental problems and to obtain from them the appropriatesolutions thereof: * Prepare environment monitoring reports on works under execution at regular intervals: and * Undertake any other tasks arising from and related to the above.

The Contractors and the ConsultingSupervisors are to be seen as the arms of the EMPIU. Therefore, to appreciate their co-operationand to stimulate them to execute the works should be seen as a major objective of management.

On receiving the approved EMIPtogether with the documents appended thereto, the EMPIU should note down all tasks and sub-tasks derivable thereof and to sequence its own activities in consonance w ith the schedule of construction activities. The EMPIU should also require the Consulting

8-7 Scott Wilson/ CES / l]lE Kallialil;,k Sliaft il lt\'ys Scctoial I1ivirulonilcital Assclii\cSUSSItIi pl I ll111plov V111C111' ho;ect

Figure 8-1: ORGANISATIONSTRUCTURE OF THE ENVIRONMENTMANAGEMENT PLA IMPLEMENTATIONUNIT (EMPIU)

> roject Director-]

| SeniorEngin m a n AssistantConservator of Forest0 Engineer Bangalore |2RFs|

|TrainingManager-Docurnentation ||Banaalore I lofMonitoring and Training Division |F 6

d AsstEnv Asst EnvEngineer ||AsEnv Engineer |Asst EnvEngineer WWi R F0, 1|RF0 RF0 ,| * EngineerRaichur | Belgaum iriyur Gulbarga | ' Raichur Belgaum Hiriyur Gulbarga

_.F____--_--_-_z_1r--_-...... _._ _

ExecutiveEngineer of | RespectivePWD Division

EMPIU DOMAIN

Scott Wilson / CES / IIIE KanmatakaState Highwans Sece-.JEns ironmental Assessment Reporc Impro%vementProject Chapter8

Supervisors to prepare similar schedules of works. Failure to achieve such concordancewould impair progress and, ultimately.invalidate the EMPIU.

8.5. The Role of the Functionaries The major functionanes, external to the EMPIU, are the contractors and the Consulting Supervisors.It is particularly importantthat the team of ConsultingSupervisors includes an EnvironmentalEngineer. This ConsultingEnvironmental Engineer shall be a civil engineer xvithpost-graduate specialisation in environmentalengineering. He should have five years of working expenence related to integrationof environmental and social issues in the design, construction and operation of transport projects. Experience in constructionmanagement and operationalmaintenance of highwayswould be preferred,

The major duties of the ConsultingEnvironmental Engineer would be as folloNvs PI Review the implementation plan of the Contractor(s) > Supervise implementationof the EMP by the contractor r Develop good practice-construction-guidelinesto assist the contractorsin implementingthe EMP

' Carry out periodic monitonng of air, noise and water quality to ensure compliance with the requirements of the State and the EMP r Hold regular consultative meetings with the EMPIU to exchange information on the emerging scenano while implementingthe EMP K In collaboration with the EMPIU. organise periodic environmental training programmes and workshops of the contractorsand the other members of the ConsultingSupervisors Prepare and submit regular environmentalmonitoring and implementationprogress reports.

The Contractors' responsibilitiesin matters related to protection of environmentshall be a part of the Bid Document. The ConsultingSupervisors shall be held responsiblefor any deviation caused by the Contractor. For its importance.these conditions have been comprehensivelydefined below and should form a part of the Bid Document.

Conditionsin Bid Documentfor Protectionof Environment

(a) General The contractorshall take all necessary measures and precautionsand otherwiseensure that the execution of the works and all associatedoperations on-site or of-siteare carried out in conformity with statutory and regulatoryenvironmental requirements including those prescribed elsewhere in this document.

The Contractor shall take all the measures and precautions to avoid any nuisance or disturbancearising from the execution of the works. This shall wherever possible be achieved by suppression of the nuisance at source rather than abatementof the nuisance once generated. The provisions of this sub-clauseshall however, be disregardedin respect of emergency work required for saving life or the safety of the works.

In the event of anv spoil or debris or silt from the sites being deposited on adjacent land, the Contractor shall immediatelyremove such spoils, debris or silt and restore the affected area to its original state to the satisfactionof the SupervisorEngineer.

Surplus excavation materials and topsoil shall, wherever possible. be used to reinstate quames or borrow pits or other areas as may be approved by the SupervisorEngineer. Such materials should be spread in such a manner as to limit subsequent erosion and shall be re-vegetated as existing ground cover dictates.

(b) Fuel and Cl(etnical Storage All fuel and chemical storage shall be sited on an imperviousbase within an embanked area and secured by fencing. The storage area shall be located away from anyvwatercourse or

8-9 Scott Wilson / CES! IIIE Kaamataka State Hiehwavs Sectoral Environmental AssessmentReport Improvement Project Chapter S

wetland. The base and walls of the embankment shall be impermeable and of sufficient capacity to contain 11 0%/o of the volume of tanks.

Filling and refueling shall be strictly controlledand subjectedto formalprocedures. All valves and trigger guns shall be resistant to unauthorised interference and vandalismand be turned off and securely locked when not in use. The contents of any tank or drum shall be clearly marked. Measuresshall be taken to ensure that no contaminationhappens or discharges enter any drain or watercourses.

(c) FVaterQuality The contractor shall prevent any interferencewith the supply to or abstractionfrom polluted water sources (includingunderground percolating water) as a result of execution of the works. Areas where water is regularly or repetitivelyused for dust suppressionpurposes shall be laid to fall to speciallv constructedsettlement tanks to permit sedimentationof particulate matter. After resettlement,the water may be re-used for dust suppression.

All water and liquid waste products arising on the sites shall be collected and disposed off at location onsite or off site and in a manner that shall not cause nuisance or pollution.

The Contractor shall not discharge or deposit any matter arising from the execution of the works into any place except with the permissionof the SupervisorEngineer and the regulatory authorities concerned.

The Contractor shall protect all water-courses,water ways, ditches, canals. drains. lakes and the like from pollution, silting. floodingor erosion as a result of the executionof the works.

The Contractorshall submit the details of his temporarydrainage work system (including all surface channels. sediment traps, washing basins and discharge-pits) to the Supervisor Engineer for approval prior to commencingwork on its construction.

(d) Air Quality The Contractor shall devise and arrange methods of working to minimise dust, gaseous or other air bome emissions and carry out the works in such a manner as to minimise adverse impacts on air quality.

The Contractor shall utilise effective water sprays during the delivery and handling of materials when dust is generated and dampen stored material during dry weather.

Stockpiles of materials should be sited in sheltered areas or within hoarding, away from sensitive areas. Stockpiles of friable materials shall be covered with clean tarpaulins with application of sprayed water during dry and windy weather. Stockpiles of debris shall be dampened prior to their movement.except where this is contrary to the specifications.

Any vehicle with an open load carrving area used for transport of potentially dust producing materials shall have properly fitting side and tailboards. Materials having potential to produce dust shall not be loaded to a level higher than the side and tail boards and shall be covered w ith clean tarpaulin in good condition. The tarpaulinshould be properly secured and extended to at least 300 mm over the edges of the sideboard and tailboard.

During high wvind.no dust generatingoperations shall be permitted within 200m of residential areas having regard to the prevailing directionof the wind.

Construction vehicles and machinery shall be kept in good working order and engines tumed off when not in use. Appropriate measures shall be taken to limit exhaust emissions from

8-10 Scott lVilson / CES / IIIE Kamataka State Hieh\\axs Secto;.jI Enxironmental AssessmentRepon Imoro\ ement Protect Chapier S

construction vehicles. machinerv and plant and the contractor shall include details of such proposed measures in the mitigation and monitoring plan to be submitted to the Supervisor.

In residential areas or other sensitive areas, such as nurseries, schools. hospitals, etc.. advance wvarningshall be given to potentiallv affected persons so that some measures can be taken by them before commencement of the works.

(e) Noise The Contractor shall consider noise as an environmental concem in his planning and during execution of the works.

The Contractor shall use plant and equipment conforming to intemational standards and directives on noise. vibrations and emissions shall include the details of measures for abating noise at source in the mitigation and the monitoring plan to be submitted to the supervisor Engineer.

The Contractor shall take all necessary measures to ensure thai operation of all mechanical equipment and construction processes on and off the site shall not cause any unnecessary or excessive noise, taking into account all applicable environmental requirements. The Contractor shall use all necessary measures and shall maintain all plant and silencing equipment in good condition so as to minimise the noise emissions dunng construction works.

When operating close to sensitive areas such as residential. nursery, school or medical facilities, the Contractor's hours of working shall be limited to o A.M. to 6 P. M.

09 Transmissioni of Diseases The Contractor shall take all necessary measures to prevent transmission of diseases between the local inhabitants and the labourers engaged for the works, especially with regard to sexually transmitted diseases. The Contractor shall install the necessary medical facilities for this purpose.

The Contractor shall verify that check up for detecting the occurrence of sexually transmitted diseases amongst the labourers engaged for the works are actually being carried out and submit a certificate to that effect to the Supervisor Construction Engineer.

(g) Preservatiorn ofArchaeological Assets and Antiquities The Contractor shall take all necessary measures to protect any archaeological finds or antiquities as required.

Where antiquities are shown on the drawing or otherwise identified during the course of the wvorks.these shall be protected by means of suitable fencing and barriers to the satisfaction of the Supervisor Engineer. The Contractor shall provide and maintain access at all times for persons wishing to stop and pav their respects.

(hi)Environmnent Enlhance,neni On completion of the works. the Contractor shall reinstate all areas wvithnatural vegetation to the satisfaction of the Supervisor Engineer.

The Contractor shall remove all old tvres and internal tubes from wvithinthe limits of site and subject to the agreement of adjacent landowners. from an additional area of 75 m either side of the road centre line. The Contractor shall dispose of all matenals in a manner approved by the Supervisor Engineer.

Where directed by the Supervisor Engineer. the Contractor shall improve and reinstate the land on wvhichinformal roadside service area have been established bv removing all debris and

S-i I Scott WilsonI CES IIIE KamnatakaState Hieh\\ axs Sectoral En ironmental AssessmentReport Improvement Project Chapter S

contaminated soils. re-grading to natural ground levels and re-establishing the natural vegetation where appropriate. All debris and contaminatedmatenals shall be disposed off site as approved by the SupervisorEngineer.

8.6. Record Keeping on Implementation of the EMP Monitoring implementationof the EMP would be necessary during both construction and operation phases. Equally important is record keeping for its utility as a statement of experience on implementation of EMP for subsequent use by the PWD. For its complexity. the procedures to be followed for monitoringduring the constructionphase are first described.

During ConstructionPhase w The Supervisor Engineer shall monitor the functioning of the Contractor with a view to ascertaining that the Contractor has indeed been performing his tasks in accordance with the conditions in the Bid Document.Any departurein this regard would qualify for application of the penal provisions stipulated in other parts of the Bid Document upon the violator. Normally, the Supervisor Engineer has to send ProgressReport periodicallyto the project proponent.A copy of the same Progress Report should be sent to the EMPIU.

- The EMPIU shall prepare a report basedon its own system of monitoring-torecord the manner in which the EMP is being implemented.This monitoring report should cover, as far as practicable, the same period in the latest ProgressReport prepared by the Supervisor Engineer.Copies of both these reports should maintainedas recordsby the project proponent.

- Prior permission of the EMPIU would be required for modifying any element of the approved design when considered necessary. The EMPIU shall grant permission to such modification(s) onlv when proper scrutiny, by the EnvironmentalEngineer, of the proposal would indicate that no new negative impact on environment would thereby be caused. In the event of discovering the possibility of occurrence of new impacts. the EMPIU would suggest the required mitigation measure and solicit the approval of the Project Proponent to that extent. The Project Proponent shall, in turn, grant such permission only w,henthe Kamataka State Pollution Control Board on reference states in writing that such mitigationmeasure(s) would be adequate. The entire process should be recorded and a copy sent to the EMPIU along with the solicited permissionto authorise the SupervisorEngineer to implementthe modified design.

' The conditions stipulated above shall be binding upon the Supervisor Engineer. He should, therefore, submit his proposals well in advanceto avoid causing delay in project implementation. The EMPIU shall periodically ascertainthat the required advance planning has indeed being done by the SupervisorEngineer.

The Contractor for materials supply should identify, in consultation with the EMPIU, the stone quarries and the borrouv areas for sourcing the respective kind of materials of pre-approved quality. The EMPIU should not allow developmentof borrow-pits within the established ROW to avoid increase in materials requirementat the time of expanding the carriageway in future. The procedure for restoration of the borrouvareas has been noted in the conditions in the Bid Document for protection of environment. The stone quarry or quarries identified as source(s) would be required to implementthe necessary mitigationmeasures on noise and air-quality noted in the conditions in the Bid Document for protection of environment.

AI Regarding the locations for installing stone-crushers.the EMPIU has to opt between work-site and quarr--site. both offering advantages as well as disadvantages. Since the stone-crushing process leads to the formation of stone granules.its disposal at the quarry-site would lead to dumping of this valuable material. At the work-site.the granules can be gainfully utilised as fillers. At both the locations, the measures noted in the conditions in the Bid Document for protection of environment on air-quality must be implemented.

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' On completion of the construction phase. the EMPIU shall submit a detailed statement on the measures taken as proof of compliance with the approved mitigation measures considered for issuina environmental clearance. This report after scrutny shall be forwarded to the institution granting the given environmental clearance w ith a request to certifv that compliance has indeed been effected. This certificate on receipt should be preserved in the office of the Project Proponent for future reference.

r On completion of the Construction Phase, the assets created from the project shall be handed over to the Project Proponent, i.e., the Public W orks Department. GoK. With this. the responsibilities of the Supervisor Engineer and the Contractor(s) would cease. The ENIPIU wvould again emerge as responsible for overseeing the implementation of the mitigation measures of the post-construction phase.

Durina Otperation Phase The potential impacts during the operation phase are of diverse kind, not all of which fall within the jurisdiction of the Public Works Department. Hence, its responsibility shall be to oversee that the other appropriate agencies of the State implement the specific mitigation measures falling within their respective jurisdictions. The EMPIU, for this purpose. should initiate some pro-actions to alert the other agencies in this regard. The domains of pro-actions are described below.

,+ The EMPIU, through the PWD. should request the Government of Kamataka to allocate necessary funds to establish progressively ROW of minimum width of 30-m for all the State Highways, starting with the Project Roads. On receipt of the required funds, action should be taken for land acquisition at appropriate locations.

, Considering that the widths of the existing ROW are wider than 30-m in many stretches, the EMPIU should remain ever vigilant about wrongful encroachment on the currently vacant stretches of the ROW. On detection of cases of trespass, a first information report (FIR) on it should be filed with the local Police Station. Trespass is a cognisable offence as per the Indian Penal Code, by virtue of which eviction of the trespasser(s) becomes an obligatory function of the State. Therefore, immediately after filing the FIR, the matter should be reported to the concerned District Magistrate for appropriate action, leading to restoration of the original nghts of the Public Works Department.

' Considering that adequate funds to acquire the required land may not be available at one time, the EPIU should seek application of the relevant provisions in the Town & Country Planning Act with regard to the State's right to prescribe set-back for buildings with reference to the outer edges of ROW of public roads. The Department of Town & Country Planning. GoK is the appropriate agency for implementation of the prescribed norm for setback. The fall-out of this pro-action would provide elbowroom for acquinng open spaces to meet the future needs for wider ROW.

To contain the apprehended impacts on air-quality. noise level and on biological resources would again require a variety of pro-actions. leading to inter-agencv collaboration. These are elaborated below:

r Increased vehicular traffic along the Project Roads would unavoidably cause increased air pollution and noise. The required mitigation measure falling within the jurisdiction of the EMPIU is to establish and maintain avenue plantation. These plantations help in confining the above noted impacts arising from increased vehicular traffic within the ROW. The avenue plantations intercept a good amount of traffic-related pollutants as well as sound

8-13 ScottWilson i CES/ IIIE KamataakaState H-ieh%xa s Sectoral EnVironmental Assessment Report improvement Protect Chapter S

Nvaves. These deserve appreciation of the local communities. Nevertheless. there are evidences that unauthorised persons wantonly cut these plants to secure firewood. The direct obligation of the EMPIU in this regard is to maintain these avenue trees. However, the prevailing practice has been to delegate this responsibility to the Forest Department of the State. Therefore, the task of monitoring the state of the avenue plantations becomes a responsibility of both the Departments while the task of restoration falls exclusively within the jurisdiction of the Forest Department. Reporting on the basis of monitoring the instances of failure then becomes a matter deserving pro-action from the EMPIU.

< Reduction of load of traffic related pollution does not fall within the jurisdiction of the Public Works Department. At the same time. such pollutants accumulate on and visibly travel from the roads belonging to this Department. It is a matter of public concem. The EMPIU has to prove that they also carry this concern. Hence the need for pro-actions like requesting the State Pollution Control Board to monitor the degree of pollution occurring and to map the dispersion pattem in relation to the sensitive receptors, like school, nursery, hospitals, etc., in the neighbourhood. Similarly, it is necessary to request the Department of Police (Traffic) to force the vehicles emitting pollutants above permissible levels to remain out of the so affected traffic corridors and to install measures to reduce idling-time of the vehicles on road. Pro-action like requesting the National Government to produce only unleaded petrol and sulphur-free diesel is also needed. Public disclosure of the fact that such pro-actions are being taken by the EMPIU would establish its credibility as an institution sharing a common public concem. During such disclosures, it would be wise of the EMPIU to convince the lay public that the avenue plantations maintained by them are their contribution towards protecting the neighbourhoods from the pollutants. This would help in mobilising better public support at the time of implementing widened roads.

' Abatement of noise on roads is also a matter of public concem. For reasons similar to those for reduction of pollution load mentioned above, public disclosure of the fact of initiation of pro-actions would establish credibility of the EMPIU and help in the mobilisation of public support for the future road development programmes. Here also. the pollution control board needs to measure the order of impact upon the sensitive receptors and to disclose the facts for public awareness. The Traffic Police Department would be another helping institution in this regard by pulling out noisy vehicles from so affected roads. During such disclosures, it would be wise of the EMPIU to convince the lay public that the avenue plantations maintained by them are their contribution towards abating dispersion of noise in the neighbourhoods.

' The disclosures made about the functions of the avenue trees in abating pollution and noise transmission would help in mobilising public support for protecting these trees. That wvouldbe a direct benefit to derive for protection of biological resources.

Faster vehicles along with increased traffic density lead to the rise of accident hazards. The nature of pro-actions needed in this regard is explained below: t The EMPIU can suggest the need for keeping fenced footpaths in the stretches of their accident-prone roads passing through rural settlements. Within the congested areas. covered drains can be developed for this purpose. For all these, additional funds would be necessary. unless provided for in the current road improvement programme. The town municipal organisations as well as the Traffic Police Department can be requested by the EMPIU as a part of their pro-action commitments to install traffic control facilities towards ensuring public safety. The Traffic Police Department should also be requested by the EMPIU to enforce firmer controls over transport of hazardous chemicals and upon the overloaded vehicles. The same department can also be requested to install telephone facilities at suitable locations on the roads to facilitate reporting the events of accident. Measures to take rapid rescue

S-14 Scott Wilson .CES IIIE Kar-natakaState Hnzhwavs Sectoral EnmironmentalAssessment Report Improvement Prolect Chapter S

services should also be installed at convenient locations along the accident prone road comdors.

8.7. Ambit of Mlonitoring

Having described the powers and responsibilitiesof the EMPIU, the Supervisor Engineer and the Contractors,it is nowvappropriate to define the ambit of monitoring within the frameworkof EMP. Monitoringrefers to the records of actions taken to check the status of objects at pre-defined time. When monitoring is done with regards to any %vorks.the records indicate whether progress is being achieved as planned. Monitoring done of the status of a given object yields base-line data for comparison of the status of the same object at a later time point. For example. monitoring on any component of environmentcarried out before and after a project has been completed.the comparison of the two records indicate the order of change achieved by that project. In short. monitoring is essential for making evaluationof any action programmeand of its impacts upon other objects in the vicinity. Final evaluationyields wisdom to do the same thing better next time.

In the context of environmentmanagement, monitoring the quality of some sensitive componentsof environmentis necessary.These are * Ambient Air Quality, AmbientNoise Level, * Water Quality.and * Avenue Plantationstogether with CompensatoryAfforestation.

Monitoringshould be carried out during three phasesof the project, such as * Pre-constructionPhase, * ConstructionPhase, and * OperationPhase.

The Pre-construction Phase begins after the Sectoral Environment Assessment (SEA) or the EnvironmentalImpact Assessment (EIA) report is made available.

In the EnvironmentImpact Assessment (EIA) report, the status of the above noted four sensitive componentsof environmentwould be measured.These are to be seen as datum and monitoringshould be carried out approximatelyat the same locations.

However, such datum may not be available on the roads exempted from EIA scrutiny. Suitable locations near the constructionsites should be chosen for monitoring the four sensitivecomponents of environment.It has been estimated that about 15 locations for such monitonng would be adequatefor covenng all the road links under Major Maintenance. The criteria for determiningthe suitabilityof chosen monitonng stations in this regard have been noted under the parameters of environmental quality.

The parameters for measuring ambient air qualityfor this stage of monitoring are noted in Table 8-1. The measurements should yield 8-hourly averages over 24-hours on two days interspersedby a two- day interval in one wveek.The monitoring station shouldbe 20-m from the central line of the road on anv one side, preferablynear habitations. Table 8-1: Parameters and Permissible Limits of Ambient Air Quality

Pollutants Time-Weighted Concentration in ambient air Average Industrial Area Residential, Rural & Sensitive Area other Areas

Sulphur Dioxide(SO2 ) Annual Avg. SOgrm3 60p.g/m3 1! pg/m3 24 Hours*' 1O2pg,rm3 80pg/m3 S(1gim3 Oxides of Nitrogen(NO,) Annual# Supg m3 60ig/m3 51.tegm3

S-15 S.o:z Wilson /CES 111IE KIamatakaState Hich%%a!s Sectoral EnsironmentalAssessment Report ImprovementPro;cct ChanterS

|Pollutants iTime-Xxeighted Concentration in ambient air I Average Industrial Area Residential. Rural & Sensitive Area 1'4 Hours** 120pegm3 SOl;rm3 30pg/m3 SPNI Annual 3i60pe/rm1 140pg/m3 70pgim3 124 Hours*` 500pglm3 2OOpag/m3 I 00pg/rn3 RPM(Size<1Opm) Annual 120pgirm3 60pgim3 50pgim3 24 Hours" ]50epgm3 100,pg/m3 75lig/m3 Lead(Pb) Annual I pe;m3 0.75pgim3 0.5.igim3 24 Hours** I.5ligim3 Iyg/m3 0.75pgim3 Carbon Monoxide(CO) S Hours* 5mg/m3 2mrzm3 Imgim3 I Hour lomglm3 4mg/m3 20mg/m3 ISource: Standards for liquid effluents, gaseous emissions. automobile exhaust, noise and Ambient Air Quality. Central Pollution Control Board.PCL/4/1995-96

'* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week 24 hourly :at uniform interval '** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it May exceed, but not on riwo consecutive days.

The parameters for measuring ambient noise level for this stage of monitoring are noted in Table 8-2. The measurements should vield hourly averages during dav-time (0600 to 2100 hrs.) and night-time (2100 to 0600 hrs.) over 24-hours on two days interspersed by a two-day interval in a given week. The noise monitoring station can be located near the air quality sampling stations.

Table 8-2: Parameters and Permissible Limits of Ambient Noise Level

Area Category of Area Limits in d (A) Leq Code Day Time Night Time A Industrial area 75 70 B Commercial area 65 55 C Residential area 55 45 D I Silence area 50 40

Note: (1) Daytime is reckoned in between 6 a.m. and 9 p.m., (2) Night time is reckoned in betveen 9 p.m. and 6 a.m.: (3) Silence zone is defined as area upto lOOm around such premises as hospitals, educational institutions and law-courts. The silence zones are to be declared by the competent Authority. Use of vehicular homs, loud speaker and bursting of crackers shall be banned in these zones. (4) Mixed categories of areas should be declared as one of the four above-mentioned categories by the competent authonty and the corresponding standards shall apply.

The parameters for measuring water qualitv for this stage of monitoring are noted in Table 8-3. The measurements should be based on the samples collected from water-bodies crossed or touched by the given road.

Table 8-3: Drinking Water Specification- IS 10500: 1991

SI SUBSTANCE! DESIRABLE LIMIT PERNIISSIBLE REMARKS No CHARACTE- LIMIT 1 RISTIC ; l I COLOUR, HAZEN ,5 25 Extended To 25 If Toxic UNITS . MAN Substance Are Not Suspected In Absence Of Alternate l______ISources a!,_ |ODOUR l nobrectionable _ a)Testcold and when heated i i______b)Test at several dilution .TASTE3 Agreeable l Test to be conducted onl after! safety has been established I

4 |JTURBIDITY\T E i00 _

8-16 Scott Wilson i CES IIIE Karnataka State Hieh"xavs Sectoral Environmental Assessment Report ImprovementProlect Chapter 8

Si SUBSTANCE/ DESIRABLELIMIT PERMISSIBLE REMARKS No CHARACTE- LIMIT ____ RISTIC I __ |Max l 5 pH value 6.5 to S 5 I No relaxation 6 TOTAL 600 60(0 HARDNESS(as Ca CO3 mg/lit) 7 IRON tas Fe me/lit, 0.3 Lii Max _ 8 CHLORIDES(asCl 250 1000 me/litMax 9 RESIDUALFREE 0.2 To be applicableonly when CHLORINE.mg/lit water is chlorinated.Treated Max at consumerend. When protectionagainst viral infection is required,it should be Min 0.5 mg/lit 10 DISSOLVED 500 2000 - SOLIDSmull. Max II CALCIUM(as Ca) 75 200 - ____ me/I.Max 12 COPPER(as Cu ) 0.05 1.5 - me/I .Max 13 MANGANESE(Mn) 0.1 0.3 - me/l Max 14 SULPHATE(As So4 200 400 May be extended up to 400 ). Max prosvided(as Mg )does not exceed 30 15 NITRATE(as No3) 45 100 me/I. Max 16 FLUORIDE(as F) 1.0 1.5 mg/I. Max 17 PHENOLIC 0.001 0.002 _ COMPOUNDS(as C6H6OH)me/I Max 18 ARSENIC(asAs ( 0.05 No relaxation To be tested whenpollution is .me/l suspected 19 LEAD(asPb) mg/I 0.05 No relaxation 20 ANIONIC 0.2 1.0 DETERGENTS(as MBAS)me/l 21 CHROMIUM(asCr) 0.05 1.0 To be tested whenpollution is me/I suspected 22 MINERAL OIL m/lI 0.01 0.03 23 [ ALKALINITYlmg/l 200 600

In addition to above monitoring. proper check should be maintained on the impacts created by the plants and machinery in use for road construction as also about the prevailing conditions with the campsites. These would include the following objects:

* Asphalt Mixing Plant; * Cement Concrete Mixing Plant; * Effluent discharge point of the construction camp

For this purpose. the parameters acceptable quality for air. noise-level and water quality shall be as follows: For air quality: limited to concentration of Suspended Particulate Matter (SPM) and Respirable Particulate Matter (RPM) measured over 24-hours; For noise level: limited to 24-hours of observation and data being presented in dB (leq): and

S-1F Scott Wilson! CES / IIIE Kamataka State Htghwavs Sectoral En%ironmentalAssessment Repon Improvement Project ChapterS

* For w ater quality: limited to analysis of one sample measuring Total Dissolved solids. Turbidiry. Colour. Phenolic compounds. Mineral oil. Alkalinity and Total & Faecal Coliform.

Monitoring During OperationPhase shall also be limitedto AmbientAir Quality. AmbientNoise level and Water Quality at as many of the earliermonitoring stations used dunrngthe constructionphase. but excluding the sites of plants and machineryand campsites,but preferablyhaving high traffic volumes.

The parameterswould be the same as given above: Competent firms in the private sectors can be deployed for recordingthe measurementson the given components of environment in all phases. However, it is recommendedthat the agency should be identifiedon specific advice of the State Pollution ControlBoard.

The EMPIU would be the competent authority to appoint such extemal agencies and specify to them the exact locations of the desired observation stations. The EMPIU should also check whether the appointed agencies are indeed carrying out the specific tests over pre-specified dates at specified locations. The EMPIU should be provided with an appropriatebudget for getting the measurements carried out.

The data collected through the procedure prescribed above should be stored after adequate indexing within the Headquartersof the Public Works Department in a manner where retrieval of specific files would be easy.

8.8. CapacitvDevelopment through Training for EnvironmentManagement

Current lack of sensitivityamongst its staff towards environmental management, as noticed by the Consultants of the PCC, is a matter of concem. Most of its staff-membersdo not realise how such weakness within a modem world is leading to atrophy of the Department's domain of freedom. The sooner such deficienciesare "mitigated",the easier would it be for this Department to perforn in road development projects. This Department can initiate implementationof a training programme on road development and environmentmanagement. How to organisethis training shouldnow be looked into.

The strategy that would produce, it is believed, radical results in this regard is easy to comprehend. The strategy should be to stimulate development of the process of conscious recognition of environmental issues within a clearly defined task-environment.One could initiate this process by exposing a select group of the staff of the Public Works Department formally placed within a task environment,where their accountabilityfor implementingmeasures for the protectionof environment are fully spelled out. Competentperformance therein would convince this select group about the utility of moderating the normal work-proceduresby intemalising sensitive appreciation of the underlying environmental considerations. Such a group of individuals can then be given the charge of active disseminationof the culture of environmentalconsciousness within the rest of the organisation.

This select group is the EMPIU. If this EMPIU is entrusted with the job of implementing all the identifiedmitigation measures in their exact contexts, then their task-environmentwould fully confirm to the nature, described as of required kind, in the preceding paragraph. After ascertaining their competent performance, this select group could be entrusted with the task of active disseminationof the culture of environmentalconsciousness amongst the staff within the rest of the organisation in the context of specific tasks that are normally carried out within the Department.Assisting their endeavour with structurally formal trainingprogrammes can then be thought of.

The central idea behind the strategy stated above is that the EMPRUhas the potential to play a pro- active role in instillinc into the Public Works Department consciousness about environment in the context of their normal tasks. There is no a priori reason to question this assumption. The supporting task. therefore, should be to explore the manner in which such potentials are helped to develop to the fullest to enable the EMPIU to achieve the ultimate objectivewith efficiency and effectiveness.

8-18 Scoti Wilson / CES; IIIE KarnatakaState Hiehwavs Scctor!lEn ironmentalAssessment Report ImprovementProlect Chapter8

It may be noted that whatever may be the quality of achieved expertise. it can arise only from their expenence on solving environmental problems through application of appropnate engineering techniques in the context of implementationof the mitigationmeasures identifiedin terms of impacts on environment during the construction phase. The menrt of such an expertise is that its source is related to a kind of work-situation. awareness about which is a part of shared experience of all members of the technicalstaff of this Departmentat all levels.

No training programme designedby any extemal agency can be expected to internalise such a rich contextual experience of the Department.This experience is already internalisedby the members of the EMPIU. Herein lies the strength of the suggested strategy. And, this opportunity must not be allowed to get lost at any cost.

That the EMPIU would be required to assume leadership in the matter should be announced in the very start of its formation.The processes through which the EMPIU would be able to acquire the required competence in playing this leadershiprole are simple to comprehend.In the first instance, each individual member of the EMPIU would be asked to prepare casebooks incorporatingthe net experience gained while implementingthe suggested mitigation measures and how they solved specific problems through effectiveapplication of appropriate engineeringtechnique. Each casebook should be limited to one specific problem that got resolved. Secondly, the EMPIU should hold workshops to discuss these specific casebooks at some regular intervals involving some senior members of the PWD and the project Supervisor Engineer. Practice on both counts would raise competence and confidence over a reasonable time. The EMPIU would then try to design and administer training of the staff across the PWD.

For organising training on environmentacross the Public Works Department.the EMPIU will need to need to meet certain conditions,the nature of which are stated below.

* Task 1: In the first instance, a facilitator should be hired from a nationally reputed institution engaged in management training. Persons having experience on preparation of training materials can assist in refining the casebooksprepared by the EMPIU. The tasks of this facilitatorwould be to

- Convert the records of the EMPIUon EMP into specific case books for use in training; IInterpret the processesobtaining within the workshopsand suggest corrective actions; - Identify potential trainers from amongstthe participantsin the workshops:and

- Evaluate the impact of the training programmes run by the EMPIU upon the staff of the PWD at the end of the third year.

* Task II The next task for the EMPIU would the preparationof annual programmeof training to be run through workshops. In preparingthe programme,the following conditions should be honoured: - The casebooks prepared by the facilitator should be the materials for training other members of the departmentalstaff in inculcatingthe culture of environmentalsensitivity. r One workshop should not admit analysis of more than three casebooks over a period of four days.

. Workshops should permit trainees to discover altemative solutions of the problem discussed. - Patient evaluation of the suggested alternatives should be done openly. but within the workshop. Such openness would then motivate the trainees to look for altemative solutions in their normal work-situations. r These workshops should be held in every Division of the Public Works Department,and not exclusively in the Headquarters. This would minimise aggregate loss of time and expenses for any wvorkshop.The staff at each Division should get at least two workshops in a given financialyear.

8-19 Scott W'ilson/ CES / IIIE Karnataka State Hichwa\s Sectoral Enwronmental AssessmentReport Improvement Project Chapter S

t All Divisionsshould be covered one bv one in this kind of programme in the course in any given vear. - The EMPIU should include some top-levelstaff of the Departmentin these workshops to experiencethe advantage of openness in assessing the merits of the alternatives suggested by their subordinate staff. This will ultimately motivate the entire hierarchy within the Department to inculcate the culture of tolerance to altemative ideas in environment management. It may be noted that resolution of conflictingviews on preferred solutions has nowxemerged as a major social responsibilityin the area of environment management in India.

* Task III The next task for the EMPIUwould be to prepare a programmeof SpecialLectures on environmental issues to be deliveredby persons with proven expertiseat the national level to deliver those before the staff of the PWD. Some of the themes to be covered under the programmeof SpecialLectures are suggested below. Other topics can be added to the list, if consideredrelevant by the PIU for the staff of the Public Works Department. o Selectionof AppropriateSpecies for AvenuePlantations and Afforestation, Capacities of Vegetationon Up-take of Toxic Substancesfrom Soil & Water , Functionsof Food Chains in Transmissionof Toxic Substances - Effects of Eco-tourismon EcologicalSystems EEffects of Traffic-inducedPollution on Morbidity Effects of Noise on Health MeasuresTaken by the AutomobileManufacturers to Reduce Auto-emission

' Componentsof Traffic Surveys and their Utility in Road Planning ' ComparativeMerits of DifferentPrescribed Standards of Carriage-way , Practices on Traffic Control for Reductionof Pollution

' Practices on Controlling Over-loadedTrucks & HazardousChemical Carriers Meaning of EmergencyResponse to RoadAccidents > Legal Instruments for Controlling Growth of Road-sideBuilt-Areas * Managementof Quarries & Mines for Pollution Control - Handling Safe Disposal of Road-related Wastes

- StabilisingSoil for Construction Purposes

' Measures Taken by the Corporate SectorIndustries to Manage Environment NNational Experience in Mobilising Effective Collaboration of NGOs in Managing Environment

* Task IV Special Lectures should also be organised to develop awareness about accountabilityin environment management. Two different contexts of accountabilityare to be fully explored through these Special Lectures. The themes falling under the two contextualsituations have been indicatedbelow:

- Legal Compulsionswith reference to each pertinentStatute

' Rules & Regulations on Submitting ComplianceCertificates to the DesignatedAuthorities

' Practices of the Pollution Control Board on Renewal of License to Polluting Industries Implications of Public Interest Litigation on EnvironmentalIssues x Analysis of case history of all important instances of Public Interest Litigation and the import of the related Judicial Recommendationson the issue of accountability.

In organisingthe Special Lectures. the following conditionsare to be honoured: The Visiting Lecturers would be required to submit in advance the full text of the proposed lecture together with the supportingexhibits to the PIU. These would be used as training material. p The EMPTUshould have a budget provision to hold at least six such lectures per year.

- Each session of the Special Lecture shall cover a full day, keeping the first part for deliveryof the lecture and the second part for detailed discussion from the floor.

8-20 Scott Wiison/ CES IIIE Karnataka State Hiehwvays SectoralEnvronmental AssessmentReport Improvement Prolect Chapter 8

r The Minutes of the discussionsshould be recorded and sent ti the EMPIU for necessary supplementaryactions. r The venue for these SpecialLectures should be the DivisionalOffices of the Public Works Department, and not exclusivelyin the Headquarters. All these Divisional Offices would be covered by turn. tw The Officer-in-chargeof the given Divisional Office should be instructedto extend formal invitation to the correspondingoffices of the local Zilla Parishad, Department of Forest, Ecology & Environment. State Pollution Control Board. Department of Police, nearby Municipal government(s). Department of Town & Country Planning and certainly the Office of the Distnct Magistrate& Collector to nominate tw%oof their staff members to attend these Special Lectures. Such a mix of audience is expectedto lay the ground for sustaining closer inter-departmental participation in the matter of environment management. ; Copies of the full texts of the Special Lectures should be sent to all Divisional Offices with instructionsto distributethese amongst the audience of a given lecture and to keep one copy in their respectiveReference File to be accessedby its staff later on.

At the end of the third year of running the above listed action-programmes,a comprehensive evaluation of its total impact on the practicesof the Public Works Departmenton environmentalissues should be caried out. This evaluation should be done by nationally recognised institution(s) as Consultants. The review of the EvaluationReport should yield the need for introducing changes in the training schedules.

8.9. Integration of EMP with the Project

The EMP is an integral part of the Project and an important component.which is to be implemented simultaneously as the project proceeds. The necessary linkages established with the various project components during the different phases of the project as noted above will have to be executed and supervisedfor effective and efficient environmentalmanagement and timelycompletion of the project. The budgetary allocations for EMP implementationshould be a part of the proiect costs so that the EMP will receive funding and will necessitate proper supervision and monitoring of the various componentsand training required for developingcapacity and expertise withinthe Department.

The EMP has been made specific to the project requirements taking into account the environmental impacts and their respective mitigation measures. Although the conditionsin the Bid Documents are specified, the entire document on EMP shall be made a part of the contracts for implementationof the project. The PWD of the GOK has to dischargeresponsibilities by 1) Making the EMP an integralpart of the project in all respect 2) Providingever vigilant support to the training programme 3) Assisting the EMPIUto liaise with the relevant interface institutions.

The Project includes roads for upgradation as well for major maintenance.All the relevant issues concerning protection of environmenthave been discussed in the SectoralEnvironmental Assessment (SEA) Report prepared as per the OperationalPolicy (OP 4.01) of the WorldBank. It is. useful to state some of the major issues of EMP for the maintenancecomponent of the project.

The proposed road maintenance componentwould involve * Removing of high shoulders. * Removing and strengtheningof poor quality formation (which may include widening), and * Laying of asphalt overlay.

The final formation would include I m of soft shoulder on each side. Where necessary.the maintenance wvillalso include replacementand lengthening of the culverts.To ensure that the

8-21 Scott Wilson I CES / IIIE Kamataka State Highwavs Sectoral Environmental AssessmentReport Improvement Project Chapter S environmentalprotection measures are properly implementedduring the executionof the maintenance component. it would be necessarn to incorporatethe main pnnciples of EnvironmentalManagement Plan into the design and contract specificationof the road maintenancecomponent. This means that the maintenance componentwould include ' Provision of Im soft shoulder on each side of the road. " Provision of tree plantation along the road. Proper handling. disposaland rehabilitationof excess black-topmaterial excavated from the roads. > Provision of safety signs during the constructionand implementationof the maintenance component. Proper location of asphaltplants and installationand use of pollution control equipment on suchplants, s Rehabilitationof borrow areas (where used), ' Use of only those quarries licensedunder the Air PollutionControl Act and > Environmentalsupervision to ensure the implementationof the EMP.

In addition, if the proposedmaintenance roads pass through or near sensitive locations, such as wild life reserve or sanctuaries.wetlands, coastal zones, etc.. the PIU/PWDwould take additional mitigation/managementmeasures as per the Bank/MOEFrequirement

The PWD would integratethe EMP formulatedin the SEA report in the maintenancecomponent of the project.

8-22 Scott Wilson / CES IIIE Exhibits

Karnataka State Highways SectoralEnvuronmental Assessment Report ImprovementProject Exhibits

M-'

PHOTO-i Prosopisjuliflora Plantation - Link IF

*.. , .'

A l~~~~~~~~~~~A

PHOTO-2 Public Consultation at Torvi Village - Link .A

I ~~~~~~~~SettWilson/CES/fEM Karnataka State Highways Sectoral Enviuonmental Assessment Report ImprovementProject Exhibits

,1- .. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1

PHOTO-3 Potnal Stream- Link 5A

PHOTO4 Ambient Air Quality Monitoring Location,Bellary - Link 6G

II ScontWilson/CESlDIE Karnataka State Highways Sectoral Enviroimental AssessmentReport ImprovementProject Exhibits

PHOTO-5 Tors and Residual Hills near Hanagal - Link 6F

.s | siIlN 84;. -. 5

-_'- -_' -AIt,._,.p . , , NN ~ -

S- WsC- S HE

*~C !i- -* 2

WF~~. 4 A .V -'-

. '~eml Within ROW - Lin , , .- t -- z

PHOT0-6 Temple Within ROW - Link 8A

mI Scott Wilson/CES/ILIE KamnatakaState Hghways Sectoral EnvirorunmentalAssessment Report ImprovementProject Exhibits

PHOTO-7 Avenue Plantation - Link 8A

IV ScottWilson /CES E Appendix 1.1

Karnataka State Highways Sectoral Environmental Assessment Report Improvement Project Appendix I.1

Link: I-A | Link: 1-B Topography Undulatinia Terrain Topographv Flat Terrain Petrology Granodioritic and Petrology Granodioritic and Granitic Granitic, Schist Pedology Black Soil Pedology Black Soil Climatic Type Tropical Monsoon ClimaticType Tropical Monsoon Annual Normal Rainfall (mm) 688 Annual Normal Rainfall (mml 688 RecordedVariation (1996) 987 1Recorded Variation (1996) 987 Recorded Variation (1997) 512 Recorded Variation (1997) 512 Temperature Range Max (Celsius): 35 Temperature Range Max (Celsius): 35 Hottest Month May 42.2 (mean) HottestMonth Mav 42.2 (mean) Coldest Month December 14.8 (mean) Coldest Month December 14.8 (mean) Wind Direction (Name of IMD Station) Raichur Wind Direction (Name of IMD Station) Raichur Relative Incidence Of Calm (%) 6% Relative Incidence Of Calm (%) 6% Dominant Direction in Momine South west Dominant Direction in Moming South west DominantDirection in Evening North east Dominant Direction in Evening North east Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 0.09 Relative Incidence of Forests 4.56 Relative Incidence of Cultivation 70.69 Relative Incidence of Cultivation 95.38 Relative Incidence of Imgation 0.49 Relative Incidence of Irrization 13.43 Relative Incidence of Culturablewastes 6.65 Relative Incidence of Culturable 0.68 Wastes Density of Persons (per sq. km) 116 Density of Persons (per sq. kim) 113 Total Population 11,902 Total Population 10,153 Literate Population 3,871 Literate Population 2.499 Working Population_ 4_799 Working Population 5,148 Working Populationin Primar,ySector 71.64 Working Population in Pnmary 89.56 Sector Working Population in SecondarySector 2.2 Working Populationin Secondarv 1.5 Sector Working Population in Tertiarv Sector 4.70 Working Populationin Tertiary 3.83 Sector Working Population in Quatemary Sector 21.46 Working Populationin Quatemary 5.11 Sector Number of Villages I I Number of Villages 4 Villages with <1000 persons 4 Villages with <1000 persons - Villages with 1000-2000persons 6 Villages with 1000-2000persons 2 Villages with 2001-3000 persons I Villazes with 2001-3000 persons I Villazes with >3000 persons - Villages with >3000 persons I Relative Incidence of Urban Population 93.47% Reiative Incidence of Urban 94.38 . Population Name of Major Town Raichur Name of Major Town Raichur Major Features of Road Corridor Major Features of Road Corridor Averaee Width of ROW 30 Average Width of ROW 30 General Land Use (in the Corridor) _ General Land Use (in the Corridor) Extent of Agriculture 1 Extent of Agriculture Un-irrigated 99.51 Un-irrigated 86.57 Irricated 0.49 Irrigated 13.43 Major Crop Cotton, Groundnut Maior Crop Cotton. Groundnut Extent of Forests Extent of Forests Number of Industrial estates I Number of Industrial estates I Number of Schools I Number of Schools _ _' Number of Temples _ Number of Temples i_3 Number of Hospitals l _I Number of Hospitals i Number of Sites of Cultural Hentage - Number of Sites of Cultural - .___H ______eritage ______| E Extent of Ax enue Plantation Scantv Extent of Avenue Plantation I Scantv Number of Places of Encroachment 3 Number of Places of Encroachment 12 Number of Places of Congestion I - Number of Places of Congestion -

Note: These notes should be read in conjunction with the SEA Strip Maps.

I Scott Wilson v CES / IlIIE KamatakaState Hi-ehwavs Sectoral Environmental AssessmentReport Improvement Project Appendix I.1

Link: 1-C Link: I-D Topography Gently Undulating Topography Undulating Terrain Terrain l Petrology Schist Quartzite Petrologv Schist Quartzite Pedology Black Soil Pedoloey Black Soil Climatic Type Tropical Monsoon Climatic Type Tropical Monsoon Annual Nornal Rainfall (mm) 564 Annual Normal Rainfall (mm) 564 Recorded Variation (1996) 739 Recorded Variation (1996) 739 Recorded Variation (1997) 598 RecordedVariation (1997) 598 TemperatureRange Max (Celsius): 35 Temperature RangeMax (Celsius): 35 Hottest Month May 42.2 (mean) Hottest Month May 42.2 (mean) Coldest Month December 14.8 (mean) Coldest Month December 14.8(mean) Wind Direction (Name of IMD Station) Raichur Wind Direction (Name of IMD Station) Raichur Relative Incidence Of Calm (%) 6% Relative IncidenceOf Calm (%) 6% Dominant Direction in Moming South west Dominant Direction in Moming South west Dominant Direction in Evening North east Dominant Direction in Evening North east Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 2.33 Relative Incidence of Forests 0.62 Relative Incidence of Cultivation 70.66 Relative Incidence of Cultivation 88.35 Relative Incidence of irrieation 7.48 Relative Incidenceof Irrigation 1.81 Relative Incidence of Culturable wastes 0.22 Relative Incidence of Culturable 0.19 Wastes Density of Persons(per sq. km) 73 Density of Persons(per sq. km) 52 Total Population 13991 Total Population 8725 Literate Population 3734 Literate Population 1694 Working Population 7001 Working Population 4388 Working Population in Primary Sector 42.76 Working Population in Primary 89.34 Sector Working Population in SecondarySector 7.35 Working Population in Secondary 5.26 Sector Working Population in Tertiary Sector 28.93 Working Population in Tertiary 2.78 Sector Working Popuiation in QuaternarySector 20.96 Working Population in Quatemary 2.62 Sector Number of Villages 9 Number of Villages 14 Villages with <1000 persons 4 Villages with <1000 persons 8 Villages with 1000-2000persons 3 Villages with 1000-2000persons 2 Villages with 2001-3000 persons - Villages vith 2001-3000 persons I Villages with >3000 persons - Villages with >3000 persons Relative incidence of Urban Population Relative Incidencc of Urban l Population Name of Major Town Lingsugur. Sirxvar Name of Maior Town Lingsugur. Mudgal Major Featuresof Road Corridor Major Featuresof Road Corridor Average Width of ROW 30 Average Width of ROW 30 General Land Use(in the Corridor) General Land Use (in the Corridor) Extent of Agniculture Extent of Agriculture Un-irrieated 92.52 Un-irrigated 98.19 Irrigated 7.48 Irrigated 1.81 Major Crop Paddv Major Crop Paddy Extent of Forests 2.33 Extent of Forests 0.62 Number of Industrial estates - Number of Industrial estates I Number of Schools I Number of Schools 3 Number of Temples I0 Number of Temples , Number of Hospitals - Number of Hospitals Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage Extent of Avenue Plantation Scanty Extent of Avenue Plantation Scantv Number of Placesof Encroachment 3 Number of Placesof Encroachmen 3 Number of Placesof Coneestion 3 Number of Placesof Conestionam

Note: These notes should be read in conjunction with the SEA Strip Maps.

2 Scott Wilson CES t IIIE KarnatakaState Highways SectoralEnvironmental Assessment Report ImprovementProject Appendix 1.1

Link: I-E ______Link: 1-F Topography UndulatingTerrain Topography Undulating Terrain Petrology Kaladgi formation Petrology Kaladgi Formation Pedology Red loamy soil Pedology Red Loamy soil ClimaticType Climatic Type AnnualNormal Rainfall (mm) 594 Annual Normal Rainfall lmmy 575 RecordedVariation (1996) 790 Recorded Variation(1996) 836 RecordedVariation (1997) 510 Recorded Variation(1997) 599 Temperature(Celsius): Range 35 Temperature (Celsius):Range 35 HottestMonth Mav 42.2(Mean) HottestMonth 41.9(Mean) Coldest Month December 14.8(Mean) Coldest Month 15.9(Mean) Wind Direction (Name of IMD Station) Raichur Wind Direction (Name of IMD Station) Bijapur Relative Incidence Of Calm (%) 6% Relative Incidence Of Calm (%) 11% Dominant Direction in Moming South west Dominant Direction in Moming West Dominant Direction in Evening North east Dominant Direction in Evening West Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests - Relative Incidenceof Forests 14.33 Relative Incidence of Cultivation 95.05 Relative Incidenceof Cultivation 78.28 Relative Incidence of Irrigation 1.33 Relative Incidenceof Imration 0.79 Relative Incidence of Culturable Wastes - Relative Incidenceof Culturable Wastes 0.13 Densitvof Persons (per sq. km) 105 Density of Persons (per sq. km) 171 Total Population 19,734 Total Population 64,432 Literate Population 9.318 Literate Population 30,202 Working Population 7,821 Working Population 26,666 Working Populationin Primary Sector 86.3 Working Populationin Primarv Sector 66.44 Working Populationin Secondary 4.4 Working Populationin SecondarySector 22.16 Sector Working Populationin Tertiarv Sector 5.44 Working Populationin Tertiarv Sector 6.23 Working Population in Quatemary 3.86 Working Populationin Quatemary Sector 5.17 Sector Number of Villages 22 Number of Villages 29 Villages with <1000persons 16 Villages with <1000 persons 15 Villages with 1000-2000persons 4 Villages with 1000-2000persons 9 Villages with 2000-3000 persons 2 Villages with 2000-3000 persons Villages with >3000 persons - Villages with >3000 persons 4 Relative Incidence of Urban Population 43.81 Relative Incidence of Urban Population 59.64 Name of Major Town Hungund Name of Major Town Bagalkot Major Features of Road Corridor Major Featuresof Road Corridor AverageWidth of ROW 26.08 Average Width of ROW' 25.65 General Land Use (in the Corridor) General Land Use (in the Corrdor) Extent of Agriculture Extent of Agriculture Un-irrigated 98.67 Un-irrigated 98.99 Irrieated 1.33 lrrieated 0.79 Major Crop Cotton, Paddy Major Crop Cotton, Groundnut. Paddy Extent of Forests Extent of Forests Number of Industrial estates - Number of Industrial estaies - Number of Schools 4 Numberof Schools 8 Number of Temples 2 Number of Temples 4 Number of Hospitals L - Number of Hospitals I Number of Sites of Cultural Heritage - Number of Sites of Cultural Henrtage Extent of Avenue Plantation Scantv Extent of Avenue Plantation Averagc Number of Places of Encroachment I Numberof Places of Encroachment 2 Number of Places of Congestion _ Numberof Places of Congestion I

Note: These notes should be read in conjunction with the SEA Strip Maps.

3 Scott Wilson/ CES MIIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Appendix I.I

Link: 1-G Link: 1-H I Topography Rolline Terrain Topographv I Undulatingterrain Petrology Kaladgi formation Petrology Kaladgi formation l Pedology Medium Black Pedology Medium Black soil Soil I Climatic Type Tropical Monsoon ClimaticType Tropical monsoon Annual Nomnal Rainfall (mm) | 575 Annual Normal Rainfall (mm) 575 Recorded Variation (1996) 836 Recorded Variation (1996) 836 Recorded Variation (1997) 599 Recorded Variation (1997) 599 Temperature (Celsius): Range 35 Temperature (Celsius): Range 35 Hottest Month May 41.9(Mean) HottestMonth May 41.9(Mean) Coldest Month December 15.9(Mean) Coldest Month December 15.9(Mean) Wind Direction (Name of IMD Station) Bijapur Wind Direction (Name of IMD Station) Bijapur Relative Incidence Of Calm (%) 10 Relative Incidence Of Calm (%) 10 Dominant Direction in Moming Southwest DominantDirection in Moming Southwest Dominant Direction in Evening Southwest DominantDirection in Evening Southwest Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 9.45 Relative Incidence of Forests 6.85 Relative Incidence of Cultivation 61.27 Relative Incidence of Cultivation 82.89 Relative Incidence of Irrigation 8.76 Relative Incidence of Irrigation 7.35 Relative Incidence of Culturable Wastes 0.01 Relative Incidence of Culturable Wastes 0.05 Density of Persons (per sq. km) 228 Density of Persons (per sq. km) 167 Total Population 17154 Total Population 34778 Literate Population 7422 Literate Population 14155 Working Population 7979 Working Population 13458 Working Populationin Primary Sector 82.23 Working Populationin Primary Sector 78.07 Working Populationin Secondary Sector 5.64 Working Populationin Secondary Sector 9.47 Working Populationin Tertiarv Sector 9.39 Working Populationin Tertiary Sector 7.02 Working Population in Quatemarv Sector 2.74 Working Popufationin Quatemary Sector 5.44 Number of Villages I I Number of Villaees 24 Villages with <1000persons X Villageswith <1000persons 14 Villages with 1000-2000 persons | _ _3 Villages with 1000-2000 persons 6 Villages with 2000-3000 persons 2 Villageswith 2000-3000 persons 2 Villages with >3000 persons | I Villages with >3000 persons 2 Relative Incidence of Urban Population 81.76 Relative Incidence of Urban Population -

Name of Major Town |Baealkot Nameof MajBrTown _ Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW | 28.87 Average Width of ROW 29.7 General Land Use (in the Corridor) Agriculture General Land Use (in the Corridor) Agriculture Extent of Agriculture 1 61.27 Extentof Agriculture 82.89 Un-irrigated . 91.24 Un-irrigated 75.54 Irrigated 8.76 Irrigated 7.35 Major Crop Maize, Groundnut, Major Crop Maize. Groundnut, sunflower sunflower Extent of Forests Extent of Forests 2 Number of Industrial estates - Numberof Industrialestates Number of Schools 2 Number of Schools Number of Temples I Number of Temples 4 Number of Hospitals - Number of Hospitals Number of Sites of Cultural Heritage Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extentof Avenue Plantation Averaee Number of Places of Encroachment I Number of Places of Encroachment 3 Number of Places of Congestion Number of Places of Coneestnon -

Note: These notes should be read in conjunction with the SEA Strip Maps.

4 Scott Wilson CES, IIIE Kamataka State Highwvavs Sectoral Environmental Assessment Report Improvement Project Appendix 1.1

Link: IJ Topography Undulating Terrain Petrology Kaladgi Formation Pedology Medium Black Soil Climatic Type Tropical Monsoon Annual Normal Rainfall (mm) 575 Recorded Variation (1996) 836 Recorded Variation (1997) 599 Temperature (Celsius): Range 35 Hottest Month May 41.9(Mean) Coldest Month December 15.9(Mean) Wind Direction (Name of IMD Station) Bijapur Relative Incidence Of Calm (%) 10 Dominant Direction in Moming South west Dominant Direction in Evening South west Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 2.21 Relative Incidence of Cultivation 89.68 Relative Incidence of Irrigation 8.44 Relative Incidence of Culturable Wastes 0.28 Density of Persons (per sq. km) 163 Total Population 56723 Literate Population 21600 Working Population 45532 Working Population in Primary Sector 80.77 Working Population in Secondary Sector 6.58 Working Popuiation in Tertiary Sector 6.93 Working Population in Quatemarv Sector 5.72 Number of Villages 32 Villages with <1000 persons 14 Villages with 1000-2000 persons 9 Villages with 2000-3000 persons 4 Villages with >3000 persons 5 Relatixve Incidence of Urban Population - Name of Major Town Lokapur Major Features of Road Corridor Average Width of ROW 21.03 General Land Use (in the Corridor) Extent of Agriculture Un-irrieated 91.56 irri,gated 8 44 Major Crop Cotton, Sugar cane Extent of ForestsI Number of Industrial estates Number of SchoolsI Number of Temples 5 Number of Hospitals 2 Number of Sites of Cultural Heritage - Extent of Avenue Plantation Average INumberof Places of Encroachment 4 Number of Places of Congestion -

Note: These notes should be read in conjunction with the SEA Strip Maps.

5 Scott Wilson CES / IIIE KarnatakaState Highways SectoralEnvironmental Assessment Report ImprovementProject Appendix I .I

Link: 1-K Link: 2-A Topography RollingTerrain Topoeraphv Gentlyundulating Petrology DeccanTrap Petrology DeccanTrap Pedology Redloamy soil Pedology ShallowBlack Soil Climatic Type TropicalMonsoon Climatic Type TropicalMonsoon AnnualNormal Rainfall (mm) 1376 AnnualNormal Rainfall (nmu) 565 RecordedVariation (1996) 442 RecordedVariation (1996) 1036 RecordedVariation (1997) 771 RecordedVariation (1997) 535 Temperature(Celsius): Range 34 Temperature(Celsius): Range 38 HottestMonth April 38.4(Mean) HottestMonth May 41.9(Mean) ColdestMonth January 10.9(Mean) ColdestMonth December 15.9(Mean) Wind Direction(Name of IMD Station) Belgaum Wind Direction(Name of IMD Station) Bijapur RelativeIncidence Of Calm (%) 34 RelativeIncidence Of Calm (%) (%) 10 DominantDirection in Morning West DominantDirection in Moming Southwest DominantDirection in Evening West DominantDirection in Evening Southwest Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) RelativeIncidence of Forests 17.48 RelativeIncidence of Forests - RelativeIncidence of Cultivation 81.51 RelativeIncidence of Cultivation 94.18 RelativeIncidence of Irrigation 13.02 RelativeIncidence of Irrigation 2.29 RelativeIncidence of CulturableWastes 0.99 RelativeIncidence of CulturableWastes 1.78 Densityof Persons(per sq. km) 258 Densityof Persons(per sq. km) 703 Total Population 121460 Total Population 215552 LiteratePopulation 51607 LiteratePopulation 421 Working Population 45053 WorkingPopulation 57727 WorkingPopuiation in PrimarySector 71.06 WorkingPopulation in PrimarySector 86.68 WorkingPopulation in SecondarySector 12.01 WorkingPopulation in SecondarySector 2.37 WorkingPopulation in TertiarvSector 9.12 WorkingPopulation in TertiarySector 6.42 WorkingPopulation in QuaternarySector 7.81 WorkingPopulation in QuatemarySector 4.54 Number of Villages 48 Number of Villages 5 Villages with 3000persons 16 Villageswith >3000persons 3 RelativeIncidence of UrbanPopulation 76.81 RelativeIncidence of UrbanPopulation 89.59 Nameof Major Town Belgaum Nameof Major Town Bijapur Major Featuresof Road Corridor Major Featuresof Road Comdor 20 AverageWidth of ROW 22.71 AverageWidth of ROW 20 General Land Use Agriculture General Land Use Agriculture Extent of Agriculture Extent of Agriculture Un-irrigated 86.98 Un-irrigated 97.71 Irrigated 13.02 Irrigated 2.29 Major Crop Paddy,Jowar, Major Crop Maize,Jowar, wheat Cotton. Groundnut Extent of Forests I Extent of Forests Numberof Industrialestates - Numberof Industrialestates Numberof Schools I Numberof Schools 2 Number of Temples 5 Number of Temples _ Number of Hospitals 2 Number of Hospitals I Numberof Sitesof CulturalHeritage - Numberof Sitesof CulturalHeritage - Extentof AvenuePlantation Average Extentof AvenuePlantation Average Numberof Placesof Encroachment 8 Numberof Placesof Encroachment 2 Numberof Placesof Congestion I Numberof Placesof Congestion 2

Note: These notes should be read in conjunctionwith the SEA Strip Maps.

6 ScottWilson / CES/ IIIE Karnataka State Highwavs Sectoral EnvironmentalAssessment Report ImprovementProject Appendix 1.1

Link: 2-B Link: 2-C Topography RollingTerrain To ogra hv Rolline Terrain Petrology Deccan Trap Petrology Deccan trap Pedology Shallow Black Soil Pedology Shallow Black Soil Climatic Type Tropical; Monsoon Climatic Type Tropical Monsoon Annual Normal Rainfall (mm) 582 Annual Normal Rainfall (mm) 582 Recorded Variation (1996) 527 RecordedVariation (1996) 527 Recorded Variation (1997) 388 Recorded Variation (1997) 388 Temperature (Celsius):Range 38 Temperature (Celsius): Range 38 HottestMonth 41.9(Mean) HottestMonth 41.9(Mean) Coldest Month 15.9(Mean) Coldest Month 15.9(Mean) Wind Direction (Name of IMD Station) Bijapur Wind Direction (Name of IMD Station) Bijapur Relative Incidence Of Calm (%) 10 Relative Incidence Of Calm (%) 10 DominantDirection in Morning Southwest DominantDirection in Morning South west DominantDirection in Evening Southwest DominantDirection in Evening South west Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 0.47 Relative Incidence of Forests 0.0 Relative Incidence of Cultivation 90.84 Relative Incidence of Cultivation 92.58 Relative Incidence of Irrigation 11.59 Relative Incidence of Irrigation 8.76 Relative Incidence of Culturable Wastes 2.34 Relative Incidenceof Culturable Wastes 0.72 Density of Persons (per sq. km) 214 Density of Persons (per sq. km) 382 Total Population 117396 Total Population 1,37,176 LiteratePopulation 94 LiteratePopulation 82,482 Working Population 77 Working Population 56,194 Working Populationin Pnmary Sector 88.35 Working Populationin Primary Sector 81.93 Working Populationin Secondary Sector 3.5 Working Populationin Secondary Sector 5.46 WorkingPopulation in TertiarvSector 3.69 Working Populationin Tertiary Sector 6.58 WorkingPopulation in QuatemarySector 4.45 Working Populationin Quaternary Sector 6.06 Number of Villages 23 Number of Villages 17 Villages with <1000 persons 2 Villages with <1000 persons 2 Villages with 1000-2000persons 6 Villages with 1000-2000persons 4 Villages with 2000-3000 persons 7 Villages with 2000-3000 persons 6 Villages with >3000 persons 8 Villages with >3000 persons 7 Relative Incidence of Urban Population 27.29 Relative Incidence of Urban Population 16.12 Name of Major Town Athani Name of Major Town Chikodi Major Featuresof Road Corridor Major Features of Road Corridor Average Widthof ROW 1_897 Average Width of ROW 19.99 General Land Use (in the Corridor) Agriculture General Land Use (in the Corridor) Agnculture Extent of Agriculture Extent of Agriculture Un-irrigated 88.41 Un-irrigated 64.15 Irrigated 11.59 Irrigated 35.85 Major Crop Maize, Sunflower, Major Crop Maize, Sunflower, Jaggerv Sugarcane Extent of Forests Extent of Forests Number of Industrialestates Number of Industrialestates - Number of Schools I Number of Schools 2 Number of Temples 2 Number of Temples Number of Hospitals 2 Numberof Hospitals I Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 3 Number of Places of Encroachment Number of Places of Congestion I Number of Places of Congestion 0

Note: These notes should be read in conjunction with the SEA Strip Maps.

7 Scott Wilson/ CES i IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Appendix I . I

Link: 2-D Link: 3-A Topography Rolling Terrain Topographyv UndulatingTerrain Petrology Deccan Trap and Petrology Deccan Trap Kaladgi formation Pedology Shallow Black Soil Pedoiogy Shallow Black soil ClimaticType | Tropical Monsoon Climatic Type Tropical monsoon Annual NormnalRainfall (mm) 635 Annual Normal Rainfall (mm) 565 Recorded Variation (1996) 773 Recorded Variation (1996) 1036 RecordedVariation (1997) 764 Recorded Variation (1997) 535 Temperature (Celsius): Range 34 Temperature (Celsius): Range 38 Honest Month 38.4(Mean) Hottest Month 41.9(Mean) Coldest Month 10.9(Mean) Coldest Month 15.9(Mean) Wind Direction (Name of IMD Station Belgaum Wind Direction (Name of IMD Station) Bijapur Relative Incidence Of Calm (%) 34 Relative Incidence Of Calm (%) 10 Dominant Direction in Moming West DominantDirection in Moming South west Dominant Direction in Evening West DominantDirection in Evening South west Land Use in Link Coridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests Relative Incidence of Forests 7.53 RelativeIncidence of Cultivation 87.57 Relative Incidence of Cultivation 83.7 Relative Incidence of Irrigation 8.76 Relative Incidence of Irrigation 28.77 Relative Incidence of Culturable Wastes 4.19 Relative Incidence of Culturable Wastes 6.16 Density of Persons (per sq. km) 655 Density of Persons (per sq. km) 161 Total Population 110892 Total Population 10441 Literate Population 58178 Literate Population 35069 Working Population 19495 Working Population 39048 Working Population in Primary Sector 84.59 Working Populationin Primary Sector 84.35 WorkingPopulation in SecondarySector 4.72 Working Population in Secondary Sector 6.49 Working Population in Tertiary Sector 5.27 Working Populationin Tertiary Sector 4.88 Working Population in Quatemary Sector 5.41 Working Populationin Quaternary Sector 4.28 Number of Villages 19 Number of Villages 32 Villages with <1000persons 2 Villages with <1000 persons I Villages with 1000-2000persons 4 Villages with 1000-2000persons 12 Villages with 2000-3000 persons 6 Villages with 2000-3000 persons 5 Villages with >3000 persons 7 Villages with >3000 persons 14 Relative Incidence of Urban Population 49.16 Relative Incidenceof Urban Population 72.28 Name of Major Town Chikodi and Name of Major Town Bijapur, Jamkhandi Sankeshwar and Mudhol MajorFeatures of RoadCorridor ____21_9__ Major Features of Road Corridor Average Width of ROW ] 21.91 Average Width of ROW 21.97 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 91.24 Un-irrigated 71.23 Irrigated 8.76 Irrigated 28.77 Major Crop Ground nut, Banana Major Crop Maize, Ground nut,

Extent of Forests Extent of Forests_I Number of Industrial estates Number of Industrial estates _ Number of Schools 3 Number of Schools 3 Number of Temples 2 Number of Temples 9 Number of Hospitals I Number of Hospitals 4 Number of Sites of Cultural Heritage Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 3 Number of Places of Encroachment 19 Number of Places of Congestion I Number of Places of Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

8 Scott Wilson / CES / IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Appendix 1.1

Link: 3B Link: 4A Topography UndulatingTerrain Topography Flat Terrain Petrology Kaladgi Formation Petrology Dharwarian Quartzite Schist Pedology Medium Black soil Pedology Black Soil ClimaticType Tropical Monsoon ClimaticType Tropical Monsoon Annual Normal Rainfall (mm) 565 Annual Normal Rainfall (mm) 545 Recorded Variation (1996) 1036 Recorded Variation(1996) 645 Recorded Variation (1997) 535 Recorded Variation(1997) 399 Temperature (Celsius):Range 38 Temperature(Celsius): Range 30 Hottest Month May 41.9(Mean) HottestMonth May 39.6 (Mean) Coldest Month December 15.9(Mean) Coldest Monthdecember 13.6 (Mean) Wind Direction (Name of IMD Station) Bijapur Wind Direction (Nameof IMD Station) Gadag Relative Incidence Of Calm (%) 10 Relative Incidence Of Calm (%) I I DominantDirection in Morning South west DominantDirection in Moming West DominantDirection in Evening South west DominantDirection in Evening West Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 7.46 Relative Incidence of Forests 0.56 Relative Incidence of Cultivation 81.52 Relative Incidence of Cultivation 87.15 Relative Incidence of Irrigation 17.92 Relative Incidence of Irrigation 47.26 Relative Incidence of Culturable Wastes 0.4 Relative Incidenceof CulturableWastes 52.74 Density of Persons (per sq. km) 152 Density of Persons (per sq. km) 110 Total Population 42388 Total Population 23994 Literate Population 16008 Literate Population 8517 Working Population 18160 Working Population 10265 Working Populationin Primary Sector 83.97 Working Populationin Primary Sector 91.02 Working Populationin Secondary Sector 6.17 Working Populationin Secondary Sector 2.10 Working Populationin Tertiary Sector 5.2 Working Populationin Tertiary Sector 3.15 Working Populationin QuaternarySector 4.66 Working Populationin Quatemary Sector 3.76 Number of Villages 29 Number of Villages 14 Villages with <1000 persons 10 Villages with <1000persons 3 Villages with 1000-2000persons 12 Villages with 1000-2000persons 7 Villages with 2000-3000 persons 4 Villages with 2000-3000 persons 2._ Villageswith >3000 persons 2 Villages with >3000persons 2 Relative Incidence of Urban Population 42.31 Relative Incidenceof Urban Population 55.51 Name of Major Town Mudhol Name of Major Town Nargund Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW I 23.71 Average Width of ROW 14 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 82.08 Un-irrigated 52.74 I rrigated 17.92 Irrigated 47.26 Major Crop Sugar cane, Jowar, Major Crop Maize, Wheat Maize Extent of Forests Extent of Forests Number of Industrial estates Number of Industrialestates Number of Schools 3 Number of Schools Number of Temples 0 Number of Temples Number of Hospitals I Number of Hospitals Number of Sites of Cultural Heritage - Number of Sites of CulturalHeritage Extent of Avenue Plantation Scanty Extent of Avenue Plantation Average Number of Places of Encroachment - Number of Places of Encroachment Number of Places of Congestion 2 Number of Places of Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

9 Scott Wilson / CES/IIIE Karnataka State Highways SectoralEnvironmental Assessment Report ImprovementProject Appendix 1.1

Link: 4C Link: 5A Topoeraphy UndulatingTerrain Topography Flat and Undulating Terrain Petrology Kaladgi formation Petrology Gneiss complex and Kolarian Schist quartzite fomnation Pedology Black soil and Red Pedology Medium black cotton soil loamy soil ClimfiaticType Tropical monsoon Climatic Type Tropical Monsoon type Annual Normal Rainfall (mm) 568-730 Annual Normal Rainfall (mm) 640 Recorded Variation (1996) 485-892 Recorded Variation (1996) 792 Recorded Variation (1997) 447-702 Recorded Variation (1997) . 523 Temperature(Celsius): Range 34 Temperature (Celsius):Range 35 Hottest Month May 38.4(Mean) Hottest Month May 42.2 (mean) Coldest Month December 10.9(Mean) Coldest Month december 14.8 (mean) Wind Direction (Name of IMD Station) Belgaum Wind Direction (Name of IMD Station) Raichur Relative Incidence Of Calm (%) 34 Relative Incidence Of Calm (%) 6% Dominant Direction in Moming West Dominant Direction in Moming South west Dominant Direction in Evening West Dominant Direction in Evening North east Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 2.27 Relative Incidence of Forests 1.99 Relative Incidence of Cultivation 83.76 Relative Incidence of Cultivation 93.9 Relative Incidence of Irrigation 24.62 Relative Incidence of Irrigation 34.39 Relative Incidence of Culturable Wastes 2.69 Relative Incidence of Culturable Wastes 2.09 Density of Persons (per sq. km) 267 Density of Persons (per sq. km) 132 Total Population 172003 Total Population 87496 Literate Population 59016 Literate Population 19673 Working Population 66001 Working Population 39954 Working Population in Primary Sector 82.50 Working Populationin Primary Sector 92.73 Working Populationin Secondary Sector 6.62 Working Populationin SecondarySector 0.96 Working Population in Tertiary Sector 6.18 Working Populationin Tertiary Sector 2.23 Working Populationin Quatemary Sector 5.40 Working Populationin Quaternary Sector 4.08 Number of Villages 47 Number of Villages 53 Villages with <1000 persons 8 Villages with <1000persons 23 Villages with 1000-2000persons 10 Villages with 1000-2000persons 13 Villages with 2000-3000 persons 10 Villages with 2000-3000 persons 3 Villages with >3000 persons 17 Villages with >3000 persons 7 Relative Incidence of Urban Population 35.99 Relative Incidence of Urban Population 45.3 Name of Major Town Hukeri, Gokak Name of Maior Town Manvi, Sindhanur Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW | 18.59 Average Width of ROW 30 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 75.38 Un-irrigated 65.67 Irrigated 24.62 Irrigated 34.39 Major Crop Maize, wheat, Major Crop Paddy, cotton cotton, Sugarcane_ Extent of Forests 2 Extent of Forests Number of Industrial estates - Number of Industrial estates Number of Schools 3 Number of Schools I Number of Temples 2 Number of Temples 19 Number of Hospitals - Number of Hospitals I Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Scanty Numberof Places of Encroachment Number of Places of Encroachment 6 Number of Places of Congestion Number of Places of Congestion 2

Note: These notes should be read in conjunction with the SEA Strip Maps.

10 Scott Wilson / CES / IIIE Karnataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Appendix 1.1

Link: 5B Link: 5C Topography Flat terrain with Topography Rolling Terrain gentle undulation Petrology Gneiss complex Petrology Granite and granodioritic composition Pedology Medium Black Pedology Black soil Cotton soil ClimaticType Tropical Monsoon Climatic Type Tropical Monsoon Annual Normal Rainfall (mm) 582 Annual NormalRainfall (mm) 523 Recorded Variation (1996) 846 Recorded Variation (1996) 960 RecordedVariation (1997) 367 RecordedVariation (1997) 312 Temperature (Celsius):Range 35 Temperature (Ceisius):Range 35 Hottest Month May 42.2 (mean) Hottest Month May 42.2 (mean) Coldest Month December 14.8 (mean) Coldest MonthDecember 14.8 (mean) Wind Direction (Name of IMD Station) Raichur Wind Direction (Name of IMD Station) Raichur Relative IncidenceOf Calm (%) 6 Relative Incidence Of Calm (%) 6 Dominant Direction in Moming Southwest Dominant Direction in Moming South west Dominant Direction in Evening North east Dominant Direction in Evening North east Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 0.32 Relative Incidenceof Forests 39.45 Relative Incidence of Cultivation 96.66 Relative Incidenceof Cultivation 34.77 Relative Incidence of Irrigation 57.77 Relative Incidenceof Irrigation 24.90 Relative Incidence of Culturable Wastes 2.64 Relative Incidenceof CulturableWastes 3.46 Density of Persons (per sq. km) 299 Density of Persons (per sq. km) 149 Total Population 87496 Total Population 29849 Literate Population 37239 Literate Population 8981 Working Population 55427 Working Population 14163 Working Populationin Primary Sector 87.72 Working Populationin Primary Sector 89.29 Working Populationin SecondarySector 2.86 Working Populationin SecondarySector 3.14 Working Populationin Tertiary Sector 5.32 Working Populationin Tertiary Sector 4.68 Working Populationin Quatemary Sector 4.10 Working Populationin Quaternary Sector 2.89 Number of Villages 19 Number of Villages 20 Villages with <1000 persons 6 Villages with <1000 persons 6 Villages with 1000-2000 persons 6 Villages with 1000-2000 persons 6 Villages with 2000-3000 persons 3 Villages with 2000-3000 persons 3 Villages with >3000persons 2 Villages with >3000 persons - 2 Relative Incidence of Urban Population 50.54 Relative Incidence of Urban Population 73.11 Name of Major Town Sindhnur, Name of Major Town Gangavati Gangavati Major Features of Road Corridor Major Features of Road Corridor AverageWidth of ROW | 27.99 Average Width of ROW 26.64 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irigated 42023 Un-irrigated 75.10 Irrigated 57.77 Irrigated 24.9 Major Crop Paddy, Cotton Major Crop Paddy, cotton Extent of Forests -2 Extent of Forests Number of Industrial estates - Number of Industrialestates Number of Schools 6 Number of Schools 2 Number of Temples 13 Number of Temples 7 Number of Hospitals - Number of Hospitals Number of Sites of Cultural Heritage Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment II Number of Places of Encroachment 6 Number of Places of Congestion 2 Number of Places of Congestion I

Note: These notes should be read in conjunction with the SEA Strip Maps.

II Scott Wilson / CES/ IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Appendix 1.1

Link: 6A Link: 6B Topography UndulatingTerrain Topography UndulatingTerrain Petrology AncientGneiss complex Petrology Ancient Gneiss complex Pedology OxidisedRed Soil Pedology Oxidised Red Soil Climatic Type Tropical Monsoon ClimaticType Tropical Monsoon Annual Normal Rainfall (mm) 646 Annual NormalRainfall (mm) 646 Recorded Variation (1996) 788 Recorded Variation (1996) 788 Recorded Variation (1997) 746 Recorded Variation(1997) 746 Temperature (Celsius): Range 30 Temperature(Celsius): Range 30 HottestMonth April 36(Mean) Hottest Month May 36(Mean) Coldest Month January 13.4(Mean) Coldest Monthdecember 13.4(Mean) Wind Direction (Name of IMD Station) Mysore Wind Direction (Name of IMD Station) Mysore Relative Incidence Of Calm (%) 5 Relative IncidenceOf Calm (%) 5 DominantDirection in Moming West and South west Dominant Directionin Morning West and Southwest Dominant Direction in Evening West and South west Dominant Direction in Eveninz West and South west Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 1.98 Relative Incidenceof Forests 1.49 Relative Incidence of Cultivation 57.85 Relative Incidence of Cultivation 60.21 Relative Incidence of Irrigation 16.59 Relative Incidence of Irrigation 7.33 Relative Incidence of Culturable Wastes 23.32 Relative Incidence of Culturable Wastes 24.42 Density of Persons (per sq. km) 226 Density of Persons (per sq. km) 169 Total Population 93,506 Total Population 43,135 Literate Population 36,098 Literate Population 23,659 Working Population 31,534 Working Population 18,668 Working Populationin Primary Sector 90.99 Working Populationin Primary Sector 89.87 Working Populationin Secondary Sector 3.78 Working Populationin Secondary Sector 1.59 Working Populationin Tertiary Sector 5.15 Working Populationin Tertiary Sector 4.78 Working Populationin Quaternary Sector 4.15 Working Population in QuaternarySector 5.2 Number of Villages 139 Number of Villages 81 Villages with <1000 persons 103 Villages with <1000persons 58 Villages with 1000-2000persons 19 Villages with 1000-2000persons 1I Villages with 2000-3000 persons 3 Villages with 2000-3000persons 2 Villages with >3000 persons 4 Villages with >3000 persons 3 Relative Incidence of Urban Population 26.25 Relative Incidence of Urban Population 19.59 Name of Major Town Pandavapura,Melukote,Na Name of Major Town Turuvekere l ______gamangala Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW 26.24 Average Width of ROW 27.54 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-imigated 83.41 Un-irrigated 92.67 Irrigated 16.59 Irrigated 7.33 Major Crop Sugarcane, Paddy Major Crop Paddy Extent of Forests Extentof Forests 2 Number of Industrial estates - Number of Industrial estates Numberof Schools 15 Number of Schools 7 Numberof Temples 8 Number of Temples I I Numberof Hospitals 2 Number of Hospitals 3 Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage - Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 5 Number of Places of Encroachment 12 Number of Places of Congestion 2 Number of Places of Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

12 Scott Wilson / CES I ItIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Appendix 1.1

Link: 6C Link: 6D Topography UndulatingTerrain Topography Undulatingand Hilly terrair Petrology Ancient Gneiss complex Petrology Ancient Gneiss complex Pedology OxidisedRed Soil Pedology Oxidised Red Soil ClimaticType Tropical Monsoon ClimaticType Tropical Monsoon Annual Normal Rainfall (mm) 729 Annual Normal Rainfall (mm) 524 RecordedVariation (1996) 839 Recorded Variation(1996) 623 RecordedVariation (1997) 604 Recorded Variation(1997) 482 Temperature(Celsius): Range 30 Temperature(Celsius): Range 32 HottestMonth May 36(Mean) Honest Month May 37.4(Mean) Coldest Month December 13.4(Mean) Coidest MonthDecember 13.7(Mean) Wind Direction (Name of IMD Station) Mysore Wind Direction (Name of IMD Station) Chitradurga Relative Incidence Of Calm (%) 5 Relative Incidence Of Calm (%) 13 Dominant Direction in Moming West and South west Dominant Directionin Moming West Dominant Direction in Evening West and South west Dominant Direction in Evening West Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 1.74 Relative Incidenceof Forests 27.73 Relative Incidence of Cultivation 63.65 Relative Incidenceof Cultivation 40.15 Relative Incidence of Irrigation 6.48 Relative Incidenceof Irrigation 8.22 Relative Incidence of Culturable Wastes 21.32 Relative Incidenceof CulturableWastes 21.00 Density of Persons (per sq. km) 175 Density of Persons (per sq. km) 112 Total Population 50,218 Total Population 47,618 Literate Population 35,527 Literate Population 21,433 Working Population 19,885 Working Population 18,624 Working Populationin Primary Sector 82.11 Working Populationin Primary Sector 76.57 Workin Populationin SecondarySector 6.75 Working Populationin Secondary Sector 6.84 Working Populationin Tertiary Sector 5.51 Working Populationin Tertiary Sector 9.79 Working Populationin Quatemary Sector 5.57 Working Populationin Quatemary Sector 6.33 Number of Villages 74 Number of Villages 37 Villages with <1000 persons 53 Villages with <1000persons 18 Villages with 1000-2000 persons 15 Villages with 1000-2000persons 11 Villages with 2000-3000 persons I Villages with 2000-3000persons 3 Villages with >3000 persons 2 Villages with >3000persons 3 Relative Incidence of Urban Population 26.02 Relative Incidence of Urban Population 58.32 Name of Major Town Chiknayakanahalli Name of Major Town Hifiyur Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW 39.66 Average Width of ROW 27.12 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 93.52 Un-irrigated 91.78 Irrigated 6.48 Irrigated 8.22 Major Crop Paddy Major Crop Paddy, Groundnut Extent of Forests Extent of Forests 2 Number of Industrial estates - Number of Industrial estates _ Number of Schools 6 Number of Schools 6 Number of Temples 3 Number of Temples 2

Number of Hospitals 2 Number of Hospitals _ Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment I Number of Places of Encroachment 2 Number of Places of Congestion Number of Places of Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

13 Scott Wilson/ CES / IIIE Karnataka State Highways Sectora] EnvironmentalAssessment Report Improvement Project Appendix 1.1

Link: 6E Link: 6F i Topography Undulatingand Hilly terrain Topography UndulatingTerrain Petrology Ancient Gneiss complex Petrology Ancient Gneiss complex Pedology Oxidised Red Soil Pedology Red sandy soil ClimaticType Tropical Monsoon ClimaticType Tropical Monsoon Annual Normal Rainfall (mm) 524 AnnualNormal Rainfall (mm) 458 Recorded Variation (1996) 623 RecordedVariation (1996) 757 Recorded Variation (1997j 482 RecordedVariation (1997) 597 Temperature (Celsius): Range 32 Temperature (Celsius):Range 32 Hottest Month May 37.4(Mean) Hottest Month May 37.4(Mean) Coldest Month December 13.7(Mean) Coldest Month december 13.7(Mean) Wind Direction (Name of IMD Station) Chitradurga Wind Direction (Name of IMD Station) Chitradurga Relative Incidence Of Calm (%) 13 Relative Incidence Of Calm (%) 13 Dominant Direction in Morning West DominantDirection in Moming West Dominant Direction in Evening West DominantDirection in Evening West Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 0.98 Relative Incidence of Forests 8.95 Relative Incidence of Cultivation 82.95 Relative Incidence of Cultivation 68.64 Relative Incidence of Irrigation 8.90 Relative Incidence of Irrigation 12.98 Relative Incidence of Culturable Wastes 8.93 Relative Incidence of Culturable 13.66 Wastes Density of Persons (per sq. km) 122 Density of Persons (per sq. km) 143 Total Population 39,550 Total Population 51,108 Literate Population 17,404 Literate Population 16,977 Working Population 17,306 Working Population 21,234 Working Populationin Primary Sector 86.44 Working Populationin Primary Sector 90.90 Working Populationin Secondary Sector 4.2 Working Populationin Secondary 5.43 Sector l Working Populationin Tertiary Sector 4.97 Working Populationin Tertiary Sector 4.69 Working Populationin Quatemary Sector 4.43 WorkingPopulation in Quaternary 3.99 l______Sector ______Number of Viliages 31 Numberof Villages 30 Villages with <1000 persons 13 Villages with <1000 persons 10 Villages with 1000-2000persons 10 Villageswith 1000-2000persons 13 Villages with 2000-3000 persons 5 Villages with 2000-3000persons 4 Villages with >3000 persons I Villageswith >3000persons I Relative Incidence of Urban Population 72.64 Relative Incidenceof Urban Population 42.88 Name of Major Town Hirivur.Challakere Name of Maior Town Challakere Major Features of Road Corridor , Major Features of Road Corridor Average Width of ROW [T41.37 Average Width of ROW 42.35 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 91.10 Un-irrigated 87.02 Irrigated 8.90 Irrigated 12.98 Major Crop Paddy, Groundnut,Sunflower Major Crop Groundnut, Sunflower Extent of Forests Extentof Forests 2 Number of Industrial estates - Number of Industrialestates _ Number of Schools 6 Number of Schools 2 Number of Temples 4 Number of Temples 6 Number of Hospitals __Number of Hospitals _ Number of Sites of Cultural Heritage Number of Sites of Cultural Heritage - Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 2 Number of Places of Encroachment 4 Numberof Places of Congestion I Number of Places of Congestion I

Note: These notes should be read in conjunctionwith the SEA Strip Maps.

14 Scott Wilson / CES IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report Improvement Project Appendix 1.1

Link: 6G Link: 6H Topography UndulatingTerrain Topography Undulating Terrain Petrology Younger Gneiss complex Petrology Younger Gneiss complex and Gold bearing schist belt Pedology Deep Black Soil Pedology Deep Black soil Climatic Type Tropical Monsoon Climatic Type Tropical Monsoon Annual Normal Rainfall (mm) 525 Annual NormalRainfall (mm) 582 Recorded Variation (1996) 656 Recorded Variation (1996) 846 Recorded Variation (1997) 279 Recorded Variation (1997) 367 Temperature (Celsius):Range 33 Temperature (Celsius):Range 33 1 Hottest Month April 41.4(Mean) Hottest MonthApril 41.4(Mean) Coldest Month December 14.4(Mean) Coldest Month December 14.4(Mean) Wind Direction (Name of IMD Station) Bellary Wind Direction (Name of IMD Station) Bellary Relative Incidence Of Calm (%) 26 Relative IncidenceOf Calm (%) 26 Dominant Direction in Moming North-West DominantDirection in Morning North-West Dominant Direction in Evening North-West DominantDirection in Evening North-West Land Use in Link Corridor (5-km swath) Land Use in Link Corridor(5-km swath) Relative Incidence of Forests 15.91 Relative Incidence of Forests 2.69 Relative Incidence of Cultivation 62.15 Relative Incidence of Cultivation 76.11 Relative Incidence of Irrigation 15.12 Relative Incidence of Irrigation 55.87 Relative Incidence of Culturable Wastes 15.9 Relative Incidenceof CulturableWastes 13.13 Density of Persons (per sq. km) 123 Density of Persons (per sq. km) 183 Total Population 34,311 Total Population 123,638 Literate Population 9,559 Literate Population 31,396 Working Population 15,209 Working Population 60,631 Working Populationin Primary Sector 84.94 Working Populationin Primary Sector 92.58 Working Populationin Secondary Sector 5.34 Working Populationin SecondarySector 1.47 Working Populationin Tertiary Sector 6.54 Working Populationin Tertiary Sector 2.91 Working Populationin Quatemary Sector 3.15 Working Populationin Quatemary Sector 2.42 Number of Villages 34 Number of Villages 46 Villages with <1000 persons 20 Villages with <1000 persons 8 Villages with 1000-2000persons 9 Villages with 1000-2000persons 9 Villages with 2000-3000 persons 3 Villages with 2000-3000persons 9 Villages with >3000 ons I Villages with >3000 persons 15 Relative Incidence of Urban Population 87.73 Relative Incidenceof Urban Population 72.20 Name of Major Town Bellary Namneof Major Town Bellary, Siruguppa, Sindhanur Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW I32.93 Average Width of ROW 29.78 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Agriculture Un-irrigated 84.88 Un-irrigated 44.13 Irrigated 15.12 Irrigated 55.87 Major Crop Paddy,Cotton Major Crop Paddy,Cotton Extent of Forests I Extent of Forests Number of Industrial estates _ Number of Industrialestates - Number of Schools 5 Number of Schools 13 Number of Temples 15 Number of Temples 22 Number of Hospitals - Number of Hospitals Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage - Extent of Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 6 Number of Places of Encroachment 13 Number of Places of Congestion Number of Places of Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

15 Scott Wilson / CESI IIIE Kamataka State Highways Sectoral EnvironmentalAssessment Report ImprovementProject Appendix 1.1

Link: 6J Link: 6K _ _| Topography UndulatingTerrain Topography UndulatingTerrain Petrology Younger gneiss complex Petrology Youngergneiss complex Pedology Deep Blacksoil Pedology Deep Black soil ClimaticType Tropical monsoontype ClimaticType Tropical monsoon type Annual Normal Rainfall (mm) 564 Annual Normal Rainfall (mm) 564 Recorded Variation (1996) 739 Recorded Variation (1996) 739 Recorded Variation (1997) 598 Recorded Variation (1997) 598 Temperature (Celsius): Range 35 Temperature(Celsius): Range 35 HottestMonth May 42.2(Mean) Hottest MonthMay 42.2(Mean) Coldest Month December 14.8(Mean) Coldest Monthdecember 14.8(Mean) Wind Direction (Name of IMD Station) Raichur Wind Direction (Name of IMD Station) Raichur Relative Incidence Of Calm (%) 6 Relative IncidenceOf Calm (%) 6 Dominant Direction in Morning Southwest Dominant Direction in Morning Southwest Dominant Direction in Evening Northeast Dominant Direction in Evening Northeast Land Use in Link Corridor (5-kmswath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests 2.09 Relative Incidence of Forests 3.81 Relative Incidence of Cultivation 85.02 Relative Incidence of Cultivation 74.88 Relative Incidence of Irrigation 20.64 Relative Incidence of Irrigation 20.87 Relative Incidence of CulturableWastes 0.68 Relative Incidence of CulturableWastes 2.18 Density of Persons (per sq. km) 165 Density of Persons (per sq. km) 116 Total Population 70,185 Total Population 55,263 Literate Population 20,259 Literate Population 11,010 Working Population 31,737 Working Population 24,563 Working Population in Primary Sector 87.02 Working Populationin Primary Sector 86.27 Working Population in Secondary Sector 1.36 Working Populationin Secondary Sector 3.7 Working Population in Tertiary Sector 5.96 Working Populationin Tertiary Sector 6.00 Working Population in Quaternary Sector 4.17 Working Populationin Quaternar Sector 4.02 Number of Villages 43 Number of Villages 45 Villages with <1000 persons 19 Villages with <1000persons 20 Villages with 1000-2000 persons 15 Villages with 1000-2000persons 13 Villages with 2000-3000 persons 4 Villages with 2000-3000persons 4 Villages with >3000 persons I Villages with >3000persons 3 Relative Incidence of Urban Population 48.35 Relative Incidenceof UrbanPopulation 48.84 Name of Major Town Sindhanur,Lingsugur Namneof Major Town Lingsugur,Shorapur Major Features of Road Corridor Major Features of Road Corridor Average Width of ROW |30 Average Width of ROW 29.24 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture . Extent of Agriculture Un-irrigated 79.36 Un-irrigated 79.13 Irrigated 20.64 Irrigated 20.87 Major Crop Paddy, Groundnut Major Crop Pabby,Groundnut,Whea t Extent of Forests_ Extent of Forests 4 Number of Industrial estates Number of Industrial estates - Number of Schools I I Number of Schools 6 Number of Temples 14 Number of Temples 6 Number of Hospitals -_Number of Hospitals _ Number of Sites of Cultural Heritage - Number of Sites of Cultural Heritage - Extentof Avenue Plantation Average Extent of Avenue Plantation Average Number of Places of Encroachment 5 Number of Places of Encroachment 4 Number of Places of Congestion I Number of Places of Congestion -

Note: These notes should be read in conjunction with the SEA Strip Maps.

16 Scon Wilson / CES / IIIE Karnataka State Highways SectoralEnvironmental Assessment Report ImprovementProject Appendix I -I

Link: 6L Link: 6M Topography UndulatingTerrain Topography UndulatingTerrain Petrology Bhimaformation Petrology Bhimaformation Pedology Black Soil Pedology Black Soil Climatic Type Tropical MonsoonType ClimaticType Tropical MonsoonType AnnualNormal Rainfall (mm) 723 Annual Normal Rainfall (mm) 697 RecordedVariation (1996) 1030 RecordedVariation (1996) 887 Recorded Variation (1997) 733 RecordedVariation (1997) 806 Temperature (Celsius):Range 40 Temperature(Celsius): Range 40 Hottest Month May 42.8(Mean) HottestMonth May 42.8(Mean) Coldest Month December 11.7(Mean) Coldest Month december 11.7(Mean) Wind Direction (Nameof [MD Station) Gulbarga Wind Direction (Nameof IMD Station) Gulbarga Relative Incidence Of Calm (%) 12 Relative Incidence Of Calm (.e/) 12 Dominant Direction in Moming Southwest Dominant Direction in Morning Southwest Dominant Direction in Evening South west Dominant Directionin Evening South west Land Use in Link Corridor (5-km swath) Land Use in Link Corridor (5-km swath) Relative Incidence of Forests_4.70_Relative Incidence of Forests 6.02 Relative Incidence of Cultivation 8326 RelativeIncidence of Cultivation 85.73 Relative Incidence of Irrigation 0.84 _ Relative Incidence of Irrigation 0.46 Relative Incidence of CulturableWastes 3.90 Relative Incidenceof CulturableWastes 3.87 Density of Persons (p_ersq. km) 106 Density of Persons (per sq. km) 131 Total Population 12,905 _ Total Population 43,729 Literate Population 2,596 _ Literate Population 12,921 Working PoDulat____5_724_ Working Population 17,328 Working Populationin Primary Sector 91.4 WorkingPopulation in Primary Sector 78.87 Working Population in Secondary Sector 1.97 WorkingPopulation in SecondarySector 3.8 Working Populationin Tertiary Sector 3.98 Working Populationin Tertiary Sector 10.10 Workin Populationin Quatern Sector 2.6 WorkingPopulation in QuaternarySector 7.24 26 Number of_Villages_ __ Number of Villages V*Ilages wih <100 p rsons 6 Villages with <1000 persons 14 Villages with 1000-2000 persons 2 Villages with 1000-2000 persons 3 Villages with 2000-3000persons Villageswith 2000-3000perns 2 Villagcs with >3000 persons l Villages with >3000 persons 4 RelativeIncidence of Urban Population 65.71 Relative Incidenceof Urban Population 73.35 Name of Major Town Shahpur Name of Major Town Shahpur Major Features of Road Corridor Maior Features of Road Corridor Average Width of ROW 30 Average Width of ROW 28.2 General Land Use (in the Corridor) GeneralLand Use (in the Corridor) Extent of Agriculture | Extent of Agriculture Un-irrigated 99.16 Un-irrigated 99.54 Irrigated 0.84 Irrigated 0.46 Major Crop Paddy Maior Crop Paddy Extent of Forests I Extent of Forests I Number of Industrial estates Number of Industrial estates _ Numberof Schools I Numberof Schools 7 Number of Temples l Number of Temples 2 Number of Hospitals I Number of Hospitals Numberof Sites of Cultural Heritage Number of Sites of Cultural Heritage - Extent of Avenue Plantation Average Extent of AvenuePlantation Average Number of Places of Encroachment _ Numberof Places of Encroachment 2 Numnberof Places of Congestion - Number of Places of Congestion I

Note: These notes should be read in conjunctionwith the SEA Strip Maps.

17 Scott Wilson / CES / IIIE KamantakaState Hichwa!s SectoralEr ironmentalAssessment Report ImprovementProject Appendix1

Link: 6N Link: 60 Topocraphv Undulatin2 Terrain Topoeraphv Rolline and hilly Terrain Petrologv i Bhimafomnation Petroloev | Laterite Pedolocv BlackSoil Pedology BlackSoil Climatic Type TropicalMonsoon Type ClimaticType TropicalMonsoon Type AnnualNormal Rainfall(mm) 697 AnnualNormal Rainfall mm) 697 Recorded Variation (1996) 887 Recorded Variation (199) 887 RecordedVariation (1997) 806 RecordedVariation ( 199-) 806 Temperature(Celsius): Range 40 Temperature(Celsius l: Rance 40 HottestMonth Mav 42.8(Mcan) HottestMonth May 42.8(Mean) ColdestMonth December 11.7(Mean) ColdestMonth December 11.7(Mean) Wind Direction(Name of IMD Station) Guibarga Wind Direction(Name of IMD Gulbarga I______Station) Rclativ IncidenceOf Calm(%/O) *12 RelativeIncidence Of Calm(%) 12 DominantDirection in Mominc Southwest DominantDirection in Nlomina Southwest DominantDirection in Evenine Southwest DominantDirection in E enin" Southwest LandUse in Link Corridor(5-km swvath) LandUse in Link Corridor(5-km : ______sw ath) RclativeIncidence of Forests 0.81 RelativeIncidence of Forests 5.47 RelativeIncidence of Cultivation 92.05 RelativeIncidence of Culiivation 78.98 RelativeIncidence of Irrmiation 1.28 RelativeIncidence of IrTigation 4.33 RelativeIncidence of CulturableWastes 2.77 RelativeIncidence of Culturable 7.97 Wastes Densitvof Personstper sq.km) 222 Densitvof Persons(per sq.km) 164 Total Population 62.616 TotalPopulation 67.298 LiteratePopulation 12.750 LiteratePopulation 24.299 WorkingPopulation 15.042 WorkinePopulation 25.530 WorkingPopulation in PrimarySector 85.87 WorkingPopulation in PrimarvSector 79.78 UWorkingPopulation in SecondarvSector 3.94 WorkingPopulation in Secondary 3.32 ______Sector working Populationin TertiaryvSector 11.58 WorkingPopulation in Teriarv Sector 8.54 WorkingPopulation in QuaternarvSector S.22 WorkingPopulation in Quatemary 8.92 Sector Numberof Villages 17 Numberof Villages 54 Villageswith <1000persons _ Villageswith <1000persons 220 Villageswith 1000-2000persons _ Villages with 1000-2000persons 25 Villazes with 2000-3000 persons S Villages with 2000-3000persons 2 Villages with >3000persons 5 Villageswith >3000persons 6 Relative Incidenceof UrbanPopulation 83.23 RelativeIncidence of Urban 83.73 Population Nameof Major Town Gulbarga Nameof Major Town Gulbarea.Homnabad NlajorFeatures of RoadCorridor Major Featuresof RoadCorridor A verageWidth of ROW 28.63 AverageWidth of ROW 28.91 General Land Use(in the Corridor) General Land Use (in the Corridor) Fxtent of Agriculture Extent of Agriculture Un-irrigated 98.72 Un-irrigated 95.67 Irricared 1.28 Irrigated 4.33 Major Crop Groundnut,Sunflower, Major Crop Groundnut,Sunflower, Paddv Paddy Extent of Forests Extent of Forests 3 Numberof Industrialestates Numberof Industrialestates - Nunmberof Schools 5 Numberof Schools 8 Numberof Temples 7 Numberof Temples 8 Number of Hospitals __Number of Hospitals I Numberof Sitesof CulturalHeritace - Numberof Sitesof CulturalHeritaue - Extentof AvenuePlantation Averaee Extentof AvenuePlantation Scantv Nuumber of Placesof Encroachment . Number of Placesof Encroachment 10 Numberof Placesof Consestion i Numberof Placesof Conrgestion I

Note: These notes should be read in conjunction with the SEA Strip Maps.

IS ScottWilson / CESI IIIE Kamataka State Hi h\a\s Sectoral Environmental AssessmentReport I mprovement Prolect Appendix 1.1

Link: 6P j Topooraphv Rollingand Undulating l ______T errain Petrology Laterite Pedology OxidisedRed Soil ClimaticType TropicalMonsoon Type iAnnual NormalRainfall tmm) 941 RecordedVariation (1996) 947 |RecordedVanation (1997) 774 Temperature(Celsius): Range 37 HottestMonth May 41.I(Mean) IColdest MonthDecember 13.9(Mean) IWindDirection (Name of IMD Station) South Relative IncidenceOf Calm (%) 4 DominantDirection in Morning South I DominantDirection in Eveninc Southand South wvest Land Use in Link Corridor (5-km swath) F Relati e Incidenceof Forests 5.84 ReiativeIncidence of Cultivation 66.61 RelativeIncidence of Irrigation 13.58 RelativeIncidence of CulturableWastes 19.96 Densitvof Persons(per sq. km) 261 TotalPopulation 83.190 I LneratePopulation 2&454 Working Population 30.940 WorkingPopulation in PrimarySector 77.09 iWorking Populationin SecondarvSector 6.32 WorkingPopulation in TeniarySector 8.58 Working Population in QuaternarvSector 8.37 Number of Villages 31 Villages withcl000 persons 2 Villaaeswith 1000-2000persons 13 Villageswith 2000-3000persons I1 Villageswith >3000persons 5 RelativeIncidence of UrbanPopulation 29.95 Nameof MaTorTown Homnabad Maior Featuresof RoadCorridor AverageWidth ofROW 29.91 General Land Use (in the Corridor) Extentof Agriculture Un-irniated 86.42 Irrizated 13.58 M21a1orCrop Paddy Extentof Forests I Numberof Indusmalestates - Numberof Schools 3 Number of Temples I I Number of Hospitals Numberof Sitesof CulturalHeritage Extentof AvenuePlantation Average Numberof Placesof Encroachment 3 LNumber of Placesof Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

19 Scott Wilson / CES / IIIE KarnatakaState Hichwavs SectoralEr ironmentalAssessment Report ImprovementProject Appendix1.1

Link: 8A Link: 8B Topographv UndulatingTerrain Topoeraphv UndulatingTerrain Petrology Dhai-varSchist Petrology Dharwarschist quartzitc Quartzite Pedology Redloamxv soil Pedologv RedLoamy soil Climatic Type Tropicalmonsoon ClimaticType TropicalMonsoon AnnualNormal Rainfall(mm) 1780 AnnualNormal Rainfall (mm) 1317-2699 RecordedVariation (1996) 166(0 RecordedVariation (1996) 1089-2103 RecordedVariation (1997) 355 RecordedVariation (1997) 1225-3008 Temperature(Celsius): Ranee 34 Temperature(Celsius): Range 34 HottestMonth May 38.4(Mean) HottestMonth Mav 38.4(Mean) ColdestMonth December 10.9(Mean) ColdestMonth December 10.9(Mean) I Wind Direction(Name of IMD Station) Belvaum WindDirection (Name of IMD Station) Belgaum RelativeIncidence Of Calm (%) 34 RelativeIncidence Of Calm(%) 34 DominantDirection in Moming West DominantDirection in Moming West DominantDirection in Evening West DominantDirection in Evening West Land Usein Link Corridor(5-km swath) LandUse in Link Corridor(5-km swath) RelativeIncidence of Forests 17.12 RelativeIncidence of Forests 40.78 RelativeIncidence of Cultivation 59.06 RelativeIncidence of Cultivation 30.50 RelativeIncidence of Irrigation 20.45 RelativeIncidence of Irrigation 12.83 RelativeIncidence of CulturableWastes 1.3 RelativeIncidence of CulturableWastes 1.28 Densityof Persons(per sq. km) 212 Densitvof Persons(per sq. km) 116 jTotal Population 58012 TotalPopulation 45572 LiteratePopulation 26822 LiteratePopulation 16695 Wx-orking Population 23706 WorkingPopulation 23706 WorkingPopulation in PrimarvSector 83.06 WorkingPopulation in PrimarySector 90.80 ,Vorking Populationin SecondarvSector 5.63 WorkingPopulation in SecondarySector 4.17 Working Population in TertiarvSector 7.61 WorkingPopulation in TertiarySector 3.29 WorkingPopulation in QuatemarvSector 5.20 WorkinePopulation in QuatemarvSector 3.76 Numberof Villages 44 Numberof Villages 65 Villages with <1000persons 20 Villageswith <1000persons 43 Villages with 1000-2000persons IS Villageswith 1000-2000persons I1 I Villages with2000-3000 persons 3 Villageswith 2000-3000persons 3 Villageswith >3000persons 3 Villageswith >3000persons 3 RelativeIncidence of UrbanPopulation 33.49 RelativeIncidence of UrbanPopulation 43.44 Name of Major Town Khanapur,Alnavar Nameof MajorTown Alnavar.Haliyal. Yellapur Major Featuresof RoadCorridor Major Featuresof RoadCorridor Average Width of ROWA" 12.61 AveraeeWidth of ROW 19.01 iGeneral LandUse (in theCorridor) _ GeneralLand Use (in the Corridor) Extent of Agriculture i Extentof Agriculture Un-irrieated 79.55 Un-irrigated 87.17 Irrigated 20.45 Irrigated 12.83 Major Crop Paddv MajorCrop Paddy,Banana, Areca nut, Coconut Extentof Forests Extentof Forests 2 Numberof Industrialestates - Numberof Industrialestates _ Numberof Schools 2 Numberof Schools Numberof Temples I Numberof Temples Numberof Hospitals I Numberof Hospitals Numberof Sitesof CulturalHeritace - Numberof Sitesof CulturalHeritagze xExentof AvenuePlantation Dense Extentof AvenuePlantation Dense Numberof Placesof Encroachment Numberof Placesof Encroachment 4 Numberof Placesof Congestion - Numberof Placesof Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

20 Scott Wilson/ CES/ IIIE KarnatakaState Highways SectoralEnvironmental Assessment Repon ImprovementProtect AppendixL.i

Link: 8C | Link: 8D Topography Undulatinn Terrain Topography Undulatine Terrain Petrology DharwarSchist Petrology Dharwarschist quartzite Quartzite Pedologv Red loamysoii Pedologv RedLoamy soil Climatic Type Tropicalmonsoon ClimaticType TropicalMonsoon AnnualNormal Rainfall (mm) 2699 AnnualNormal Rainfall (mm) 2535-2983 RccordedVariation (19961 2103 RecordedVariation (1996) 2030-2901 !RecordedVariation (1997) 3008 RecordedVariation (1997) 2057-3913 ! Temperature(Celsius): Range 34 Temperature(Celsius): Ranee 34 HottestMonth Mav 38.4(Mean) HonestMonth Mav 38.4(Mean) ColdestMonth December 10.9(Mean) ColdestMonth December 10.9(Mean) Wind Direction(Name of IMD Station) Beleaum Wind Direction(Name of IMD Station) Belgaum RelativeIncidence Of Calm(%) 34 RelativeIncidence Of Calm(%) 34 DominantDirection in Momin2 West DominantDirection in Momine West DominantDirection in Evening West DominantDirection in Evening West LandUse in Link Corridor(5-km swvath) LandUse in Link Cornidor(5-km swath) RelativeIncidence of Forests 83.41 RelativeIncidence of Forests 75.08 RelativeIncidence of Cultivation 12.28 RelativeIncidence of Cultivation 18.59 IRelative Incidenceof Imrgation 36.44 RelativeIncidence of Irrigation 80.92 IRelative Incidenceof CulturableWastes 1.57 RelativeIncidence of CulturableWastes 3.37 Densitvof Persons(per sq. km) 72 Densitvof Persons(per sq. km) 109 ITotal Population 23776 TotalPopulation 24128 LiteratePopulation 15950 LiteratePopulation 15151 W\orkingPopulation 10025 WorkingPopulation 10798 WorkingPopulation in PrimarvSector 85.69 WorkingPopulation in PrimarvSector 90.1 W\orkingPopulation in SecondarySector 2.05 WorkingPopulation in SecondarvScctor 1.81 Working Populationin TertiarvSector 6.39 WorkingPopulation in TertiarvSector 4.12 Working Populationin QuatemarvSector 7.71 WorkingPopulation in QuatemarvSector 4.74 ' Numberof Villages 51 Numberof Villages 71 Villageswith <1000persons 47 Villageswith <1000persons 68 Villageswith 1000-2000persons 3 Villageswith 1000-2000persons 3 Villageswith 2000-3000persons I Villageswith 2000-3000persons - Villageswith >3000persons - Villageswith >3000persons - RelativeIncidence of UrbanPopulation 49.81 RelativeIncidence of UrbanPopulation 27.49 Nameof Major Town Yellapurand Sirst Nameof MajorTown Sirsi MatorFeatures of RoadCorridor MajorFeatures of RoadCorridor A verage Width of ROWA" 12.11 Average Width of ROW 9.55 GeneralLand Use (in the Corridor) GeneralLand Use (in the Corridor) Extentof Agriculture Extentof Agriculture Un-irrigated 63.58 Un-irrigated 19.08 ITrizated 36.45 Irrigated 80.92 MIajorCrop ArecaNut, banana MajorCrop Paddy,Banana. Areca nut, Coconut Extent of Forests Extent of Forests 75.08 \umber of Industrialestates Numberof Industrialestates - Number of Schools i Number of Schools 4 Number of Temples Numberof Tempies 3 Numberof Hospitals I Numberof Hospitals \umber of Sitesof CulturalHeritace Numberof Sitesof CulturalHeritage Extentof AvenuePlantation Dense Extentof AvenuePlantation Dense Numberof Placesof Encroachment Numberof Placesof Encroachment Numberof Piacesof Congestion Numberof Placesof Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

21 Scott Wilson , CES / IIIE Karnataka State Highways Sectoral En ironmental Assessment Report ImprovementProject Appendix1.1

Link: 8E Topography Mountainousand lindulatine Terrain Petrology DharwarSchist Quartzitc Pedologv Redloamr soil ClimaticType Tropicalmonsoon AnnualNormnal Rainfall (mm) 2983 RecordedVariation (1996) 2057 RecordedVariation (1997) 3913 Temperature(Celsius): Range 28 HottestMonth May 38.1 ColdestMonth December 10.6 Wind Direction(Name of IMD Station) Shimoza Relative Incidence Of Calm (%) 49 DominantDirection in Moming Southwestand west DominantDirection in Evening West LandUse in Link Corridor(5-km swath) RelativeIncidence of Forests 62.59 RelativeIncidence of Cultivation 32.23

Relative Incidence of Irrigation _ RelativeIncidence of CulturableWastes 2.17 Densityof Persons(per sq. km) 126 Total Population 10204 LiteratePopulation 5084 WorkingPopulation 88.55 WorkingPopulation in PrimarySector 5.84 WorkingPopulation in SccondaryScctor 2.80 WorkinePopulation in TertiarvScctor 3.28 WorkingPopulation in QuatemarvSector 16 Numberof Villaees 0 Villageswith <1000persons T6 Villageswith 1000-2000persons - Villageswith 2000-3000persons Villages with >3000 persons . RelativeIncidence of UrbanPopulation 33.49 Name of Major Town Major Features of Road Corridor AverageWidth of ROW [16.4 GeneralLand Use (in the Corridor) Extentof Auriculture Un-irrizated 100 Irrigated Major Crop Banana Extentof Forests 62.59 Numberof Industrialestates Numberof Schools 2 N umber of Temples _ Number of Hospitals Number of Sites of Cultural Heritage Extentof AvenuePlantation Dense Numberof Piacesof Encroachment Numberof Placesof Coneestion l

Note: These notes should be read in conjunction with the SEA Strip Maps.

22 ScottWilson / CES/ IIIE Kamataka State Htehwaxs Sectoral Environmental AssessmentReport Improvement Project Appendix 1.1

Link:9A | Link: 9B Topographv I Undulatinu Terrain Topography Undulatino I Terrain Pctrologx I Ancicnt Granitc Petrolov Ancient Granite PedoloLx I Red soiI Pedologv Red soil Climatic Type Tropical Monsoon Climatic Type Tropical Monsoon iAnnual Normal Rainfall Imm) 657 Annual Normal Rainfall (mm) 555 Recorded Variation (1996) !1082 RecordedVariation (1996! 650 ~Recorded Variation ( 1997) 519 RecordedVariation (1997) 677 Temperature (Celsius): RanLe 33 Temperature (Celsius): Range 33 HottestMonth April 414(Mean) HonestMonth Mav 41.4(Mean) Coldest Month December 14.4(Mean) Coldest Month December 14.4(Mean) Wind Direction (Name of IlND Station) I Bellarv Wind Direction (Name of IMD Station) Bellarv IRelative Incidence Of Calm %l 26 Relative Incidence Of Calm (M) 26 DominaDnt Direction in MorminL Northwest Dominant Direction in Mominre Northwest Dominant Direction in Evening Northwest Dominant Direction in Evening Northwest Land Usc in Link Corridor (S-km swath) _ Land Use in Link Corridor (5-km swath I Reiative Incidence of Forests 15 '9 Relative Incidence of Forests 16.19 Relatie Ivncidenceof Cultivation 50.29 Relative Incidence of Cultivation 51.92 Relative Incidence of Irrication 17 65 Relative Incidence of Irrication 4.04 Relatiive Incidence of Culturable Wastes 1.63 Relative Incidence of Culturable Wastes Densitv of Persons(per sq. kim) 4(0 Densitv of Persons(per sq. kIm) 107 Total Population 20.809 Total Population 14,301 Literate Population 7.594 Literate Population 3.997 Working Population S.446 Workine Population 5.943 Working Population in Primary Sector i 78.32 Working Population in Primary Sector 92.87 Working Population in Sccondary Sector 6.95 Workinm Population in SecondarySector 1.73 WVorkingPopulation in Teriary Scctor 8.42 Working Population in Tertiary Sector 2.81 Working Population in QuaternarvSector ! 6.31 Working Population in Quatemary Scctor 2.59 NNumber of Villages 6 Number of Villages S Villages with <1000 persons I Villages with <1000 persons 2 Villages with 1000-2000persons 2 Villages with 1000-2000persons 4 Villages with 2000-3000 persons - Villages with 2000-3000 persons I Villagzeswith >3000 Dersons 3 Villages with >3000 persons I Relative Incidence of Urban Population - Relative Incidence of Urban Population 70.48 IName of Major Town I Name of Major Town Harpannahalli Major Featuresof Road Corridor Major Featuresof Road Corridor Average Width of ROW 31.98 Average Width of ROW 21.18 General Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture Extent of Anriculture I Un-irrigated 1 82.35 Un-irrigated 95.96 F Irrigated 117.65 Irrigated 4.04 Maior Crop I - Major Crop Paddy Extent of Forests Extent of Forests Number of Industrial estates - Number of Industrial estates Number of Schools - Number of Schools N umber of Temples - Number of Temples Numberof Hospitals - Number of Hospitals Number of Sites of Cultural Heritage 1 Number of Sites of Cultural Heritage Extent of Avenue Plantation Average Extent of Avenue Plantation Average iNumber of Placesof Encroachment - Number of Placesof Encroachment Number of Places of Congestion - Number of Placesof Congestion

Note: These notes should be read in con.lunction with the SEA Strip Maps.

23 Scott Wilson / CES i IIIE KamatakaState Highwvavs SccioralEn\ ironmentalAssessment Report ImprovementProject Appendix1.1

Link: 9C Link: 9D l Topography Undulatingterrain Topography lndulating Terrain jPetrology [ Dharvarschist Petrology Chitradurga Quartzite Group(Schist I . ______quartzite) Pedolov i Redsoil Pedologv Red soil ClimaticType TropicalNMonsoon ClimaticType Tropical Monsoon * AnnualNormal Rainfall(mmn) 55-56( AnnualNormal Rainfall (mm) 566-620 XRecordedVariation (1996) !71-65t RecordedVariation (1996) 571-634 IRecordedVariation (1997) 580-677 RecordedVariation (1997) 580-812 Temperature(Ccisius): Range 1 33 Temperature(Celsius 1: Ranee 33 HottestMonth Mav 37.9(Mean) HonestMonth May 37.9(Mean) ColdestMonth December 10.6(Mean) ColdestMonth December 10.6(Mean) Wind Direction(Name of IMD Station I Shimoga Wind Direction(Name of IMD Station) Shimoga RelativeIncidence Of Calm (%) i 38 RelativeIncidence Of Calm(%) 38 DominantDirection in Morning Southand DominantDirection in Mnoming Southand _ Southvest Southwest DominantDirection in Evening Southand DominantDirection in Evening Southand Southwvest Southwest LandUse in Link Corridor(5-km swath) LandUse in Link Corridor(5-km swath) RelativeIncidence of Forests 15.35 RelativeIncidence of Forests 3.41 RelativeIncidence of Cultivation !(16.56 RelativeIncidence of Cultivation 75.47 RelativeIncidence of Irrigation 13.96 RelativeIncidcnce of Irrization 47.79 IRelative Incidenceof CulturableWastes 0.05 RelativeIncidence of CulturableW astes 6.34 Densityof Persons(per sq. km) 1t84 Densityof Persons(per sq. km) 324 I Total Population 46.978 TotalPopulation 88,612 LiteratePopulation _ 16.325 LiteratePopulation 39,177 IWorking Population I 19.888 WorkinePopulation 35.972 | WorkingPopulation in PrimarySector | 84.3 WorkingPopulation in PrimarySector 84.65 WorkingPopulation in SecondarySector 6.83 WorkingPopulation in SecondarvSector 4.74 WorkingPopulation in TertiarySector 5.40 WorkingPopulation in TertiarvSector 6.38 | WorkingPopulation in QuatemarySector 3.44 WorkingPopulation in QuatemarvSector 4.23 Numberof Villages 226 Numberof Villages 44 Villageswith <1000persons 1 7 Villageswith <1000persons 17 Villageswith 1000-2000persons 5 Villageswith 1000-2000persons 9 V illageswith 2000-3000persons 4 Villageswith 2000-3000persons 7 V illageswith >3000persons 6 Villaeeswith >3000persons 8 RclativeIncidence of UrbanPopulation 68.2 RelativeIncidence of UrbanPopulation 47.22 Nameof Major Town Harpannahalli, Nameof Major Town Harihar, I Harihar Honnali iMaiorFeatures of RoadCorridor Major Featuresof RoadCorridor AverageWidth of ROW 30.74 AverageWidth of ROW 26.79 IGeneral Land Use (in the Corridor) General Land Use (in the Corridor) Extent of Agriculture I Extent of Agriculture IUn-irrigated 96.04 Un-irrioated 52.21 !Irrigated 13.96 Irrigated 47.79 IMajor Crop | Paddv.Groundnut MajorCrop Paddy,Groundn I_ _ .ut.Cotton Extentof Forests | 2 Extentof Forests 2

tumber of Industrial estates - Numberof Industrialestates ___ iNumber of Schools I Number of Schools Number of Temples Number of Temples Number of Hospitals - Number of Hospitals Numberof Sitesof CulturalHeritage - j Numberof Sitesof CulturalHeritage Extentof AvenuePlantation AveraLe J Extentof AvenuePiantation Average Numberof Placesof Encroachment I Numberof Placesof Encroachment Numberof Places of Congestion 2 I Numberof Placesof Congestion t _r

Note: These notes should be read in conlunction with the SEA Strip Maps.

24 ScottWiison / CES/ IIIE KramatakaState Highways SectoralEnvironmental Assessment Repon ImprovementProiect AppendixI I

Link: 9E Topographx Undulatingterrain Petrology Dharwarianquartzite schistformation Pedologv OxidisedRed soil ClimaticType TropicalMonsoon AnnualNormnal Rainfall rmm) 935 RecordedVariation (1996) 735 RecordedVariation (1997 ) 967 Temperature(Celsius): Ranee 33 HottestMonth April 37.9(Mean) ColdestMonth January 10.6(Mean) Wind Direction(Name of IMD Station) Shimoea RelativeIncidence Of Calm(%) 38 DominantDirection in Moming Southand South%%est DominantDirection in Evening Southand South%est LandUse in Link Corridor(5-km swath) RelativeIncidence of Forests 2.03 RelativeIncidence of Cultivation 69.47 RelativeIncidence of Irrication 41.80 RelativeIncidence of CulturableWastes 12.37 Densitvof Persons(per sq. kIm) 269 Total Population 76.270 LiteratePopulation 123 WorkingPopulation 31.006 WorkingPopulation in PrimarySector 86.42 WorkingPopulation in SecondarySector 3.23 WorkmgPopulanon in TeniarvSector 6.21 WorkingPopulation in QuatemarvSector 4.14 Numberof Villages 63 Villageswith <1000persons 27 Villageswith 1000-2000persons 20 Villageswith 2000-3000persons 8 Villageswith >3000persons 3 1 RelativeIncidence of UrbanPopulation 72.90 Nameof MajorTown |_Honnah.Shimoga Major Featuresof RoadCorridor AverageWidth of ROW 27.61 General Land Use (in the Corridor) Extent of Anriculture Un-irrigated 58.20 Irrieated 41.8 Major Crop Paddy,Cotton, Groundnut Extentof Forests I Numberof Industrialestates Numberof Schools Number of Temples Numberof Hospitals Numberof Sitesof CulturalHeritage Extentof AvenuePlantation Average Number of Placesof Encroachment i Numberof Placesof Congestion I

Note: These notes should be read in conjunctnon with the SEA Strip Maps.

25 ScottWilson / CES/ IIIE Karnataka State Highways Sectoral En ironmental Assessment Report lnnrovnementProject Appendix1.1

Link: IOA Topography UndulatingTerrain Petrologv AncientGneiss Pedolozov Redloam! soil ClimaticType TropicalMonsoon AnnualNormal Rainfall (mm) 782 RecordedVariation (1996) 959 RecordedVariation ( 19971 744 Temperature(Celsius): Ranee 25 HottestMonth April 36.2 ColdestMonth Januarv 12.8 Wind Direction(Name of IMD Station) Mvsore Relative IncidenceOf Caini (%) 6 DominantDirection in Morning Westand Southwest DominantDirection in Evening Westand Southwest LandUse in Link Corridor(5-km swath) RelativeIncidence of Forests 46.04 RelativeIncidence of Cultivation 35.07 RelativeIncidence of Irrigation 6.49 RelativeIncidence of CulturableWastes 6.19 Densityof Persons(per sq. km) 22 Total Population 2002574 LiteratePopulation 65.27 WorkingPopulation 30.39 Workinz Populationin PrimarySector 10.16 WorkingPopulation in SecondarySector 25.21 WorkingPopulation in TertiarvSector 39.64 WorkingPopulation in QuatemarySector 25.03 Numberof Villages 87 Villageswith <1000persons 63 Villageswith 1000-2000persons 4 Villageswith 2000-3000persons 4 Villageswith >3000persons 6 RelativeIncidence of UrbanPopulation 4.2 Nameof Major Town Mysore. HeIgadadevanakote Major Featuresof Road Corridor AverazeWidth of ROW Im) [ 21 General Land Use (in the Corridor) Extent of Agriculture Un-irrigated 93.51 Irrigated 6.49 Major Crop Paddy,Pulses Extentof Forests 46.04 Number of IndustTial estates Srirampura.Mysore Number of Schools 13 Number of Temples __22 Number of Hospitals _ 2o Numberof Sitesof CulturalHeritage - Extentof AvenuePlantation Average Numberof Placesof Encroachment 7 Numberof Placesof Congestion 4

Note: These notes should be read in conjunction with the SEA Strip Maps.

26 ScottWilson I CES/ IIIE KaamatakaState Hi izh%avs SectoralEns ironmental AssessmentReport Improvement Project Appendix I 1

Link: llA Link: IIB 1 opographv Undulatine TopographN Llountainouslerrain Petrology AncientGneiss and Petrology Dhan ar schisLtquartzite DOharwar schisiQuarizite Pcdologs 1 Redloamr sodll Pedologp Redloamv soil ClimaticTvpe ] TropicalNlonsooti ClimaticType TropicalMonsoon AnnualNormal Rainfall(mm) 922-1004 AnnualNormal RainfallImm) 91|t-922 I RecordedVariation (1996) 824-903 RecordedVanation (1996) 701-903 RecordedVariation (1997) 991-996 RecordedVanalion (I997) SS2-991 Temperature(Celsius) Rance 32 Temperature(Cels1us):Range 3 Ilottest Monih April 35.5(Mean) I HottestMonth April 3'.9(Mean) ColdestMonth January 10SiMean) 1 ColdestMonth January 10.6(Mean) Wind Direction(Name of IMD Hassan WindDirection (Name of IMD Shimoga Station) Station) RelativeIncidence Of Calm ('.,) I RelativeIncidence Of Calm('/,%) 38 DominantDirection in Momin2 Southwest DominantDirection in Moming Southand Southwest DominantDirection in Evenine Southwest DominantDirection in Evening Southand Southwest Land Usein Link CurTidot(5-kni Land Uscin Link Corridor(5-km swathi swath) I RelativeIncidence of Forests ( 8(, RelativeIncidence of Forests :25.63 RelativeIncidence of Cultivation 67 61 RelativeIncidence ofC'ultivation 45 15 RelativeIncidence of irrigation 3469 RelativeIncidence of Irrigation S78 RelativeIncidence of Culturable 13.10 RelativeIncidence of Culturable 14.57 Vsastes Wastes Densityof Persons(per sq. km) 25S Densniyof Persons(per sq km) 14 total Population 44.528 I otal Population 6S.152 -iterate Population 20.996 LiteratePopulation 32.309 ! \\ orking Population 16.173 WorkingPopulation 24.079 !W,orkingPopulation in PrimarySector 80 4') WorkingPopulation in PnmarySector I '75.77 WorkingPopulation in Secondary 3 73 WorkingPopulation in Secondarn 6.18 Sector Sector WorkingPopulation in TertiarvSector 8 40 WorkingPopulation in lertiarv Sector 9.87 WorkingPopulation in Quatemary 6.99 WorkingPopulation in Quatemary 8l8 Sector Sector Numberof Villages 47 Numberof Villages 69 Villageswith <1000persons 30 Villageswith <1000persons 45 Villagzeswith 1000-2000persons I0 Villageswith 1000-2000persons II Villageswith 2000-3000persons 4 Villageswith 2000-3000persons 3 Villageswith >3000persons 2 Villazeswith >3000persons j _4 RelativeIncidence of Urban 63.55 RelativeIncidence of Urban I1e43 .Population Population | "Nam ofMaior Town Belur.Chikmasalur Nameof Major Town I Chikmagalur.Tarikere IMN1agorFeatures of RoadCoomdor Major Featuresof RoadCorridor AverageWidth of ROW 14.83 AverageWidth of ROW 1777 GeneralLand Use (in theComdorr GeneralLand Use (in theCorridori I Extentof Agriculture Extentof Agriculture | |Un-imcated 65.31 Un-irriatcd 91.22 Irrieated 34.69 Irrigated 8.78 ' ailorCrop Coflee MajorCrop Coffee.Paddy !Fxtentof Forests | 8.86 ExtentofForests 25.63 N umberof Industrialestates I - Numberof Industial estates I - INumber of Schools |- NumberofSchools Numberof'Tempies - Numberof Temples NLuniberof Hospitais - Numberof Hospitals Numberof Sitesof CulturalHerntace - Numberof Sitesof Cultural Hentaeee - E%tentoftAvenue Plantation Averae Extentof AvenuePlantation Averaze I Numberof Piacesof Encroachment 4 Numberof Placesof Encroachmeni Numncr of Placesof Conoestion I I Numberof Places of Congestion -

Note: These notes should be read in conjunction wIth the SEA Strip Maps.

27 Scott Wilson / CES / IIIE KamatakaState Highways SectoralEnvironmental Assessment Report ImprovementProject Appendix1.1

Link: 13A Topograpih Mountainousand rollingterrain Petrology Ancient Gneiss and Dharn-arSchist

______. quartzite Pedologv Blackcotton soil. laterite and black clav soil ClimaticType TropicalMonsoon type AnnualNormal Rainfall (mm) 1780-3120 RecordedVariation (1996) 1660-3225 RecordedVariation ( 1997) 2355-3268 Temperature(Celsius): Range 29 HottestMonth -March 36.2 ColdestMonth -Januarv 10.0 Wind Direction(Name of IMD Station) Karwar.Beigaum RelativeIncidence Of Calm (%) 43 DominantDirection in Morning Northeastand Northwest DominantDirection in Evening Southwestand West Land Use in Link Corridor (5-km swath) RelativeIncidence of Forests 82.10 RelativeIncidence of Cultivation 9.61 RelativeIncidence of Irrigation 5.48 RelativeIncidence of CulturableWastes 2.05 Densitvof Persons(per sq. km) 58 Total Population 58654 LiteratePopulation 2454 Working Population 18923 WorkingPopulation in PrimarySector 73.24 WorkingPopulation in SecondarvSector 4.84 WorkingPopulation in TertiarySector 13.32 WorkingPopulation in QuatecarySector 8.60 Numberof Villages 69 Villageswith <1000 persons 52 Villageswith 1000-2000persons l l Villageswith 2000-3000persons 5 Villageswith >3000persons I RelativeIncidence of UrbanPopulation 11.23 Nameof Major Town Karwar Major Featuresof Road Corridor AverageWidth of ROW I 12 GeneralLand Use (in the Corridor) Extentof Agriculture Un-irrigated 94.52 Irrigated 5.48 MayorCrop ArecaNut, banana,Coconut. paddv Extentof Forests 82.10 Numberof Industrialestates - Numberof Schools 4 Numberof Temples lI Numberof Hospitals Numberof Sitesof CulturalHeritage - Exientof AvenuePlantation Dense Numberof Placesof Encroachment Numberof Placesof Congestion

Note: These notes should be read in conjunction with the SEA Strip Maps.

28 ScottWilson i CES/ IIIE