PUBLIC WORKS DEPARTMENT (B&R) GOVERNMENT OF HARYANA, INDIA Public Disclosure Authorized

HaryanaHighway Upgrading Project ProjectCoordination Consultancy

SECTORALENVIRONMENTAL ASSESSMENT Public Disclosure Authorized

FINALREPORT CAU"E6AUU +

Public Disclosure Authorized VOLUMEI MAINREPORT

SEPTEMBER 1997 Public Disclosure Authorized

cSDCarl Bro Internationalals - ' in associationwith J BCEOM,Louis BergerInternational inc. and CadBro Grop ConsultingEngineering Services (India) Ltd. PUBLIC WORKS DEPARTMENT (B&R) GOVERNMENT OF HARYANA, INDIA

HaryanaHighway Upgrading Project Project Coordination Consultancy

SECTORALENVIRONMENTAL ASSESSMENT

FINAL REPORT CHANGeAR

MAIN REPORT

SEPTEMBER1997

Carl Bro Internationalals -- inassociation with J BCEOM,Louis Berger InternationalInc. and CariBro Grou ConsultingEngineering Services (India) Ltd. VOLUME I - MAIN REPORT

TABLE OF CONTENTS

Chapter Section Text Page (s) ExecutiveSummary 1&2

Policy,Legal and AdministrativeFramework 1.0 Introduction 1-1 1.1 Institutionaland LegalFramework 1-1 1.2 ImplementationResponsibilities 1-2

II Project Description 2.0 StateProfile 2-1 2.1 ProjectSummary 2-1 2.2 ProjectComponents and Setting 2-2 2.3 EnvironmentIssues 2-2

lII EnvironmentalCharacteristics (Baseline Conditions) 3.0 Methodology 3-1 3.1 RegionalEnvironment 3-1 3.1.1 ClimateConditions 3-1 3.1.2 PhysicalConditions 3-2 3.1.2.1 Relief 3-2 3.1.2.2 Soilsand Minerals 3-2 3.1.2.3 WaterResources 3-8 3.1.3 Socio-economicConditions 3-10 3.1.3.1 Population 3-10 3.1.3.2 Industry 3-11 3.1.3.3 LandUse 3-12 3.1.3.4- Tourism 3-14 3.1.3.5 Resettlement 3-14 3.1.4 EcologicalConditions 3-15 3.1.4.1 Vegetation 3-15 3.1.4.2 Fauna 3-15 3.1.4.3 Wetlands 3-18 3.2 EnvironmentalAttributes of Road Segments 3-20 3.2.1 Physical Environment 3-20 3.2.2 Water Resources 3-20 3.2.3 Air Quality and Noise 3-22 3.2.4 Social Welfare 3-22 3.2.4.1 Resettlementand Rehabilitation 3-22 3.2.5 CulturalResources 3-22 3.2.6. Ecological Environment 3-22 3.2.6.1 Wildlife 3-22 3.2.6.2 Flora 3-23 3.2.6.3 Wetlandsand Waterbodies 3-23 3.3 Hydrology 3-23 3.4 Flooding 3-24 3.5 Flora and Fauna 3-24 3.6 Cultural/ArchaeologicalAspects 3-24

IV Environmental Impacts and Analysis of Alternatives 4.0 General 4-1 4.1 Altered Road Embankments 4-2 4.2 BorrowPit Excavations 4-2 4.3 Quarriesand ConstructionMaterial Sourcing 4-2 4.4 ConstructionWorkers' Camps 4-4 4.5 Air and Noise Quality 4-4 4.6 PhysicalEnvironment 4-5 4.6.1 Soils 4-5 4.6.2 Water Resources 4-5 4.6.3 Social Welfare 4-6 4.6.4 Economy 4-6 4.6.5 Health and Safety 4-6 4.6.6 Traffic Safety 4-7 4.6.7 Non MotorisedTraffic 4-7 4.6.8 Cultural Resources 4-8 4.6.9 Aesthetics and Tourism 4-8 4.7 Biota 4-8 4.7.1 Wildlife Habitat 4-8 4.7.2 Wetlands 4-9 4.7.3 Forest Land 4-9 4.7.4 Flora and Fauna (Tree removal and replacementtree 4-9 planting)

ii 4.8 Analysis of Alternatives 4-9 4.8.1 EnvironmentalConsiderations 4-10 4.8.2 EngineeringAlternatives 4-10 4.8.3 No Action Alternative 4-11 4.9 Other Issues 4-11

V Mitigation Plan 5.0 General 5-1 5.1 Design Phase 5-1 5.1.1 Design and ConstructionMethods 5-2 5.1.2 AlternativeAlignment 5-2 5.1.3 Other Design Measures 5-2 5.2 ConstructionPhase 5-3 5.2.1 Restorationof Borrow Pits 5-4 5.2.2 Seeding of Batter Slopesand Tree Planting 5-4 5.2.3 Drainage 5-5 5.2.4 Quanrying 5-5 - 5.2.5 Signage 5-6 5.2.6 Vehicle Safety 5-6 5.2.7 Solid and Liquid Waste Disposal From Construction 5-6 Workers Camps 5.2.8 Traffic During Construction 5-7 5.2.9 Location of Camps and Depots 5-7 5.2.10 Equipment Selection,Maintenance and Operation 5-7 5.2.11 Dust and Noise Control 5-7 5.2.1-2 Water Pollution 5-7 5.3 Operational Measures 5-8 5.3.1 Increased Roadside Tree Planting 5-8 5.3.2 Aesthetics and Landscape 5-8

VI Environmental Management and Monitoring 6.0 General 6-1 6.1 InstitutionalStrengthening Arrangement 6-1 6.1.1 Organisationand Staffing 6-1 6.1.2 EnvironmentalTraining 6-2 6.1.3 ImplementationSchedule 6-2 6.2 Monitoring and Reporting 6-3 6.2.1 Record Keeping 6-4 6.3 Envirornental Costs 6-4

VII Public Consultations on Environment 7-1

'ii References R-1&2

LIST OF TABLES Number Tables Page (s) 2.1 List of Road Segnents Considered 2-3 2.2 Roads Selected for DetailedDesign in Phase I 2-5 3.1 PrincipalCommunities Located on HHUP Segments 3-11 3.2 WildlifeRecorded along Alignmentduring Field Reconnaissance 3-17 3.3 DesignatedWildlife Sanctuariesin Haryana 3-18 3.4 QualitativeSummary of EnvironmentalFeatures by Road Segment. 3-21

LIST OF FIGURES Number Figures Page(s) 2.1 Locationof Road SegmentsConsidered 2-4 3.1 AnnualRainfall Distributionin Hawyana 3-2 3.2 Salt Affected Soils In Haryana 3-3 3.3 PrincipalLandform Areas of Haryana 3-5 3.4 Basic Soil Association of Haryana 3-6 3.5 Sand Dunes Distributionin Haryana 3-7 3.6 FloodAffected Areas in Haryana- 1995 3-9 3.7 AgriculturalRegions of Haryana 3-13 3.8 Forest Areas of Haryana 3-16 3.9 Location of Parks and Sanctuariesin Haryana 3-19 4.1 Locationof Quarries and SourceMaterial Sites 4-3

VOLUME II APPENDICES TO MAIN REPORT LIST OF APPENDICES Number Appendix Page (s) Appendix I EnviromnentalAttributes of ROW corridors Al-i Appendix2 EnvironmentalStandarcfs A2-1 Appendix3 Contract Related Documentation A3-1 Appendix4 EnvironmentalManagement Cheoklist A4-1 Appendix5 EnvironmentalClauses to BiddingDocuments A5-1 Appendix6 Public Consultations A6-l

iv HaryanaHighway Upgrading Project Executive Summary

EXECUTIVE SUMMARY

Introduction

This Sectoral EnvironmentalAssessment (SEA) is being prepared for the Haryana Highway UpgradingProject (HHUP) in accordancewith draft terms of reference(TOR), called "Detailed Specificationsfor EnvironmentalAnalysis, Design and Action Plan", received from the Public Works Department(B&R) (PWD), Governmentof Haryana, (GOH) on October 19, 1996. The SEA fulfils the joint requirementsof the Government of India (GODand the World Bank for environmentalassessment of the proposedhighway improvement project and conforms in content with Ministryof Environmentand Forests,GOI (MOEF) guidelines(MOEF 1989, 1994, revised 1997) and World Bank OperationalDirectives and Policies (World Bank 1991 a, b, 1993, 1994 and 1995).Carl Bro Internationala/s of Denmark in associationwith Louis Berger International Inc. of USA, BCEOM of France, and ConsultingEngineering Services(India) Limited are the Project Co-ordinatingConsultants (PCC) responsiblefor preparingthis SEA for considerationof the PWD, the MOEFand the World Bank.

Policy,Legal and Administrative Framework

Basedon a preliminaryassessment of the likelyimpacts of road upgrades,it was determined that a SectoralEnvironmental Assessment (SEA) should be prepared on the project to satisfy World Bank and Government of India (GOI) requirements. However, a recent revision of GOI regulationsexempts road upgrading projects.from envirorunentalreview provided they do not pass through ecologically sensitive areas. The Haryana Project roads qualify for this GOI exemption. The objective of the SEA is to provide project administratorswithin Haryana Public Works Department(B&R), (PWD), the World Bank, and Project Engineers,guidance regarding the steps necessaryto be taken to minimiseand mitigate adverse environmentalimpacts result of the HHUP.

A descriptionof the-Policy,Legal and Administrative-frameworkis includedin Chapter I along with the delineation of institutional responsibilities. Project details, including objectives, components,main environmental issues and a profile of the state of Haryana are presented in ChapterII.

ProjectDescription

The project preparationstudy for the Haryana Highway UpgradingProject includes 40 segments encompassingabout 1201 km of State Highways,about 3 I km of MajorDistrict Roads and about 33 km Border Road OrganisationRoads throughoutthe State. Feasibilitystudies initiated in 1995 and detailed in the 1996 FeasibilityReport sought to prioritise road segmentsfor upgrading.That report described the initial environmenitalimpact assessment which was completed for 34 segmentstotalling 992 km of proposed highwayupgrades. Subsequentto these initial feasibility studies. 6 new segments of total length 273 km wvereadded and studied. Out of the 40 segments, PWD has now decided to exclude 12 segments totalling 299 km from HHUP. This report, however,continues to pertain to 1265 kmnof roads studied.

Basedon the feasibilitystudies it was concludedthat the best engineeringoptions in general was wideningof the carriagewayto full State Highwaystandards (i.e. 7 m) and construction of 1.5 m paved shoulders with additional I m wide berms at either side of the carriageway. This construction option was also considered the environmnentallymost acceptable one, since it requires only very minor no construction activities outside the existing right of way, and it Haryana HighwayUpgrading Project ExecutiveSwnmaty

provides additional travel venue for slow moving, and non-motorised vehicles which would otherwise be at increasedrisk from increasedtraffic speeds made possible by upgrading of road surfaces. For The segmentsnow scheduled to be included in the HHUP the segment Ambala - Saha (14.3 Iam) has already been designed as a 4 -lane dual carriagewayroad within existing ROW. According to the feasibility study it would also be economicallyfeasible to construct the segments Gohana - Rohtak (36.5 km), YamunanagarBypass (6.3 km) and Yamunanagar- UP Border (10.8 Ian) as 4-lane dual cariageway roads. However, this would require acquisition of some 50 - 60 hectaresof land outside existing ROW. Furthermoreit would call for supplementary environmentalimpact analysisincluding R&R studies and most likely MOEF approval.

Environmental Chtaracteristics(Baseline Conditions)

Examinationof the environmentalfeatures of the region as a whole and specific road segments, described in Chapter III, revealed that they are uniform in their overall appearance and environmental issues. All lie on the arid to semiarid plains region of Haryana. Only the northernnost segment has minor topographical relief, which is limited to the northern 2 km passing briefly through the lower Shivalik Hills before exiting onto the alluvial plain. Soil conditionsrange from poorly sorted gravelsat the base of the Shivaliks to clays and loams on the Haryana plains which are overlain by sand dunes in the south and southwesternportions of the State. Landuse along the road segments is almost exclusivelyagricultural (principallywheat and other grains) or agriculturerelated (e.g. poultry farms, sugar cane and cotton mills). Villages are compactand scatteredthroughout the region,with fewer,widely scatteredvillages being typical of the southern drier portion of the State. Irrigation from canals and tubewells has transformed this drought prone region into one of the most productive in India. Road transport of agricultural produce, farm machineryand products is the most importantuse of the state highways considered under the HHUP. The region is a net exporter of wheat and sugar, Motorised traffic is dominated by bus and short and long distance inter-statetransport trucks, the latter often heavily overloaded.

Environmental Impacts and Analysis ofAlternatives

The assessment of potential impacts, detailed in Chapter IV, determined that the principal issues were loss of roadside tree planting, potential erosion of berms and embankments, provision of adequate drainage, health and other hazards, property damage, loss of access, and waterlogging. Traffic safety and resettlement/rehabilitationwere the remaining concerns identified. The latter issue is being addressed in the Resettlementand RehabilitationPlan which is being submitted separately. No adverse impacts were identified on wildlife endangered species, air quality or noise,and cultural resources.

Mitigation Plan

An EnviromnentalMitigation Plan was developed(Chapter V) which details measures to be taken to alleviate identified potential impacts with respects to embankments, borrow pit excavations, quarnies and construcdon material sourcing, construction worker camps, flooding, road safety, non-motorised transport and secondary development. In addition specific guidance for environmentalconcerns to be taken during the design, constructionand operation phases has also been provided. The main features of the mitigation plan include: Design and construction of paved shoulders to accomrnmodateslow moving and non-motorisedtraffic; design and construction of cross drainage structures according to actual hydrological situation to minimise potential floodingproblems; stabilisationor protection of batter slopes to hinder soil erosion; close control of construction operations to minimise associated negative impacts attributable to dust, noise and

2 HaryanaHighway UpgradingProject ExecutiveSummary waste pollution, reduced road safety and labour camps; full restoration of borrow pits; increased roadside tree planting - minimumtwo new trees for each tree felled.

Environmental Management and Monitoring

Institutional strengthening arrangements, including environmental training, implementation schedule and proceduresfor monitoringand reporting on the work proposed, are provided under EnvironmentalManagement and Monitoring in Chapter VI. The main arrangements include . In the short term secondment of an experienced Environmental Officer (EO) from another department to the PWD Project ImplementationUnit (PIU); in the longer term establishmentof a special Environmental Unit within PIIT; environmentaltraining of PWD Project Co-ordinators responsible for overseeingthe PWD; environmentaltraining of relevant consultant and contractor staff; developmentof environmentalmonitoring and reporting forms and procedures.

Public Consultations

Three Public Consultationsmeetings were held at Bhiwani, Ambala and Jind. All the meetings were well attended by target group of PAPs and concernedGovernment Officials. The discussion in these meetings centredon fresh tree planting in lieu of fairly large scale tree felling and proper measures to prevent floods and water-logging.The participants have generally welcomed the proposed upgrading project.

- ...... ~~~~~ Haryana Highway UpgamdingProject llPolicy Framework

CHAPTER I

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK.

1.0 Introduction

It is the general policy of the Govermmentof India (GOI) that large scale road projects obtain approval of the Ministry of Environment and Forestry (MOEF) before implementation.However, road widening and strengthening projects are exempted (revised MOEFNotification No. S. 0. 318 (E) dated 10 April 1997) provided they do not pass through ecologically sensitive areas. This condition is fulfilled by the Haryana Highway Upgrading Project (HHUP). Financial assistance for the Project may be extended by the World Bank, if Sectoral Environmental.Assessment(SEA) reports conform to the guidelinesprescribed by the World Bank as well as the GOI.

1.1 Institutional and Legal Framework

The legal responsibilities for planning, construction, maintenance, upgradation or abandonment of any public road in India generally rests with the PWD of the concerned state unless assigned to any other legal entity. For example, public roads inside municipal towns are in the custody of the concerned Municipal Authorities. Similarly the National Highways (NH) are in the custody of the Ministry of Surface Transport (MOST), Road Wing (RW) of the GOI. However, all functions related to decisions taken by the GOI for NH are implemented by the PWD of the concemed State Government. All other types of roads like the State Highways (SH), Major District Roads (MDR), etc. are usually in the custody of the State PWD for decision and implementation. In the State of Haryana, the PWD (B&R) hold charge of SH, MDR and other District Roads (ODR).

Key domesticlegislation includes:

- The Water (Prevention and Control of Pollution)Act, 1974 - The Forest (Conservation) Act, 1980 - The EnvironmentalProtection Act, 1986 - The Public Liability InsuranceAct, 1991

The requirements of enviromnental clearance of new development proposals are outlined in the Handbook of EnvironmentalProcedures and Guidelines (1994) which states that highways development projects require environmental clearance from the Central Governnent. In 1989, MOEF in conjunction with the Ministry of Surface Transport (MOST) promulgated Environmental Guidelines for Rail/Road Highway Projects which includes a summary questionnaire for the preparation of an Environmental Impact Assessment (EIA) for domestic road projects and for submission to MOEF. However, recently MOEF excluded (letter no. RW/NH- 11052/1/97-DOI dated 19.06.1997)highway projects relating to improvement works including widening and strengtheningof roads with marginal land acquisition along the existing alignments from the requirement of obtaining clearances from GOI

, , . . _ . . . .~~I- HaryanaHighway Upgrading Project I/PolicyFrmmework

provided these highways do not pass through ecologically sensitive areas, such .as NationalParks, Sanctuaries,Tiger Reservesor ReservedForests

GOI standardsfor the discharge of pollutants to the environment,for various classes of recipientwater and noise standardsfor vehicles are given in Appendix3. Whilstthe primary intentionof standards, to date, has been for the control of industrialpollution, the samnerules apply to road constructionactivities.

The World Bank under Operational Directive OD 4.01 Annex A (October 1991) requires the preparation of an Environmental Assessment (EA) for Bank funded projects. These require that environmentalissues are fully considered throughout the project cycle and due provision is given to mitigation and monitoring. This SEA is structured in accordance with the requirements of the Banks Environmental Assessment Source Book Update, April 1993 and OD 4.01, Annex C of October 1991.

1.2 Implementation Responsibilities

The National Framework including the Ministry of Environment and Forests (MOEF) has overall responsibility for administration and implementation of the Indian Govenment (GOI) policy with respect to conservation, ecologically sustainable development and pollution control. The Government concem for the environment has been promulgated through the National Conservation Strategy, National Forest Policy and the Policy for Abatement of Pollution (1992).

The Mitigation measures to be adopted during and after the completion of construction would be the responsibility of the PWD of Govt. of Haryana. A detailed recommendation has been included in the Mitigation and Environmental Management Plan.

1-2 Haryana HighwayUpgrading Project 2/Project Description

CHAPTER II

PROJECT DESCRIPTION 2.0 State Profile The State of Haryana, located in north-westIndia, is bordered by the States of Uttar Pradesh on the east, Punjab on the west, Himachal Pradesh on the north, Rajasthan on the south and Delhi on the south-east.It is one of the smallest states in the Union of India, covering an area of 44,212 sq. km. with a populationof about 16.5 million. The road network in the State serves local traffic within the State and through traffic plying between the neighbouringstates and the rest of the country. Constraints in the transport infrastructure in Haryana may have an adverse impact not only on the economy of Haryana State but also its surrounding states since it exports and imports both agriculturalproduce and manufacturedgoods to and from neighbouringareas. The road network in the State extends over a length of about 22657 km of which about 96 percent is paved. Five National Highwaysnamely NH-1, NH-2, NH-8 NH- 21 and NH-22 traverse the State with a total length of 656 km. The National HighwaysNo. 1 and No. 2 in the State are in the process of being widened to 4- lane dual carriageway. The State Highways (SH), which aggregate to a length of about 3200 km, are generally of intermediate lane standards with a few stretches having single lane and some others having full 2- lanes. The major district roads (MDR), totalling a length of about 1537 kIn, are predominantlyof single lane standard.Some of the SH roads have inter-state route characteristics with potential of being developed as National Highwaysin future years. Because of the socio-economicdevelopments taking place in the State, traffic on the roads has grown in the recent past. Upgradingand modernisationof the road system in the State has become the need of the hour for safe and economicalvehicle operation and optimum utilisationof road transport vehicles.

2.1 Project Summary

The GOH has identified about 1265 km of roads at various stages for upgrading feasibility study. For the purpose of SEA, these roads have been divided up into 40 identifiable segments (see Table 2.1). The location of these segments of roads is shown in Figure 2.1. A Feasibility Review/StudyReport on road segments 1 through 34 and segment 40 was published in May, 1996. Segments35 through 39 were added to the project scope later and 12 of the original segments were dropped from the project by GOH. An up-dated Feasibility Study Report covering all roads considered was published in August 1997. Assessments were made for every segment individually.This permitted combination of different road segments on the basis of contiguity while permitting the identification of specific environmental concerns of roads chosen for upgradation.As Phase L,a total of 260 km of roads split up in three contract packages were selected for initial detailed engineering design as shown in Table 2.2. Phase II of the project is expected to start around October 1997 when another 612 km of roads will be selected for final design. This is scheduled to be completed in 1998. Phase II will also include the physical implementation of the project.

2-1 Haryana HighwayUpgrading Project 2/ProjectDescription

2.2 Project Components and Setting

The proposed work under the project will involve strengtheningand widening of selected roads, repair of damagedpavements, improvementsto drainage and drainage structures, a limited number of minor realignments and possibly construction of bypasses. Once the road improvementsare identified, designed and agreed, they will be implementedby contractorsworking on behalf of PWD. The specificationsfor the work will be strictly enforced and will be closely supervised by consultants in conjunctionwith local PWD staff. For the majority of the road sections,the work will be confined to the existingrights-of-way (ROW) and existinghorizontal aligrnments. It will primarilyconsist of the following:

1. Lengthening/widening/new-constructionof culverts, siphons and bridges to meet actual cross drainageneeds and traffic lane requirements; 2. Rehabilitationactivities - where distressed pavement areas will be identified and replaced,or strengthenedby a new pavement structure the design of which is based on forecasttraffic needs; 3. Strengtheningand Wideningof pavements and shoulders - where the pavement width is less than 7 meters and shoulders less than 1.5 m, wideningwill be done to provide a safe and consistent width wherever feasible. This will be done on one side wherenecessary, to minimisedisruption and loss of roadside planting; 4. Asphaltic concrete surfacing of all pavement areas to provide a smooth wearing course,with regular crossfalland lateral drainage; 5. Some realignmentof small radius curves will also be undertaken which, although mostly within the ROW, may require some limitedland acquisition; 6. Care will be taken to provide continued accessibilityto adjacent crop lands; and 7. Provide necessary safety devices in the form of signage and speed bumps in all areas of potentialhazard to road users.

2.3 Environment Issues

The SEA for the project shows that the HHUP will not cause significant environmentaldegradation. The sites are generally highly modified, free of sensitive areas and with relatively clear ROW except in urban areas. However, a significant number of trees will have to be removed but will be compensated, by a generous replanting programn.Normal construction controls will be used to limit any environmentaldamage to water, air or terrestrial ecosystems.

Since the majority of the work is restrictedto the existingROW the direct impact will be spatially restricted and only limited land acquisition is expected. The improvements in road services will have, however, widespread impact in allowing develbpment and improved access to a large part of the State. This is expected to lead to positive benefits from reduced congestion and improved highway safety and travel and transportcondidons.

Awareness of environmentalissues in the road constructionindustry in Haryana is at a very early stage. The project will therefore include appointment of an Environmental Specialist and provision of environmentaltraining for a variety of personnel involved

2-2 Haryana HighwayUpgrading Project 2/Project Description

in the constructionsupervision of the project.The need for long term establishment of environmentalskills within PWD will be considered as part of the institutionalaction plan.

Table 2.1: List of Road SegmentsConsidered

Segment Name of Segment Length Road Code Remarks Number (km) Number I Panchkula- Shahzadpur 20.40 SH 031 SEA done 2 Shahzadpur- Saha 15.60 SH 031 SEA done 3 Saha- Jagadhri 35.40 SH 005 SEA done 4 YamunanagarBypass 6.30 SH 005 SEA done 5 YamunanagarBypass to UP 10.80 SH 006 SEA done Border 6 Saha - Shahbad 37.40 SH 031 SEA done 7 Saha- Ambala 15.10 SH 005 SEA done 8 Ambala - Pehowa 50.00 SH 002 SEA done 9 Pehowa- Kaithal 31.60 SH 002 SEA done 10 Kaithal - Kanauri 21.70 SH 008 Dropped by GOH 1I Kaithal- Titramour 4.40 SH 011 SEA done 12 Kaithal- Kamal 62.00 SH 008 Dropped by GOH 13 Karnal- UP Border 10.80 SH 008 Dropped by GOH 14 Kamal - Assandh 36.70 SH 012 Dropped by GOH 15 Assandh- Jind 39.70 SH 012 Dropped by GOH 16 Jind - Hansi 40.60 SH 012 SEA done 17 Jind - Narwana 35.50 SH 015 SEA done 18 Narwana- Titramnour 32.00 SH 002 SEA done 19 Narwana- Uklana 23.30 SH 002 SEA done 20 Uklana - Tohana - Pb. Bdr 29.40 SH 017 SEA done 21 Uklana- Fatehabad 47.10 SH 002 Dropped by GOH 22 Uklana- Barwala 16.90 SH 017 SEA done 23 Barwala- Hisar 26.90 SH 019 SEA done 24 Barwala- Hansi 28.80 SH 017 Dropped.by-GOH 25 Hansi- Bhiwani 37.00 SH 017 SEA done 26 Bhiwani - Dadri 29.10 SH 017 SEA done 27 Dadri - Mahendragarh 30.90 SH 017 SEA done 28 Mahendmgarh- Narnaul 33.00 SH 017 SEA done 29 Narnaul- Ateli 18.30 SH 026 Dropped by GOH 30 Ateli - Rewari 37.10 SH 026 Dropped by GOH 31 Namaul - Kotputli 30.70 MDR 129 SEA done 32 Narnaul- Rajasthan Border 14.40 SH 026 Dropped by GOH 33 Sirsa - Elanabad 49.60 SH 023 Dropped by GOH 34 Rohtak - Jhajjar 33.50 SH 015 SEA done 35 Jhajjar - RewariUp to NH-8 66.00 SH 015 SEA done 36 Panipat - Gohana - 33.00 SH 016 SEA done 37 Gohana- Rohtak 36.50 SH 016 SEA done 38 Rohtak - Bhiwani 43.60 SH 016 SEA done 39 Bhiwani- Loharu 60.50 SH 014 SEA done 40 Hisar -Bhadra 33.00 BRO Dropped by GOH Total SEA Considered 1264.60 Total of GOH excluded 399.20 Total of GOH selection 865.40

2-3 HafyanaHighway Upgrading Project 2/ProjectDescription

Figure 2.1 Location of Road Segments Considered

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National_ . 'f.. . . HaryanaHighway Upgrading Project 2/ProjectDescription

Table 2.2: Roads Selected for Detailed Design in Phase I

Package Roads Segments Total Length (hnm) HHUP/I Jagadhri- Saha - Ambala 3 & 7 50.4 Kaithal- Narwana 11 & 18 31.8 HHUP/i Narwana - Jind 17 32:0 Jind - Hansi 16 43.3 Mahendragarh- Dadri 27 37.7 HIUPSIU Dadri - Bhiwani 26 27.5 Bhiwani- Hansi 25 37.7 Total Length (km) 260.4

The package HHUP 11and m road segments are designed as single carriagewaytwo- lane roads and the same applies to Segment 3, Jagadhri - Saha, of Package HHUP I, Segment 7, Ambala - Saha is designedas a dual carriagewayfour-lane road.

A bypass in the Jhajjar area is being proposed and has been included in the feasibility study. If selected to be included in the HHUP the design will take place in Phase II and a separate EIA will be prepared. Since this will be a new constructionapproval of MOEF will be sought. Haryana Highway UpgradingProject 3/BaselineConditions

CHAPTER m

ENVIRONMENTAL CHARACTERISTICS (BASELINE CONDMONS)

3.0 Methodology

The SEA has been prepared based on the following information and field studies. Baseline environmental surveys were carried out along each of the individual road segments. The Survey of India (SOI) topographical maps were used as sources of information. Published books and journals were'consulted as well as Census of India (1991) Handbooks for each district involved.

3.1 Regional Environment

This chapter presents an overview of the environmental attributes of the entire State of Haryana. In addition it also covers environmental attributes specific to selected road segments. Appendix 1 shows a summary of all environmental attributes pertaining to each road segment. This approach has been taken because the proposed segments of roads cover most of the State, except for the westem and extreme south-eastem parts. It is importit to comprehend environmental issues in terms of their regional orientation. The primary objective of this analysis is to identify the regionally important environmental issues for the road projects. Care has been taken to differentiate, when appropriate, the road segments in terms of individual potential environmental issues in Section 3.2.

3.1.1 Climatic Conditions

Haryana lies in the arid and semiarid zone of north-westem India. Temperatures range from 500 C in summer to near 00 C in winter with an average of 230 C year round. Rainfall is highly seasonal (semi-arid monsoon) with considerable (20-40%) annual variation in total amount. Total rainfall varies from under 400 mm in the south- westem portions of the State which borders the desert of Rajasthan to over 1000 mm on the piedmont fan in the north-east. Typical rainfall distribution in Haryana is shown in Figure 3.1. Most (70-80%) of the precipitation comes within the summer monsoon season (July-August). Although November is the driest month, significant rainfall also occurs in the winter (December and January) . Rainfall below 600 mm significantly inhibits crop growth (Singh and Dhillon 1995) and since most of the state is drought prone, most farmers rely on irrigation for adequate crop production. Without irrigation, rainfall amnountsare usually inadequate to grow wheat or rice on the plains. High evaporation throughout Haryana increases the need for irrigation and creates conditions which lead to accumulation of salts (Thur and Kallar) in many areas (Figure 3.2.)

3-i HaryanaHighway UpgradingProject 3/BaselineConditions

Figure 3.1: Annual Rainfall Distribution in Haryana

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3-2 Haryana HighwayUpgrading Project 3/BaselineConditions

Figure 3.2 Salt Affected Soils in Haryana

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Saline Soils

PotenticllySaline Soils v WLittleaffected Soil.

3-3 HaryanaHighway Upgrading Project 3/BaselineConditions

3.1.2 PlhysicalConditions

3.1.2.1 Relief

Haryana State lies on the Yamuna-Ghaggarplanm extending south-west from the ShivalikHills at the base of the Himalayasto the remnants of the Aravali Hills near Narnaul. Principal landforms in Haryana are shown in Figure 3.3 The plain slopes very graduallyto the south-west, rising graduallyagain in the vicinity of the Aravali Hills. Most of the plain areas fall between 200m, in the south, to 365 m above mediumsea level (MSL) at the base of.the ShivalikHills. Outwash fans and old river channels in the vicinity of the Shivalik Hills give.slight relief to the plains near the foot hills which otherwiseare defined as slightlyundulating (Singh 1995). Khadar, or flood plain areas are present along the Yamuna River and the Ghaggar River beds. These areas are flooded annuallyduring the monsoonseason. A nearly flat alluvial plain covers large areas of the central portion of the State. Slight elevational relief is providedby former beds of ancientstreams and recently constructedirrigation canals. This plain rises slightly in the south as alluvium gives way to sand dunes. A review of relative roughness (Figure 3.3) indicates that topography poses few constraints to road construction activities over most of the State. The Himalayan foothills terminate abruptly on the plain along the northem border of the State. Scattered along the southem border, the Aravali Hills are intensivelyeroded remnants of four ancient isolated hill ranges. Rock outcroppingsfrom Namaul to Delhi are the remains of these ranges. Sand dunes are present in the extreme south and south-west which make this area difficult to irrigate. Heavy over-grazingby livestock occurs on the dunes particularly during drought years when an influx of herds from even drier regions to the south-west occurs. Consequentlythese dunes are often unstable and easily wind borne.

3.1.2.2. Soils and Minerals

Basic soil associations in Haryana are shown in Figure 3.4. Alluvial soils of the piedmont outwash plains of northern Haryana are highly variable, ranging from predominantlystones and gravel to sandy or clayey. Arear with high clay content are often utilised in the manufacture of bricks and building blocks. The alignment from Panchkulato Shahabad,traverses such a region. Further away from the Shivalik Hills, the soils are sandy loams and clay, formed of river alluvium, and tend to be deficient in nitrogen, phosphorus and potash. Khadar areas, which are annually renewed by flood sediments, are more nutrient rich and require less intensive fertilisation. Throughout the region, saline.deposits and calcium carbonate layers cause localised farming problems (see Figure 3.2). These areas of salt deposition, termed Kallar or Thur, are caused by the surface evaporation of ground water which leaves behind salt incrustations. Sandy arid soils, often windborne, predominate in south and south- western regions of the State. Shifting sand dunes are prevalent in this region of the State (Figure 3.5). This and topographymake irrigation difficult in parts of south and western Haryana. These soils are generally lacking in potassium, as well as nitrogen and phosphorus.

3-4 HaryanaHighway Upgrading Project 3/Baseline Conditions

Figure 3.3: Principal Landform Areas of Haryana

_~~~~~~~~~~~~~~~~a .

Ch'and-igarh 70 m

2 LowmFUlls(400-6001nJS,.30 230

DELHI

Legend ffi~~ ~ Pllk30pO}~~~~~~RTh Pidmn X ~ i| ,|

Terrain Tvp.e ,

The Sand-DunesJMann r

Th_ nuaig ad il s

.. The AnHig Swamp (O nder Z00 mm The Rock; Hills (300-600ml

* (Blet.Ndill i3KhaddarI The Plain'*Flood HaryanaHighway Upgrading Project 3/BaselineConditions

Figure 3.4 Basic Soil Associations of Haryansa

, Chandig hb

.2TKhanal

Legend DE.. Category Nomenclature I JSandyand LoomySand (Sogn Lhr __ J TheRelalively Sandy Loam - a Z The Sandy Soft Loom (Rohi) *Mahendragr l - C'oarseLoom (Daher and ChocknoteI-).. Al Light Loom (Seoll) Loom (Bhangar and Nardok) II K Silly Loom (Khaddor) f~Clayeysilt (Bel) fA, L. Silly ClOy (Naili and Chhochnre . Ookor) GBISiwoliks (Pehaer Yl Piedmonl (Gher and Kandi) Rocky Surfoces

3.6 HaryanaHighway UpgradingProject 3/BaselineConditions

Figure 3.5 Sand Dunes Distribution in Haryana

Chandigar

r Ka~~~~~~mbala

f

7( \\e~~~~~~~~~~ cl-i,~~ ~ ~ ~~~~k

. .' Tahana% a | 3 ~alnia

Mahendragar' ; a L ^, , Legend', *} "Nu t ConcentrotionIndex. | Dune-OloundroryLine Cuttings I.i e; EAbove 4 (Very High) I''1 , 1

@ -3 4 (High) - ' :@I - 2 (Low) ==aUnder I (Very Low)

3-7 Haryana HighwayUpgtmding Project 3/BaselineConditions

Mineral resourcesof the plains region are limited (Gupta 1990). Smalldeposits of iron ore are present in the Aravali tract near Narnaul. Limestone which occurs near Ambala and Surajpur, and kankar at Bhiwani and Rohtak is the basis for local cement manufacturing operations. Slate is mined from outcroppings near Rewari. Clay is widely used throughout the State in the production of bricks, except for sand dune dominatedareas. In the Gurgoan district some clay of superior quality is used in the productionof china.

3.1.2.3 Water Resources

The Yamuna River which forms part of Haryana's eastem boundary is the only perennial river in the region. The Ghaggarriver has disappearingflows unless swollen by the monsoon.From November to June the riverbed is planted in Hisar and Sirsa districts. The Markanda, Saraswati, Tangri, Chautang, and Rakshi Rivers, which originate as drainage flowing south-west from the Shivalik Hills and the Kasauli, Indori, Krishmavati,Landoha, BadshapurNallah and Sahibi River which flow north from the MewatHills before disappearingfrom the plains are all intermittentflowing streams. During the monsoon season, however, substantialportions of the region are subject to flooding(see Figure 3.6). The most serious flood in recent years occurred in 1995 when 25 lac acres were flooded affecting nearly 20 lac people and destroying crops on 18 lac acres. Over 7400 km of roads were damagedand 288 roads had traffic disrupted. Areas most affected were in Rohtak, Jind, Hisar, Bhiwani, Kaithal, and Sonepat Districts (Singh 1996). Because of the generally flat terain and often impervious clay layers in the subsoil, drainage is easily impeded by roadways and irrigationcanal embankmentsand floods are slow to recede.

Because rainfall is both highly seasonal and highly unpredictable, irrigation is extensively used, both from wells and from canals which originate near the Shivalik Hills. The Yamuna River is the principal water source for canal irrigation in the region. Over 14 lakh acres of the State are drought prone (Haryana 1976). A complex series of wells, canals and stream diversions,and lift irrigation works, (i. e. pumping stations) have been constructed to alleviate this problem. Over 26.6 lac hectares were under irrigation in 1993-94 (Singh 1996), much of it from tubewells. Only 41 percent of the region has dependable fresh groundwater.The groundwater table declined in average by over 4.8 meters between 1974 and 1994 (Singh 1996). The current flourishing agricultural productivity of the entire region is highly dependent on the continued integrity of the existing irrigation complex. Although efforts were made to establish a "Green Belt" in the south and south-west to stop the advance of desert sands (Chib 1977) the topography, intense overgrazing, and sandy conditions have limited the success of this effort.

3-8 Harvana HighwayUpgrading Project 3/Baseline Conditions

Figure 3.6: Flood Affected Areas in Haryana - 1995

Chandigarh

.~~~~~~~~~r X44.

¢.S 9 {4,z,\ ^t _.J-.>>g! -. A ~~~~JI*dh.>

nipaat

s .. (!),...... To:-hania ***"=, oN i >ff>.S .

- ~ I i . . w.,?. i:-7g-

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A"~~~~~~~~~~~~~~~~~A ~~-*:*uarh ,,Ih g **

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3-9

E1Floodaflec'ted L Direcetionof flow

3-9 Haryana Highway UpgradingProject 3/BaselineConditions

The depth of the groundwatertable throughout much of the region generally ranges from 3 to 9 m below the surface. In the south, particularly in the vicinity of Hisar and Jind, groundwater occurs at greater depths. Groundwater supplies are frequently brackish. Regional groundwater movement generally coincides with surface topography and is from north-east to south-west in most of the State except in the southernportion where it is southto north. Irrigation canals and road alignmentsoften cause localised water logging conditions within the study area (Singh 1995). High ground water levels (i. e. within 2 m of the surface) generate Kankar formation through capillary transport of water to the surface where it evaporatesleaving behind salts. The groundwater table tends to be higher in Ambala, Karnal, Kurukshetra, Sonepat, and Rohtak districts where it often averages 3 m (Chib 1977) in depth and Kankar deposits are conmmon.In Mahendragrah, Bhiwani, Hisar, Jind and Sirsa groundwateris generally found from 10 m to as much as 50 m depth. Intensive canal irrigation in shallow groundwaterareas raises the water table to a level where Kankar forrnationcan occur renderingthe soil unsuitablefor cultivation.Nearly 7.5 percent (i. e. 5 lakh hectares)of India's salt affectedarea occur in Haryana (Chib 1977)as shown in Figure 3.2.

3.1.3. Socio-economic Conditions

3.1.3.1. Population

The populationof Haryana State is about 16.5 million. There are 90 urban areas and cities and 6730 villages in the State. The average population density (1991 census) is 372 per sq. km. Greater densities (468 versus 274 persons per sq. km.) occur in the north than in the southern part of the State. Settlements tend to be highly compact (Singh 1995). Major urban areas along the project roads are presented in Table 3.1. Less than 25 percent of the State's population is considered urban (Singh 1996). As the population of India has continued to increase, a large number of people have migrated to urban areas seeking employment since mechanisation and a surplus of workers in the agriculturalsector have eliminatedor filled their traditionaljobs. These peopie are largely unskilled,and landless, and occur as squatters on vacant land in all of the major communitiesalong the project roads. Although landless, they often have livestock (e.g. goats) which they pasture on road rights-of-way (ROW) areas and fallow cropland. Road, ROW areas also are frequentlyused by local residents as areas to gather fuel, usually dead branches from eucalyptus or acacia trees planted along the road sides. Virtually all sections of the project roads are subject to these foraging and pasturing activities.

Population will continue to grow throughout the region, with the greatest growth being experienced within existing communities.There are relatively few residences along the rural sections of the projectroads, although many land owners live in nearby small villages and work on the farmland along all alignments. Strip and suburban development along highways is not a prevalent feature of Haryana highways at present, and communities are highly compact and regularly spaced. Drier districts (e.g. Hisar) tend to have fewer villages (7.5 per 100 sq. km ) than districts further east (e.g. Karnal, 17 per 100 sq. kin) and north (e.g. Ambala, 33 per 100 sq. km) (Singh 1995).

3-10 HaryanaHighway Upgrading Project 3/BaselineConditions

Table 3.1: Principal CommunitiesLocated on HHUP Segments

Community Population - Segments Ambala 119,300 7, 8 Barwala 24,800 22,23 Bhiwani 121,600 25,26 Dadri 32,200 26, 27 Gohana 32,400 36, 37 Hansi 59,600 16,25 Hisar 181,200 23 Jagadhri 67,300 3, 4 Jhaijar 27,600 34, 35 Jind 85,000 16, 17 Kaithal 71,100 9, 11 Namaul 51,900 28,31 Narwana 38,500 17,18 Panchkula 70,300 1 Panipat 191,200 36 Pehowa 21,900 8, 9 Rewari 75,300 30 Rohtak 216,000 37,38 Shahbad 31,400 6 Tohana 34,200 20 Yamuna Nagar 144,300 5

3.1.3.2. Industry

Adequate infrastructure is an essential prerequisite of any successful commercial enterprise. Industrial development is dependant upon adequate roads to get raw materials to processing, milling, and manufacturing facilities and ultimately to get processed goods to regional, national or intemational markets. Certainly the proximity of Delhi and the presence of connecting sections of the National Highway system have been important factors in the successful development of industries in Rohtak, Ambala, Hansi, Hisar, Kamal, Rewari and Panipat.

Industrial development in the region has progressed in a fairly predictable manner in accordance with the availability of natural resources (e.g. slate and clay) and/or suitability of soils and availability of water for commercial crops (e.g. cotton and sugarcane). All industrial efforts require good road systems to succeed as economic ventures. Absence of adequate roads may preclude industrial development or limit the viability of existing commercial efforts. For example, large scale poultry farmnsthat occur along alignment SH-31 are dependant upon being able to obtain grain locally and must also be able to get their birds to markets in Ambala, Chandigarh, Delhi, Jagadhri, Karnal and Yamunanagarquickly and regularly.

The potential for agricultural industrial development throughout the region may be restricted by the possibility of farmers to get their produce to processors in a cost- efficient manner and difficulty of getting finished/processedgoods to markets in a

3-11 Haryana HighwayUpgrading Project 3/BaselineConditions

competitive manner. At present the principal industrial endeavourspresent along the various project roads which may benefit from road improvementsinclude facilities for processing agriculturalgoods (principally,wheat, sugarcane, cotton and poultry) and those dealingwith extraction/makingof building materials (bricks, blocks,cement and slate). Singh (1995) identifies a shortage of raw materials as a major constraintto the further development of the textile, engineering and foundry related industriesin the region. Economic ramificationsof the highway upgrades were consideredin detail in Chapter 4 of the HHUP FeasibilityStudy.

3.1.3.3 Land Use

The region is a mixture of ethnicand cultural backgroundsresulting from centuriesof emigration, repeated invasions, and displacements (most recently from Pakistan). Despite the array of geneologies represented, the dominant landuse has been agriculturalcropping, usually with irrigation. Nearly 60 percent of the workforce is engaged in agriculturalor allied activities.Tikkha (1996) indicates Haryana is one of the areas of the northern plains of India with surplus agriculturalproduction. Principal food crops include wheat, gram, millets, rice, maize, barley, and pulses. Cotton and sugarcane are importantcash crops. The production,however, is limitedin part due to the farmers lack of access to milling facilities.Regional crop associations(Figure 3.7) are generallyreflective of soilstypes and water availabilityalthough efforts to irrigate the region have been extensive. High crop diversity is typical of most of the State. Crops such as wheat, cotton and sugarcane which are processed and sent out of the State to satisfy national demands are generally restricted to irrigated regions in the northern half of the State and eastem border of Rajasthan. Topographyand sandy soil conditionshave stymied efforts to completelyirrigate the south, and dry land farming restricts potentialcrops and yields.

Over 7.8 million livestockwere kept in Haryana in 1988 (GOH 1994).Buffalo, cattle, sheep and goats constitute nearly 97 percent of these animals. Sheep and goats are pastured by nomadic herdsmen and villagers on fallow cropland, dunes, wasteland, forest land and public road rights-of-way areas (ROW). Other livestock like water buffalo, cattle, horses, mules, and camels are commonly contained at night in the vicinity of houses or villages and may have grain or forage brought to them as well as foraging at road ROW areas and in fallow fields near the village during the day. Most villages have "wasteland" areas which serve as pasturage for local and transient livestock.

Although tractors are extensively used, field labour is still the major occupation in rural areas. Facilities servicing farm equipment are found in most small villages and, in many, constitute the principal businesses other than those providing basic services (i.e. groceries, clothing, etc.). Open markets selling agricultural produceare present in the majority of the towns and operate on daily, weekly basis, or, in the case of livestock, seasonal basis. The main street is the most common market site, a fact which contributessubstantially to periodichighway congestion in the region.

3-12 Haryana Highway Upgrading Project 3/BaselineConditions

Figure 3.7: Agricultural Regions of Haryana

Chandig

Poatiala

NomenClature~ ~ N n4-t DE

~WhDornintion Reoion hain j ==-J/n _I Coargeoogdn aind Domiant ion having r Nahrgrau

NlomVnat CunivationPorentias -r FCoeFoodgins Dominationeion ha ving WheailonIRCultivatin Polentials DomNiantiDomin tion Regin having 11I113WhealCotains Cutio DnPotentialo kgon - mahsncra Foograins Domination Region having

S CultirovePolentialsvnat F~ -ICoarse FoodgrainsDomination Region having o--rWhaWhOiae.sCutivtbion Potentials o Foograins Domninatin Region having tu D FerrruingPotentialis

dtnDiF Haryana Highway UpgradingProject 3/BaselineConditions

3.1.3.4 Tourism

Althoughnearby Delhi is a major point of entry for the estimated 2 million tourists who visit India annually, there are few sites on or near any of the project roads which can be considered major attractions to domestic or international tourists. Most travellersin the region are bound for Agra and the Taj Mahal, Jaipur or the Golden Temple of Amritsar, the Baradari Gardens and Moti Bagh in Patiala, or the hill stationsnorth of Chandigarh. Chandigarh,the model city of Le Corbusier,constructed in the 1950sand 60s to replace Lahore which went to Pakistan, has yet to become a tourist destination.

Ambala is a Sikh pilgrim centre while Pehowa is a Hindu pilgrim centre. Other Hindu pilgrimagesites include the KurukshetraBaths, Thanesar's Shiva Temple, and Sirsa's fort and temple. There are palaces at Jind and Hisar, which also has a fort and mosques. Karnal is a historical walled town, as is Hansi. Temples are found at both Bhiwani, Pehowa and Hansi. Narnaul has numerous historical monuments, mosques, and nearbythe ruins of a hill fortress. Panipat, consideredby some historiansto be 35 centuries old, also has a number of historical monuments( Chib 1977). Other towns with historicalmonuments and archaeologicalfinds of potential interest to travellers (Chib 1977) include Sonepat, Mahendragarh, Bahadurgarh, Jhajar, Hassaingunj, Sohana,Asthal Bohar, Sugh, and Palwal. None of these sites, however, are considered featured attractionsto most internationalvisitors, but many, particularlythe religious sites, are important destinations for domestic travellers. An estimated 6.4 million Indian and 0.2 million foreign tourists visited Haryana in 1993-94, with over 60 percent of these occurring in 4 districts: Ambala, Karnal, Faridabad and Sirsa. The region has a long history of settlement,conquests and invasionsand a correspondingly rich archaeologicalrecord.

3.1.3.5 Resettlement

A project such as HHUP which proposes to widen existing roads has the potential of displacingpoor landless people who have settled within the existing road ROW. Shop owners, vendors, and local residents and farmers may also encroach on the ROW with their conunercial or private enterprises.A "Resettlementand RehabilitationStudy" is in progressand the initial findings are currently being evaluated by PWD (GOH). The study included an identification and verification survey, a baseline socio-economic survey collecting data on demographic characteristics, ethnic composition and livelihoods and a resettlement action plan. The action plan identifies entitlement packages, budgets and costs-,and timetables necessaryto alleviate losses by adversely affected people.

3-14 Haryana Highway UpgradingProject 3/BaselineConditions

3.1.4 Ecological Conditions 3.1.4.1 Vegetation Haryana State lies at the meeting point of three vegetative zones: the westem Himalayasto the north, the upper GangeticPlains to the east, and West Indian Desert or Arid Zone which encompasses most of the State (MP Singh et al. 1994). The original natural vegetation of the region was tropical thom forest in arid areas and tropical dry deciduous forest in moister north-eastem sections (Agarwala 1990). Today the forest area has been reduced to 1703 sq. km (3.85% of the total land area). This is the lowestpercent forest cover of any state in India outside of Delhi. Nearly 94 percent of this forest area falls within reserves or has protectedstatus. The majority of the growingstock is located in the north-eastempart of the State. Distribution of the forest areas relative to the project roads is shown in Figure 3.8. None of the road segmentsunder considerationpass throughany of these designatedforest areas. Eucalyptus,because of its rapid growth rate and toleranceof semiarid conditions, has been planted within the ROW along many sections of the project roads in northem Haryana. Other species commonly planted include Shisham, Kiker Cassia Festuty, Pongamia and Jaman. Similar plantings are present along highways in southern and westem parts of the State, although,because of the arid conditions,Acacias, Mesquite and Tarnarixreplace Eucalyptus, Pongamia and Jaman. Tree plantings when present are in rows parallel to the highway with widely varying spacing between trees (5 to 15m). Trees may be planted on the berms, sideslopes, and drainage areas adjacent to the roadway. The Age of these plantings are also highly variable. In a few instances they are very recent while others have been there for decades. In most cases the trees have been individuallymarked with paintednumbers. Most road berns are currently sparsely vegetated with grass and weedy/grazing resistant flora (eg. Panicum, Xanthium, Blurnea, Cassia, Crotalaria, Amaranthus and Argemone). Roadsides are heavily grazed leaving only unpalatable species (e.g. Euphorbia, Calotorpisand Oleander) in the shrub and herbaceousstrata. Virtually all land adjacent to the project roads segmentsis tillable and has been placed under cultivation.Cultivated land is often subjectedto multipleplantings annually, so fallow fields are uncommon. In arid areas, trees (usually Prosopis) are commonly grown for top fodder (collected periodically by pollarding) in the cropped fields as well as along their borders. 3.1.4.2. Fauna Habitats along the project'roads throughout the majority of the region are highly disturbed and reflect a long history of use by man and his livestock. Based on 1988 census figures there were 7.8 million head of livestock maintained in Haryana (GOH 1994). Many of these are pastured on road rights-of-way areas and contribute significantly to the deterioration of these areas as wildlife habitat. Although some 68 species of birds and three mammals (see Table 3.2 page 3-16) were recorded on or near the right-of-wayduring the course of field reconnaissance,all species are highly tolerant of human activity and none are restricted to habitat present along the roads. No rare, threatened or endangered species of wildlife are known or likely to occur on or near the road ROW's. Blackbuck,the only endangeredspecies likely to occur in the habitats remaining along the project roads have been extirpated from most of Haryana. The only remnantpopulation in the State is restricted to the arid zone west of Hisar.

3-1S HaryanaHighway Upgrading Project 3/BaselincConditions

Figure 3.8: Forest Areas of Haryana

CH^NDIG^flHPafCvh Ps

* /_ S/~~ / SI'mhzaogur~ ~~~

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C-4t f b oXEVa|8nse uz s;S;K n''i gg f #hbnsje,' X ...... ,

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-- _--ProjectRo adt ExdJudsad OSLH

Legend^ ___ _ ...... _ _ I

3. t6 HaryanaHighway Upgrading Project 3/BasclineConditions

Table 3.2: Wildlife Recorded along Alignments during Field Reconnaissance. MAMMALS Five-linedSquirrel; RhesusMonkey Nilgai BIRDS Dabchick GreenSandpiper UtileCormorant CommonSandpiper UtgleEgret BlackWinged Stilt CattleEgret Avocet PaddyBird CollaredDove White-neckedStork UtWeBrown Dove BlackStork SpottedDove BlackIbis RedTurOe Dove CommonPochard BlueRock Dove White-backedVulture Rose-ringedparakeet Long-billedVulture HouseSwift Black-wingedKite White-breastedKingfisher PadahKite PiedKingfisher HoneyBuzzard Blue-checkedBee-eater Shikra UtileGreen Bee-eater Peafowl Hoopoe GreyPartridge GreyHombill White-BreastedWaterhen IndianRoller Moorhen Red-rumpedSwallow Coot CliffSwallow Red-WattledLapwing YellowWagtail Yellow-WatnedLapwing WhiteWagtail Koel Red-ventedBulbul SpottedOwlet PurpleSunbird White-CheckedBulbul White-backedMunia' Bay-backedShrike HouseSparrow IndianGrey Shrike BrownChat MagpicRobin BrahminyMyna Stonechat PiedMyna AshyPrinia BankMyna IndianPrinia CommonMyna CommonBabbler JungleCrow JungleBabbler HouseCrow BlackDrongo

Nomenclature follows Ali. 1996 and Parter 1993

3-17 Haryana Highway UpgmdingProject 31BaselineConditions

There are 8 wildlife sanctuaries totalling 43, 627 acres, and one National Park located in Haryana State (see Table 3.3). The locations of these park and sanctuary areas are shown in Figure3.9:

Table 3.3: Designated Wildlife Sanctuaries in Haryana

Name Area District

Bhindawas Wildlife Sanctuary (Artificial lake) 1017 acres Rohtak

Nahar Wildlife Sanctuary (Tropical forests) 522 acres Rewari

Bir, Shikhargah Wildlife Sanctuary 1896 acres Amnbala (Eucalyptus plantations) ( Shiwaliks)

Chhilchhila Wtldlife Sanctuary (ake) 72 acres Kaithal

Chautala Wildlife Sanctuary 28494 acres Sirsa

(Cultivated area & wasteland)

Saraswati Plantation Wildlife Sanctuary 1 1003 acres Kurukshetra

Chhuchhakwas Wildlife Sanctuary 204 acres Rohtak

BirBara Van Wildlife Sanctuary -419 acres Jind

Sultanpur National Park 247 acres Gurgaon

3.1.4.3 Wetlands

There are no perennial streams in the State although seasonal flows and flooding occurs. Arid conditions predominate and wetlands are now limited to the margins of livestock watering ponds found in each village and to a few jheels (lakes) in flood prone areas primarily in the vicinity of Gurgaon and Faridabad. The Sultanpur National Park near Gurgaon, a natural wetland resulting from the annual monsoon, is the only wetland in the region which has been given protected status and spared conversion to agricultural wetlands. This park is more than 10 km from any proposed road segment. Despite theirdisturbed nature the livestock watering ponds host many migratory aquatic birds durinrg the winter and migration periods. Cropland, when flooded with irrigation water, also is used by many foraging waterbirds. Waterlogged areas which often border irrigation canals frequently support dense shrub and herbaceous cover and are used by a variety of birds, mammals, reptiles and amphibians.

3-18 Haryana Highway UpgradingProject 3/BaselineConditions

Figure 3.9 Location of Parks and Sanctuaries in Haryana

CHANDIGARH -h Panchkula

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r, mb;3 ahbS

-. S~~~~~~~~~~~~~~~~c

sits r-j? __ -- 7I awna a ^

, tEllannbad Faintha AZM Sbt 4

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Kanul + Su*1X7pur§^j;/C3 t4

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{ ) P.oieAl Roads r} Knhrl Nslioi al Hi hwayw Kolr5V

___---Projeel Roads Excludei_

:-~~~~~~31 HaryanaHighway Upgrading Project 3/BaselineConditions

3.2 EnvironmentalAttributes of Road Segments 3.2.1 Physical Environment

All of the road segments studied were very similar in many aspects of their physical environmentA comparison can be made from the summaries presented in Appendix 1. All traverse flat to gently undulating terrain (see Table 3.4 overlea]).The only exception to the basic condition occurs on the first two kilometres of segment No. I (Panchkula- Shahzadpur)which traverses the outer edge of the Shivalik Hills. Road cut and fill areas will have to be widened and stabilisedalong this 2 kmnof road. Due to the gradientof the road, berm stabilisationand water diversion channels should be an integralpart of the design for this section of SegmentNo. 1.

Six of the road segments pass through areas where sand dunes are present. Most of these segmentsare located in interduneareas on alluviurn.In a few instances (e.g. one point on Segment No. 39) a dune is crossed or so close to the road that a potential exists for wind blown sand to accumulate on the road surface. In general, however, topography and presence of land forms present no special engineering or environmentalproblems. Erosive soils, however, are generallypresent throughout the State and present challenges regarding stabilisation when used in road construction elementssubject to erosion.

3.2.2 WaterResources

Althoughthe proposed road projects all are located in the arid to semiarid region, with average annual rainfall of only 30 to 100 cm (see Table 3.4 overleaf), rainfall events are often intense.Furthermore, due to grazing cropping, and draughtyconditions, soils have little vegetativecover to retard runoff and prevent erosion. Flood prone areas are crossed by Road Segments Nos. 3, 7, 11, 16, 17, 18, 25, 26, 27, 34, 36 and 39.

The agricultural prosperity of much of Haryana is highly dependant upon uninterruptedfunctioning of irrigation distributionsystems. Virtually all project roads cross irrigation.canalswhich may range in cross sectional size from a square meter to several square meters. Many of the canals are elevated and their ability to effectively transport water to and from regions depend upon the integrity of the canal bottom, walls and protectiveberms. Some smaller drains cross the roads by means of siphons which will have to be partly rebuilt if a road is widened.

Berm erosion due to pavement runoff was noted occasionally on the existing roadways, particularly along the steeper parts of the first two kilometres of Segment No. 1, and on a few stretches of Segments No. 2 -8 which receive relatively more rainfall and traverse areas of relative easily eroded soils. Water erosion was also noted along parts of segments No. 27-31, 35 and 39.

Few people in Haryana have access to in-residence water distribution systems. Households in every community visit public or private wells for their daily water needs. These public/private supply points may be situated over dug or driven wells or connected to piped distribution systems. Maintenanceof the integrity of the existing water supply system is essential to minimise negative construction impacts on local communities.

3-20 HaryanaHighway Upgrading Project 3/BaselineConditions

Table 3.4: Qualitative Summary of Environmental Features by Road Segment

ROADSEGMENTS RELtEFAND LAND FORM CLIMATE SOIL NATURALCALAMITIES INDUSThIAL SL NO. NAME lAND FORM ROUGHNESS ANNUAL PROBLEKS FLOOD SANDDEPOSIT DEVELOPMENT I Panchkula- Shardpur PiedmontPlain Low 90-100 Watcr Erosion Nil Nil High

2 ShMdpur-Saha AlluviWPlain Nil 80-100 WaterErosion Ni Nil High

3 Sah*.Jaapdri PiedmontPin Nil 090 Water Erosion Yes Nil High

4 YasnunaaaprBypass FloodPlain Nil 3090 Water Erosion Nil Nil Medium

5 YamunwnaprBypass - UP border FloodPlain Nil 80-90 WaterErosion Nil Nil Medium

6 Sa - Shahbed Alluvial Plain Nil 7040 WaterEiosion Nil Nil High

7 Saha Amnbaa PiedmontPlin Nil 70-S0 WaterEresion Yes Nil High

I Ambala- Pehowe Flood&AIluvialPlin Nil 50-0 WaterEosion Yes Nil High

9 Pehow- Kaiihal Alluvial Plain Nil 50-60 Salinisation Nil Nil Low

I ICKnithal- Titramour Alluvial Plin Nil 40-50 Salinisation Yes Nil LOW

16 Jind - Hansi Alluvial Plain Nil 40-50 Salinisation Yes Nil High

17 lind . Narwavs Alluvil Plain Nil 50 Nil Yes Nil High

12 Narwana- Titammour AlluvW Plain Nil 50-60 Nil Yes Nil High

19 NawaWa - Uklna Alluvil Plain Nil 40-50 Nil Nil Nil High

20 Uklans- Tohaa Alluvial Plain Nil 40 Nil Nil Nil High

22 Uklana- Barwals Alluvial Plain Nil 40 Nil Nil LOW High

23 Barwala- Hissr Alluvial Plain Nil 40 Nil Nil High High

25 Hansi-Bhiwani Alluvial plain NIL 40 Nil Yes High Medium

26 Bhiwani - Dadri UndulatingSandy Plain NIL 30640 Nil Yes High Medium

27 Dadri - Mahiendraprh UndulatingSandy Plain NIL 30-40 Wind Erosion Yes High LOW

28 Mahendrgarh- Namul UndulatingSany Plain NIL 30-40 Water Erosion Nil LoW Vay low

31 Nanaul - Kotputli Unduhting SandyPlain LoW 30-40 Water Erosion Nil Low Very low

34 Rehtak-Jhaijar Alluvial plain NIL 40-50 Nil Yes Nil High

35 Jhajjar.Rewari UndulatingSandy Plain NIL 40-50 Water Erosion Nil LoW High

36 PanipatGohana Alluvia plain NIL 60-70 Nil Yes Nil High

37 Gohana-Rohtak Alluvial plain NIL 50-60 Nil Nil Nil High

38 Rohtak-Bhiwani Alluvial plain NIL 40-50 Nil Nil Nil High

39 Bhiwani - Lohanu Sandduem LoW 30-40 Water Erosion Yes High Medium

3-21 HaryanaHighway Upgrading Project 3/BaselineConditions

Sewage drains in most communitiesare open and drain from residences and alleys into the drainage ways parallel to the main road or often onto the road itself. This drainage pattem is seldom adequately sized to handle more than minor rainfall and contaminationof roadways, side walks and even public water systems commonly occurs creatingchronic health hazards. In all communitiesvisited, drainage systems appearedinadequately sized and/or maintainedto handle runoff from roads, roofs and other paved surfaces.

3.2.3 Air Quality and Noise

Air Quality is generally good throughoutthe region although dust storms induced by thermal conditions and bare soils occur frequently. In local communities dust/particulatematter pollutionmay be high when traffic volume or speeds are high - and unpaved bemns are used as the travel lane. Other air quality parameters are generallywell below pollution standards.

Noise levels are generally low, except in congested areas where horn blowing, a fixture of Indiansdrivers, are appliedliberally by importantmotorists. 3.2.4 Social Welfare

3.2.4.1 Resettlementand Rehabilitation.

A detailed investigationinto the Resettlementand Rehabilitation(R&R) needs of the project affectedpersons (PAPs) has to be conductedand is currently in draft form. A comprehensivereport on this study including the policy mandated R&R Action Plan will be submitted separately. Issues regarding R&R are not addressed further in this SEA.

3.2.5 Cultural Resources

Haryana communities have a long and varied history dating back in some cases to several centuries B. C. Religioustemples/mosques are abundant. Most communities have two or more, Bhiwani has nearly 300. Although shrines and banyan trees, considered sacred and used as local assembly points, are commonlyplaced adjacent to roads no instances were found where these presented significant constraints to road upgrading on any of the 28 road segments now included in the HHUP. Similarly no historic sites were observed within right-of-way (ROW) areas which might be significantly impacted. Berms and adjacent ROW areas have already been substantially disturbed and'are unlikely to harbour significant intact archaeological features. Few graves or tombs were noted in the ROW's.

3.2.6 Ecological Environment

3.2.6.1 Wildlife

No significant differences were noted in wildlife populationsand/or wildlife habitats between the project roads which pass through a mixture of cropland, and scrub wasteland (pasturage) and have a variety of water bodies (open tanks, irrigation canals, and irrigated fields) adjacent or near to them. Except for occasional patches of heavily grazed wasteland, there are no natural forest areas adjacent to the project roads and habitat for rare. threatened or endangered species of wildlife is lacking and will in

3-22 HaryanaHighway UpgradingProject 3/BaselineConditions

no way be impacted by highwayupgrades. ROW areas commonlyhave trees but are heavily grazed and offer habitat for only a few species highly tolerant of human presence and common in the region. Species recorded were presented in table 3.2. Observationson species and habitatspresent, and knowledgeof known occurrencesof endangered species in the State indicate that further intensive wildlife surveys or monitoringstudies are not warrantedfor the HHUP.

3.2.6.2 Flora

Natural communitiesalong the alignments are all highly disturbed. Forest reserves, listed as "densejungle" on 1970's topographicmaps have been reduced to scrub thom wastelands through two decades of unregulated overgrazing. Reforestation is generally monoculturesof eucalyptusin moister areas and acacia in more arid regions. Similarly, knolls referred to as "dense meter high grass" on early topographicmaps are now unstable sand dunes, denuded by overgrazing except for sparse coverage of browse resistant shrubs (e.g. CalotropisProcera). Many trees, especially Prosopis, are top lopped for livestock fodder. Shrub and herbaceous vegetation when present, is sparse, weedy,and highly resistant to grazing.

3.2.6.3 Wetlandsand WaterBodies Although the entire region is arid to semiarid there are livestock watering tanks and irrigation canals/fields throughout. The water bodies are subject to intensive disturbanceby livestockand humansbut often have extensiveareas of wetland plants (e.g. Water Hyacine) and are utilised by wading birds, (e.g. Pond Herons) and water birds (e.g. Little Gerbes). This usage is often seasonal with greatest number of birds especially shorebirds (i. e. Sandpipers)in the migration and winter periods. Now that hunting is prohibited,virtually all wet areas are utilised regardless of other forms of disturbance (e.g. ploughing, planting, or harvesting). Waterlogged areas beside irrigation canals/ditchesare often well vegetated and heavilyused by wildlife.

Organic (principally sewage) and suspended material loads are often heavy in these water bodies due to uncontrolled livestock access and runoff from irrigated cropland. Changes in these parameters are unlikely to occur given current land use practices, and although low oxygen levels are likely given the high biological oxygen demand, the high nutrient loading results in large populations of pollution tolerant species which form the prey base for many types of predators (eg. Little Grebes, Storks, Herons, Sandpipers, and Kingfishers).The importance of protecting the integrity of the existing water bodies and conveyance systems has been discussed earlier (see section 3.1.2.3).

3.3 Hydrology

During the monsoonseason, substantialportions of the region are subject to flooding. Because of generally flat terrain and often impervious clay layers in the subsoil, drainage is easily impeded by roadways with insufficient cross drainage and by irrigation canal embankments. Floods are slow to recede.

Because rainfall is both highly seasonal and highly unpredictable, irrigation is extensively used both from wells and canals which originate near the Shivalik Hills and at large reservoirs.

3-23 HaryanaHighway Upgrading Project 3/BaselineConditions

Road projectscan create both favourableand unfavourableimpacts on the hydrologic cycle, affecting both surface and ground water patterns, through volume, flow and quality changes.The original naturalsurface drainage system is completelyaltered by a well utilisedirrigation/drain system. The project roads cross these drainagelines and canal system at various levels and locations.Irrigation is widely used with irrigated area over 26.6 lac hectares in 1993-94(Singh 1996) and substantial investmenthas been made in its expansion.This has frequentlyimpacted the roads, often contributing to their damage,through constructionand seepage.

3.4 Flooding

Flooding is a common problem and occurs in varying intensities in various parts of the project area. An unusual heavy flood occurred in 1995. During this flood almost one third of Haryana was under water. Although initial studies revealed that the road network adverselyaffects the flood scenario, a recent preliminary hydrologicalstudy carried out by the PCC indicates that existing and already planned additional cross drainagefacilities in general are adequate under non-extremeweather conditions.For road sections overtopped by water during the 1995 flood the study recommendsthat detailed hydrologicalsurveys shouldbe carried out as an integral part of the detailed design in order to establish the actual cross drainage need. The study also points out that increasingof the cross drainagecapacity of the project roads cannot contributeto solvingthe generalflooding problemin Haryana.The need and advantageof having a computerised, detailed hydrological/floodingmodel for design purposes is also addressed by the study. However,this is found to be outside the scope of the HHUP to create such a model. Eventually,the height of the existing road embankmentin flood prone areas may have to be raised to ensure protection against suspension of traffic due to inundationof the road.

3.5 Flora and Fauna

Forest reserves are very scarce in Haryana and none of them are located adjacent to the project roads.

Sacred groves are defined as wild areas containing substantialbiological diversity that are held in great esteem or awe by local people. Although culturally important these groves have little significance for maintaining bio-diversity due to their small size. There are no groves currently known to be situated within the ROW of the project roads.

3.6 Cultural/Archaeological Aspects

Temples and sacred sites along with archaeological remains abound along some Indian roads. Important sites may frequentlybe a minor structure under a Banyan tree at the side of the road, and its significancemay lie in local knowledgealone.

No such important sites are reported along the ROW from the Survey Of India map interpretation.Field investigations indicated Banyan trees were common especially at the outskirts of villages. Some more were identified which it may not be possible to avoid by minor shifts in alignment or changes in berm width, if during the construction period any temples or sacred sites become exposed then appropriate archaeologicalagencies will be consulted before resumption of construction.

3-24 Haryana HighwayUpgrading Project 4/EnvironmentalImpact

CHAPTER IV

ENVIRONMENTAL-IMPACTS AND ANALYSIS OF ALTERNATIVES

4.0 General

Road upgrading projects generally produce relatively small negative impacts upon environment. Most such negative impacts can be mitigated by proper engineering designs and through enforcing contractors to apply environmentally appropriate constructionmethods.

The proposed construction activities to be accommodatedwithin the present project scheme will be restricted almost entirely to the existing right-of-wayand consist of widening of pavement, shoulders, and berms, improvement of bridges, culverts and drainage ways, and improvements to road surface. These activities will ultimately result in upgrading of the highways and improvementsin transport capacity, surface condition,traffic speed and drainage.

All proposed construction activities are intended to raise traffic capacity to accommodate projected future traffic and will be carried out in accordance with current Indian and international standards for highway engineering design. These standardsare applied in the design of drainage, roadbed, surfacing, and widening and stabilisationof berms. Potential environmentalbenefits and adverse impacts caused by these activitiesare addressedin subsequent sections of this report.

The impact assessments are based on field inspections of road segments carried out for the purpose of identifying potential impacts of proposed road upgradings and existing problems. Although initial studies and field visits were carried out for about 1265 kin, EnvironmentalImpacts were identified for a total road length of about 865 km only. This is because the PWD during the study period excluded a total of 399 km originally proposed roads. All roads were physically inspected by the Envirommental Assessment Team of PCC. The following issues were considered during the assessmentof potential impactsand mitigationneeds.

* tree removal and replacementtree planting * land acquisition * eviction of habitation and work places * protection of sacred groves, grave sites and temples * effective restorationof borrow areas and quarries * noise and air quality * maintainingwaterway areas and preventing siltation * waste management,particularly from construction camps * flora and fauna including potential occurrence of endangeredspecies * Protection of nature reserve and sanctuary areas * cultural heritage * road safety * non-motorisedtransport

4-1 HaryanaHighway Upgrading Project 4/EnvironmentalImpact

In most cases land impacts are relatively short term, provided attention is given to. restoration and rehabilitation. Issues regarding land acquisition and eviction of habitation and work places will be dealt with in the R&R report. The climate and soil conditions of Haryana provide good regeneration capacity and no unmanageable issues are envisaged. The impacts listed above are discussed below.

4.1 Altered Road Embankments

Whilst the project is largely confined to existing alignments, and within existing right- of-way (ROW), the rehabilitation and widening activity will raise, extend and enlarge existing road embankments at some locations, or new embankments will be constructed. As freshly consolidated fills in the flood prone area are prone to erosion, and will cause some visual and physical obstruction, attention to better stabilisation, selection of less erodable materials including placement of gabions and rip-rap and good compaction will be needed particularly around bridges and culverts. In all instances, final forming and revegetation will be completed as soon as possible after fill placement to allow natural regeneration Trenching will generally be required to ensure successful establishment of vegetation. This is generally a short term impact only.

4.2 Borrow Pit Excavations

Roads in India are bordered by series of often discontinuous and regularly shaped excavations both within and outside the ROW. These can cause drainage and visual problems, with the potential for increased disease vector activity. Under the new Indian Roads Congress (IRC) specification borrow areas are to be located outside the ROW with restoration of the pits following the completion of works. These borrow areas are frequently subject to negotiation between the contractor and the adjacent landowner. Restoration of borrow area will be completed before final acceptance of the construction contract.

4.3 Quarries and Construction Material Sourcing

Substantial quantities of crushed rock and sand will be required for the macadam based pavements normally constructed in India, and for concrete. A network of commercial quarries has been established in Haryana based on the QuartzitelDiorite rock outcrops, which occur throughout the State, and alluvial deposits. A separate study on material sourcing and quarries has been prepared as part of the feasibility study for the project and should be referred to for more specific details. Quarries and aggregate areas proposed for. possible construction material sources are shown in Figure 4.1. Whilst operation of quarries is an independently regulated activity, the project will increase the rate of utilisation and resource depletion. With an indirect effect. it is appropriate that some consideration be given to the environmental implications in selection of quarry sources. Besides the quarry materials, riverine boulders of Quartzite, Gneisses and limestone are also available from the river beds in the north. Only licensed quarrying operations will be used for supplying material sources.

4-2 HaryanaHighway Upgrading Project 4/EnvironmentalImpact

Figure 4.1: Location of Quarries and Source Materials Sites.

P"AUUIt

aHANDICAR&, N;c

PUNJAB

* CRUSI4II POINIT o

4.3 HaryanaHighway Upgrading Project 4/EnvironmentalImpact

4.4 Construction Workers' Camps

The constructionworkers can inducemany hazardsin and aroundlabour camps and at constructionsites. Some of these are: 1) Unauthorisedtree felling to get fuel-wood even when alternativefuel is made available,2) Poachingof edible anrimalsand birds of the locality in spite of prohibition,3) Poor sanitationarrangement and improper methods used for disposal of solid wastes and effluent,4) Indigenouspeople getting invaded by imported construction labour-force, due to lack of discipline, 5) Transmissionof communicable diseases to the local people by the construction workers due to inappropriatehealth monitoringfacilities, and 6) Creating hazardous traffic flowat constructionsite due to lack of concernabout the local needs.

4.5 Air and NoiseQuality

The existingunpaved shouldersof the project roads gives rise to dust problemsin the dry season,and the constant hootingof horns contributessignificantly to the common noise pollution.Currntly most village streets have unpavedberms which contribute substantiallyto local particulate loads. Traffic volume studies showed relatively uniformtraffic flows duringdaylight hours. No significanttraffic congestion problems or increases in air contaminants from automobile exhausts are expected to occur duringroad construction periods. Widening of the paved roadwaythrough most towns and villages will result in significantreductions in particulateair pollution in these communities.Suspended particulatematter is the only air qualitymeasurement which is frequentlyexceeded in Haryanaplain communities.Improvements in road surface conditionand traffic capacity will alleviatelocal congestionand improve traffic flow, therebyreducing engine idlingand horn blowingwhich contributesto local air quality and noise pollution. Temporary dust problems, potentially associated with constructionactivities, can be readily controlledby periodicwatering of unpavedareas where construction traffic may create dust problems. Mitigation activities which addresscontrol of potential dust problemsare discussedin Chapter5.0.

Under the Air Act, 1981 noise standards have been set for motor vehicles (80-90 dBA), and vehicle emission standardsalso exist, but are high and rarely achievedor enforced.

Some temporary increase in dust and noise might be expected from construction traffic, and some shift in impact locality will occur with any bypass. The degree of impact from these activities can, however, be mitigated by modem engineering practice and equipment.This is discussedin the mitigationsection.

With growth in traffic using roads in the longer term, noise and air pollution will increase.However, this will tend to increaseregardless of the improvementsbut with wider roads and better driving surface,the project shouldcontribute to somereduction in noise exceptwhen it comes to hom blowing.This will have to be fought by other means such as public campaigns. Expected improvementsfrom control of motor vehicle emissionsand unleadedfuel, and freer moving traffic with less standing time will also contributeto a generalreduction in air pollutionover the longer term.

Over time, vehicle pollutants (dust, lead, zinc, hydrocarbons)are deposited on the road surface and can ultimately find their way into the water system, but this should be no more than what occurs now. With improved vehicle performance on a new

4-4 Haryana Highway Upgrading Project 4lEnvironmental Impact

better road surface, the pollutionmay actually be reduced. Provisionof adequate side drainagesin villageswill significantlyimprove such pollution.

4.6 Physical Environment

4.6.1. Soils

Soils of the region are subject to considerableerosion due to their character, the seasonalityof precipitation,and the frequentovergrazing of vegetativecover. Soil loss may be 800 times as great in barrenland as comparedto forestland (Agarwala,1990). Roadcutsand berm sideslopes,particularly on elevated road sections, are often poorly stabilised,if at all. Examples of the failure to adequatelystabilise cuts and fill areas can be found on the first two kilometresof SegmentNo. I near Panchkula.Erosion of the berm extends nearly to the carriagewayand the integrity of existing fill and culverts is compromisedby the steep side slopes, absence of lined drainage and the failure to stabilise by rip-rap or revegatationcut and fill areas. Areas where slope stabilisationof fill was considerednecessary were identifiedalong each of the various road segments during reconnaissance.Segments requiring stabilisation of fill are being addressedin constructiondesign documents.

Significantimprovements are expectedto occur as a result of the proposedupgrading which will adhere to best availabletechnology in placement of side drainage and stabilisationof cuts and fill areas. Methods which will be employedto achieve soil stabilisationare discussed in Chapter5.0, MitigationPlan.

4.6.2 Water Resources

Water bodiesto be crossed includeintermittent streams, irrigationcanals, flood prone areas, and ponds, present in most small villages, and frequentlyused to bathe water buffaloes. Existing water bodies are typically highly degraded with low oxygen and high BOD.associated with excessiveloads of sewage and other organic materials.The proposed upgrading will reduce erosion from the roadway and will result in minor improvementsin water quality(i.e. reducedsilt loads).

Some new roads are currentlyimplicated in floodwaterretention and water loggingof adjacent soils (Singh 1996). Current practice in some cases is to raise the road formationlevel in flood prone areas without installingculverts or other cross drainage structureswhich would allow flood waters to equilibrateor pass freely. This practice aggravates local flooding conditions both by prolonging the flood period and by heighteningthe flood level'on the upstream side of the roads. Water logging of the soil and formationof salt deposits may also occur. These may have serious economic ramificationson local farmersand residents.

Provision of adequately sized drainage structures at regular intervals in these flood prone areas and at other crossingpoints (e.g. intermittentstreams) will result in real and substantial improvementsboth for vehicles using the road and to local residents and farmers. Care to provide side drainageis particularlyimportant in villages where street levels often are near or above the ground level of adjacent houses. In commercialareas 80 to 90 percentof the ground surface may be covered by buildings and pavement, (Singh 1996) allowing no chance for water to infiltrate and thereby

4-5 HaryanaHighway Upgrading Project 4/EnvironmentalImpact

and pavement, (Singh 1996) allowing no chance for water to infiltrate and thereby increasingthe flooding potential. Some of the road segments were overtopped by flood waterin 1995.

A preliminary hydrological study was recently carried out by the PCC with the purpose to identify potential hydrologicalconcerns which needed to be taken into considerationin the detailed design of the project roads. The study concluded in general that current SH design practice regarding the provision of cross drainage facilities seems satisfactory. Further the study recommended that road sections overtoppedby flood water in 1995 and which will be includedin the Phase 2 design should undergoa more detailed hydrologicalsurvey/study as an integral part of the detaileddesign.

4.6.3 Social Welfare

Impacts on the social welfare of local residents and travellers may occur because of direct effects on cultural resources (eg. shrines), highway safety, or the residents ability to obtain their livelihoods.Indirect effects may also take place if secondary developmentoccurs to resources, goods, or if services changes. Both benefits and negative impacts are possible as a result of highway projects. These factors were assessed during road reconnaissancetrips made by the environmental and R&R specialistsand were further reviewedin the economicevaluations carried out as part of the feasibility study. Impact mitigationmeasures are outlined in the Resettlement Action Planwhich is being submittedseparately.

4.6.4 Economy

On. of the primary objectivesof the HHUP is to improve highway conditionsso that traffic can flow more smoothly and efficiently between market and manufacturing centres. Proposed improvementsin pavement width and surface condition should greatly facilitatemovements of people, produce, and productsalong these established tavel corridors.Local residentswill benefitfrom easieraccess to the marketplace and improved traffic safety. Manufacturersand processorswill benefit from more reliable transportationlinks between suppliers of raw materials (e.g. sugarcane, cotton) and major markets both within and outside Haryana. Consumers, in turn, may be able more readily to access these markets obtaining goods which previously might either have been unobtainableor prohibitivelyexpensive.

With time savings taken into account all but one road segments included in the 1995/96 feasibility study had'Economic Internal Rates of Return (EIRR) over 25% (See Feasibility Review/StudyReport for details). Consequently the proposed road upgrading appear to be economically warranted and would support current Government'of India initiatives aimed at stimulating industrial development within the region.

4.6.5 Health and Safety

The existinghighways are multi-modaltravel corridorsused by pedestrians, cyclists, pack animals and herdsmen as well as cars, buses, and trucks. Camel/buffalodrawn carts, speeding buses and overladen trucks are a dangerous combination creating

4-6 HaryanaHighway Upgrading Project 4/EnvironmentalImpact

travel-way for slow moving vehicles and pedestrians since it is unlikely that slo-w modes of transportwill be replacedby the faster modes in the near future.

As detailed in the FeasibilityReview/Study Report, there are numerousintersections, bridges, and rail-roadcrossings along the variousproject roads. Althoughsome have warning signage, or in the case of railroad crossings, guards and/or speed bumps, many are inadequately marked. Road users, particularly high speed modes of transport, would benefit from upgradesin signage and installationof speed bumps, and other warningsymbols at intersections,water crossings,flood prone areas, and the outskirts of towns and villages. These installationswould make the roads safer and more user friendlyfor all travellers.

The hazard created by wide slow-movingvehicles (handling cotton, cane or chaff) which force faster vehicles into the opposite lane may continueto be a problem only partially alleviatedby road wideningand warningsigns. Thesevehicles have no lights, move only slightlyfaster than walking speed, and lack reflectorswhich might at least alert motorists to their presence. Although wide unpaved berms were present on several of the project roads, only on a stretch of one (SH-17)were animal-drawncarts and pedestriansactually observed to utilise the bermsas a travelwayto avoid potential collisions with faster moving vehicles. Despite the obvious dangers, all road users prefer to competefor the paved roadway.These dangersare magnifiedin and around towns wheremost of the populacewalk or peddle on the roadway.

4.6.6 TrafficSafety

Reliable road accident statistics were not available.However, it is apparent that road accidents in Haryanaas in all parts of India are a matter of concern. Widening and improvementof the road surface together with minor alignmentimprovements will encourageincreased speeds and with that the risk of even more serious accidents than today. Pedestrians,not used to fast traffic, will also be exposedand their behaviour,as well as that of the drivers, needs to be considered.Existing shoulders/berms are often eroded and below the level of the road surface.This createshazardous conditionsfor motorists and others who must be utilising the shoulder/bermto avoid collisions. Existing shoulder/bermconditions also discourage its usage by bicyclists and other slow moving road users. Road improvementscomprising widening and better road surface as well as wide paved shoulders and better traffic separation will help in alleviatingseveral of current traffic danger situations.However, it remains important that due attention be given to safety, as a part of any road improvement.For the entry of tractors from the adjacent fields which often constitute a special safety hazard special provisionshave to be made, separateprovisions are beingdesigned.

4.6.7 Non-Motorised Traffic

Non-MotorisedTransport (NMT) makes up a significant proportionof road users in Haryana. Sections of all project roads are currently used by non-motorised traffic, especially at approachesto towns and villages,and this will continue after completion of the upgrading.Non-motorised modes of transport are environmentallyfriendly and normallythe only means of transportavailable to the poor.

A safety issue exists because of the great difference in speeds between NMT and motorised vehicles using the road. Inter-urbanNMT is catered for in the road design

4.7 HaryanaHighway Upgrading Project 4/EnvironmentatImpact

by the inclusionof 1.5 m wide paved shoulderfollowed by a 1 m wide berm at both sides of the carriageway.This will allow NMT to stay off the main carriagewayand away fromfaster movingtraffic.

In urban areas and at the approach to urban areas the safety of NMT is a major problem despite lower vehicle speeds, because of the much greater volume of NMT. In addition,non-motorised transport adds significantlyto traffic congestion in these areas. As part of the assessmentof roadside environment,particular attention will be given to safetyand congestionproblems of NMT in urbanareas.

4.6.8 CulturalResources

Proposedroad improvementsare within the right-of-wayof establishedhighways and consequentlyare expected to have no adverseimpacts on graves, shrines or historical structures. Historic or religious buildings and scared trees identified during field surveyswill not be adverselyaffected by the proposedroad upgradings.

4.6.9 Aestiheticsand Tourism

All project roads are located on the flat Haryana Plains and pass through rural agriculturalland without significantvistas. Distant views of snow-cappedmountains in the Himalayasare visibleon a clear day from SegmentNo. 1, and various remnants of the AravallisMountain peaks are conspicuousfrom portions of SegmnentNos. 17 and 18 nearNarnaul. No viewshedswill be adverselyaffected by the road upgrading.

The roadsides along most- project roads have been planted with trees and are pleasantlyshaded by these groves. Wideningof some roads will require, removal of a number of trees. Numeroustrees however,will remainand the aesthetic impact of the removal of some trees will be insignificantcompared to the benefits of increased traffic capacityand safety. Reforestationefforts which will compensate for tree loss are fully detailedin Chapter 5, MitigationPlan.

No adverseimpacts on tourism are anticipated.Most tourist destinationsin the region are historicand religious sites in or near settlementswhich are visited mostly by local people. Tourists will benefit, from the road improvements as well as all other travellersusing the roads.

4.7 Biota

4.7.1 WildlifeHabitat

As the proposedconstruction activities are limitedto upgradingof existingroads they will not result in significant changes in habitat availabilityand wildlife populations. Plant speciespresent within the right-of-way(ROW) are either introducedspecies or ubiquitousnative species which are highly tolerantto grazing, compaction,and other physical disturbances. Wildlife found along the project roads are, similarly, highly tolerant to disturbance. Habitat to be affected within the ROW by widening of the roadway generally is sparsely vegetated and its removal will not significantly affect any of the wildlife populationspresent. No rare, threatened, or endangeredspecies of plants or animals are known,or likelyto occur in any of the areas to be affectedby the project.

4-8 Haryana Highway Upgrading Project 4/EnvironmentalImpact

4.7.2 Wetlands

Water qualityin ponds, canals and irrigatedpaddies adjacentto the projectroads may show slight improvementsafter road upgradingdue to reducederosion from improved roadside berms and embankmentslopes stabilised or protected by rip-rap or other materialincluding vegetation to prevent soil erosion.No wetland acreage will be lost due to proposedroad wideningsand jheels will not be adverselyaffected.

4.7.3 Forest Land

All public owned trees along the projectroads are numberedand recorded by the State as part of the Haryanaforest reserve.As such their removalmust be approvedby the MOEF and they must be replaced by planting twice the number of trees removed. Trees withinthe ROW are underthe jurisdictionof the Forest Department Any use of Forest Reserveareas outside the ROW will require CentralGovernment clearance and will be subject to compensationas per GOI policy. Very few areas outside the ROW will be affectedby the project roads and at present none is within the Forest Reserves. The project could contribute positively to the conservation of bio-diversity by adoptinga more progressiveapproach to roadsideplanting.

4.7.4 FToraand Fauna (Tree removal and replacement tree planting)

Eucalyptus, Shisham, Kikkar, Kasia festula, Pongamia and Jamun trees are the dominantspecies that has been plantedalong many sectionsof highwaywithin ROW in northem Haryana. Consequentlyit is these species which are most likely to be felledduring widening of HHUProads.

The HHUPproject will require removalof a relativelylarge numberof road side trees particularlyin the northem part of the State. The issue of tree removal is one of particular relevance to any road project in India, as the trees provide shade for travellers in an otherwise hot and dustycountry and avenue plantinghas an aesthetic appeal.In most cases historicalroadside planting (Banyan, Pipal, Neem, Imli, etc.) are neitherrare nor particularlyvaluable timber species.Many (such as Neem) have some medicinal, supplementary fuel and cattle fodder values. This non-timber use is frequentlydemonstrated by the fact that many of the trees are heavilycoppiced which make them less than magnificent specimens. Some of these trees having a large diamneter(25-50 cm), are located at the edge of a the road pavementand have caused damageto this. They also sometimespose a safety hazard to traffic.

4.8 Analysis of Alternatives

From the onset of the feasibilitystudies, effort has been directed at identifyingpriority roads which will be subject to detailed engineering and subsequent improvements under HHUP. Previous studies since 1992 have been conducted to prioritise these roads based on their traffic volumes, condition, construction cost and expected Economic Intemal Rate of Retum (EIRR). Road segments have continuouslybeen added to the project for consideration,including 273 km as recently as November 1996,. Evaluationand prioritisationof some 992 km were presented in the May 1996, FeasibilityReview/Study Report preparedby the PCC. In August 1997 this report was

4-9 HafyanaHighway Upgrading Project 41EnvironmentalImpact

up-dated to include all HHUP roads studies which amounts to about 1265 km of existingroads studies which amountsto about 1265km of existingroads.

4.8.1 Environmental Considerations

All project roads were visually inspected during the present study to identify enviromnentalconstraints which might affect selection of alignments for detailed engineering.Only minor environmentalissues, commonto all alignments,were noted and needed to be addressed. Althoughthe road segments differed in their length, number of villages along themn,presence of flood prone sections, and other drainage characteristics,the potential enviromnentalimpacts of upgrading were remarkably comparablefor all segments. Consequentlyenvironmental considerations were not considered a major factor in the prioritisationprocess used for the ranking and selectionof roads to be upgraded.

4.8.2 EngineeringAlternatives

As part of the feasibility study the followingalternative engineering design options were tested. 1. Rehabilitationof the existingpavement and shoulders consisting of repairingand strengtheningof the carriagewayand shoulders; 2. Widening"A" to fit the existingformation, consisting of rehabilitationas above plus constructionof additional pavementwidth for single lane and intermediate carriagewaywidth roads, including1 m wide paved shoulders; 3. Widening"B" to State Highway standards,consisting of rehabilitation as above plus earthworksand wideningof structuresto accommodatea 7 m wide pavement plus 1.5m wide paved shouldersand 1.0 m wide berms. 4. Dualling of carriageway, consistingof widening "B" plus provision of a second carnageway. Details of this evaluationwere presentedin Chapter2 of the FeasibilityReview/Study Report dated May 1996 and the up-dated report dated August 1997. Based on this evaluation and relevant regional developmentconsiderations some 866 km of the 1265 km roads studied were selectedfor upgradingunder the HHUP. The preferred improvementaltemative was upgradingto State Highway standard - Option 3. For most of the roads this option most economicallyaddresses the improvementsrequired to handle the generally high projectedfuture volumes of motorised and slow moving traffic. Option3 is also consideredthe environmentallymost sound altemative since it effectivelyaddresses needs to improveboth trafficcapacity and highwaysafety issues. It provides a 7 m wide carriagewayand two 1.5 m paved shoulders which should significantlyreduce roadside friction, providing slow moving traffic with relatively safe and smooth travel avenues outside the carriagewayitself. Options I and 2 fail adequatelyto address the issue of traffic safety for non motorised traffic. Option 4 is unwarranted for most projected traffic situations except for the following segments/partof segments: No. 4 YamunanagarBypass (6.3 km), No. 5 Yamunanagar - UP Border(10.8 km), No. 7 Ambala- Saha (14.5 km),No. 29 Ateli - Narnaul (3 kmn) and No. 37 Gohana - Rohatk (36.5km).

4-10 HaryanaHighway Upgrading Project 4tEnvironmentalImpact

4.8.3 No Action Alternative

Road conditionsthroughout India are nearly universallycharacterised as inadequate, dangerous, and in need of improvement. The highway system in Haryana is no exception. Highwaysare currentlyoften crowdedand unsafe. Travel and transport of people, produce and manufacturedgoods is considered a substantial constraint to future improvementsin the economy of the State. Currently the State produces a surplus of agriculturalcommodities and is increasinglybecoming industrialised. Local producersneed to transporttheir produceto markets outside the State to capitalise on their full agriculturalpotential. Proximity to Delhi and the presenceof several national highways serving the State all point to continued economic growth fueled by commercewithin and outsidethe State.

Failure to initiate highwayimprovements will stagnate regionaldevelopment and add to the obstacles which residents currently have to overcome to maintain economic stability and growth. The safety of people using the highways daily, and their quality of life, which is stronglyrelated to their possibilityto transport, process, and market agriculturalcrops, will decline as the ability of the existing highways to handle the ever increasingtraffic load decreases.

4.9 Other Issues

Many of the project roads have experiencedmajor traffic growth as a result of their proximity to New Delhi and other industrial belts in and around Haryana. Improvementunder the HHUP will see further increasein both speed and traffic.This is the objective of the project. Whilst such an outcome is in the interests of regional economic development and transit users, it will have implications for the local residents along the project roads in terms of opportunities, outside influences, disruptions and safety. Road improvements in Haryana particularly when they improve access to Delhi, have been shown-to increase land values and result in land speculationamong developers.Development, uncontrolled by zoning or other forms of local land planning,may cause local problems with drainage,pollution, congestion. and less of productivecrop land (Singh 1997). Such developmentsmay occur along any or all projectroads which access the National Highwaysleading to Delhi or other urban areas of the state.

There will be temporarydifficulties during construction,primarily from added labour groups mostly from the neighbouringstates and other effects like options and added commercialdemands, but in the longer term, there will be more significantchanges as a result of the road improvements.In most cases people see these changesas positive, after having sufferedthe delays,costs and nuisance of poor roads.

4-11 HaryanaHighway Upgrading Project StMitieationPlan

CHAPTER V

MITIGATION PLAN

5.0 General

Responsibilityfor environmentalprotection rests with all parties in the project includingthe localNGOs and people.It is imperativethat, for ecologicallysustainable developmentto occur, all individualsand responsibleparties recognise their own role and opportunity.PWD has overall obligationsto meet GOI policy. The Contractor will have legal requirements specified in their contractualdocuments. The World Bank, MOEF and Pollution Control Board (PCB) staff have obligations under their enablinglegislation. PWD and consultantstaff also have opportunitiesand obligations which havebeen identifiedin the SEA.

The proposed mitigationplan defines feasible and cost effective measures, which if implemented properly, will significantly reduce potentially significant adverse environmentimpacts. It will ensure,as far as feasible,that environmentalconcems are in phase withengineering activity.

The key method for achieving effective mitigation is through awareness and appropriate contract provisions, but this will be supplementedby general project policy and activity.

The absenceof significantpotential impactsattributable to the HHUP is in part due to the relativelysmall area of new disturbance(practically all work will take place within existing rights-of-way) and in part because appropriate up-to-date design and constructiontechnology are to be followed. The very level terrain also favours the constructionby reducing common problems such as slope stabilisation and erosion control. Consequentlyconstruction activities, which in the past have been associated with a varietyof impacts.are expectedto create only minor environmentalimpacts. A discussionof these potential impactson the design,construction and operationphases, and how they will be handled follows below.

5.1 Design Phase

Since the work is largelyrestricted to the existing horizontalalignment there were few locationalternatives available.

The overall geometricstandard of the existingroad alignment is generally good, with long straight sections and gentle grades, resulting from the relatively gentle relief of Haryana.A design speed of 80-100 km/hr has been adopted for detailed design based on modified Indian Road Congress (IRC) Standards. Average speeds of this magnitudewould not normallybe expectedto materialise underforeseen traffic levels and the presence of animal drawn carts. A lower achieved speed. however, is not expectedto make any real differencesto direct environmentalimplications.

Within the IRC standards the design has considered reduced pavement width, in relation to effects on safety and the significance of resulting benefits, where less disruption or tree felling is likely to occur. Widening on one side only to reduce tree

5-I Haryana Highway Upgrading Project -5/Mittgatson Plan

removal is also considered for specific sections. The design has adopted various standardisedcross-sections to optimisecost.

5.1.1 Design and Construction Met/iods

A stated objectiveof the project is to improve the capacity of PWD to provide for operationand managementof the road system.This entails the introductionof modem designand constructionmethods, with strict emissionstandards and minimalwastage. ComputerAided Design and Drafting (CADD) is being utilised in the survey and design for the project and local staff are being trained in using the equipment introduced.Pavement investigationand testing is also extending the use of analytical techniques as will mechanise design methods. These will not have direct environrental benefits but will facilitate consideration of options in pavement structure and constructionmethod. Lessening the thickness of pavement required; using altemativematerials and greater productivityof modem equipment will have indirect environmentalbenefits. Enforcementof strict constructioncontrol will also contribute to a decrease in adverse environmentalimpact which may result from improper disposalof wastes, failure to control dust and erosion during construction, etc. Specificationswith strongenvironmental clauses, environmental monitoring and a higher level of environmentalawareness are already built into the project and will contributeto a ecologicallymore soundproject.

The use of modernconstruction equipment, with effective maintenance,to minimise pollution will be encouraged.Pollution abatement techniques, such as revegetation, and silt trapswill also be incorporatedin the designto decrease impactof soil erosion. Provision of adequate lined side drainage in urban and semi-urban areas will immenselyimprove current prevalent unsanitary conditions.

S.l.2 Alternative Alignment

Although the project is largely restricted to the existing horizontal alignments,the selection and inclusionof road sections for upgradingis based largely on economic, environmentaland resettlementconsiderations.

5.1.3 Otiher Design Measures

In addition to the mitigation measures outlined in this section, other specific mitigationmeasures will also be taken. These are:

* Drainage structures hale been designed according to prevailing hydrological situationand normal Indian design standard. These structures are not expectedto cause any reduction or inhibition.of waterwayscompared to adjacent structures, such as rail lines. Suitable.protection will be providedaround drainagestructures to prevent scour for expected flow velocities.

* Where possible,any widening of the roads will be undertaken on the side away from tanks or other water bodies, but where this is not possible then silt retaining membraneswill be installed until embankmentsare stabilised. Care will also be tak-enin ensuring that the road drainage provisions,or the new embankments,do not alter the current status of waterbodiesadjacent to alignments.

5-2 HarvanaHighway UpgradingProject S/Mitigation Plan

5.2 Construction Phase

The most convenientand cost effective way to ensure that constructionworks are environmentallysound is to include these requirementsin the constructioncontract provisions.The contract provisionsestablish the scope of and conditionsunder which work is to proceed and ensurefinancial sanctions are in place to force implementation of enviromnentallysound constructionactivities.

The project will use MOST Specificationfor Road and Bridge Works (1995) and FIDIC General Conditions of Contract for construction contract purposes. Some provisionsfor the protectionof the environmnentare includedin these documents and will be supplementedby additional clauses particularly in provision of specific mitigationand enhancementworks.

Temporarydisruption of the road accesswill occur during the constructionperiod but contract provisionsfor detours and maintaininga trafficable surface will minimise these. Access and egress to markets and shops in villages will be a particular issue during this time. To overcome this all work will be co-ordinatedwith the local authorities.

In additionIndian Roads CongressSpecial Publication20 regardingRoute Location, Design, Constructionand Maintenanceof Rural Roads gives specialconsideration to be taken in Sand-DuneAreas. These are:

1. The road shouldbe so locatedthat it causes minimuminterference to the flow of sand-ladenwinds. Therefore,the roadwayshould merge with the lie of the land as much as possible.

2. In areas having longitudinalsand-dunes, a location along the ridge or in the inter- dunal space should be preferred. Location along the face of the dunes should be avoided.

3. Locationswhere sand is loose and unstable should be avoided.

The MOST Specificationhas a number of clauses relevant to environmentalconcems, Clause 111 (Precautionsfor Strengtheningthe Environment)has general requirements for borrow-pitlocation, quarryoperations, control of erosionand pollution,as well as hazardous substances.The Scope of Works (Clause 105) includes attention to first- aid, adequate sanitary arrargements, regular clearance of rubbish and clearing-upof the site. Clause 201 on Site Clearance has requirement to preserve roadside trees, monumentsnot to be disturbed and for control of erosion and water pollution. It also providesfor removal of roots, overhangingtrees and waste. Clause 306 (Soil Erosion and SedimentationControl) provides for provision of berms, sediment basins, fibre mats, mulches, grasses, slope drains and other devices to be specified,or directed. It also providesfor minimisationof areas opened and corrective action at Contractor's expense. Clause 307 provides for Turfing with Sods and clause 308 for Seeding and Mulching.Environmental clauses to biddingdocuments is providedin Appendix5.

In addition to the above, the following specific additions will be included in the contract specifications.

5-3 HaryanaHighway Upgrading Project S/MitigationPlan

In additionto the above, the following specific additions will be included in the contractspecifications.

5.2.1 Restorationof Borrow Pits

Arrangementsfor opening and using material borrow pits will contain enforceable provisions for the excavation and restoration of the borrow areas and their surroundings,in an environmentallysound mannerto the satisfactionof the Engineer. Areas will be gradedto ensure drainageand visualuniformnity, or to create permanent tanks/dams.Topsoil from the openingof the borrow pits will be saved and reused in revegetatingthe pits to the satisfactionof the Engineer. Additionalborrow pits will not be openedwithout the restorationof thoseareas no longer in use.

5.2.2 Seeding of Batter Slopes and Tree Planting

Trees will only be removed with the approval of Client or his representative- the Engineer - and only where they are clearly an obstruction to the work specified. Provisionwill be made for recording trees removed and for ensuring that the funds generatedare used for replacementplanting.

The contractorwill arrange for the establishmentof local nurseries, as required,and plantingand maintenanceof these trees untilthey are firmly established.Trees will be planted, as directed, immnediatelyafter earthworksare completed and they will be protectedto minimise damage by constructiontraffic. Half the tenderedrate for tree planting will be payable .on planting with the balance payable at the end of maintenanceperiod obligations,based on actual survival numbers.Trees will only be planted in areas outside the batters and within the right-of-way (ROW). Distinct budget provision will be made under each contract in order to complete ROW plantingalong the full length of the road being constructedor reconstructedas a valid and necessaryroad constructioncost.

The bermsand batter slopes of road embankmentswill be seeded with a fast growing crop and potentialnative seed mix immediatelyafter fill placementto prevent scour and to encouragestabilisation. Payment for seedingwill be made on unit area placed basis. Alternatively,grass sods will be placed in the form of tiles and payment for turfingwill be made on unit area basis.

Bermsand embanlkmentslopes and road cuts (present only on SegmentNo. 7) will be stabilised by revegetation with grazing resistant plant species, placement of fibre mats, rip-rap, rock gabions, or other appropriate technologies. Most areas to be cleared of vegetationare roadside berms slated to be covered by pavementand will not need revegetationto be stabilised.Installation of drainagestructure and raising of road formationlevel may create bare slopes which must be stabilised beforethe onset of the monsoon.Discharge zones from drainagestructures must be furnishedwith rip- rap to reduce erosion when required. Due to semiarid conditions it is unlikely that roadside and slope vegetation cover always can be established in time to prevent erosion. It may therefore in some cases be necessary to use grass sods importedand laid to provide ready made turfing or to use rip-rap, gabions, soil stabilisation or cementingto create a non-erosivesurface.

5-4 HaryanaHighway Upgrading Project 5/MitigationPlan

roxburghii, moulsari (Mimusops elengi), Ritusa (Ficus retusa), neem (Melia anedarach),mahua (Bassia latifolia),and pakur(Ficus inflectoria).

Trees will be selectedin accordancewith local conditions,i.e. rainfall, soil type, and alkalinity.Areas selected for replantingof trees may include other stretches of state and local highways, local forest reserve areas and state forest lands, or other PWD lands.All plantingswill requireprotection.

Down drains/chutes will be lined with rip-rap/masonryor asphalted to prevent erosion. Side slopes will adjusted to 1:2 or flatter to reduce erosion potential or, if steeper, stabilised, covered with rip-rap or other material to prevent soil erosion. These requirementswill be clearlyspecified in constructioncontracts. Construction in erosionand floodprone areas will be restrictedto the dry season.

52.3 Drainage

Road side drainage is an area of concern in connection with the project roads. Adequate road surface camber need to be provided in order to prevent water from gathering on the pavement. At high embankments, shoulder/vergedrains will be adequately lined to prevent berm erosion. Toe drains will be placed parallel to the road. as requirede. g. to prevent floodingof adjacent fields and other areas by leading run-off water from road and fields to more appropriate locations including cross drainagestructures.

New culverts, wherever proposed, will be appropriately sized and located. Covered side drainageis needed in many communitiesto improve sanitary conditionsand to prevent flooding of homes and, shops along the main thoroughfares. Regular maintenance of covered urban drains will be necessary to prevent them from b coming cloggedwith silt and trash. Inadequatedrainage in settledareas can lead to unsanitary conditions causing outbreaks of diseases such as e.g. dengue fever, diphtheria and malaria. Clogged drains form pools where disease vectors (eg. mosquitoes)can breed.

5.2.4 Quarrying

Sources used for road upgrading materials will depend upon the location of the segment being upgraded.In generalrock materials will be obtainedfrom commercial suppliers and hauled by road to the segment being upgraded. Existing sources in active operatior;are expected to be used although contractors may elect to use other supply options provided they are cost competitive and provide rock meeting establishedquality standards. Known sources are somewhat limited in the southem part of the State where most soils are sand or loams and river beds are lacking.Rock is quarried from remnants of the hills southeast of Hisar. Blastingis used to dislodge unweathereddiorite, a medium grained crystallineigneous rock. Anotherquarry south of Gurgaon is a potential source of quartzite. In the northem portion of the State erosion and outwash plains provide substantialquantities of gravel/bouldermaterial. At least 10 potential suppliers were identified,all of whom use river bed boulders as their principalsupply of rock. These are processedthrough a crusher,or trucked to the road site and brokenby hand hammering.Only sources which are licensedto operate will be accepted for HHUP constructioncontracts. Altematively, the contractorsmust

S-S HaryanaHighway Upgmding Project 5lMitipationPlan

be made responsiblefor setting up their dedicatedcrusher plants at permittedquarry sites. The locationsof quarriesand sourcematerial sites are shown in Figure4.1.

5.2.5 Signage

Any programme,such as HHUP, which is carried out to improve highway traffic capacityand highway speeds, must also ensure that the safety of all highwayusers is protected.This is particularlytrue for India's highwayswhere a high proportion of users will continue to be slow moving non motorised traffic such as pedestrians, cyclists, livestockand animal drawn carts. Approachesto resolving this multimodal highway user safety problem rely heavily on warning signs and speed bumps. In accordancewith standardhighway safety guidelines, signage and speed bumpswill be installedto warn and reduce speeds of vehicles approachingvillages. Similarly, signs will be placedat intersections,-warning that the intersectionis present and requiring entering traffic to stop or yield. Warning signs will also be placed near narrow bridges,curves, and railroadcrossings.

5.2.6 VehicleSafety

While signageand traffic control devices such as bumps will increasesafety in and at towns and intersections, they cannot protect slow traffic on the open highways. Wideningof the carriagewaywill help somewhatbut will do little to make unmarkled carts more visible. At presentwarning reflectorsare not used by animal-dawn carts and the same normally also applies to tractor drawn vehicles as well as other motorisedvehicles. In the United Statesand parts of Africa, slow moving vehiclesare required to display special reflectivewarnings signs, which alert traffic overtaking them that a slower than normal vehicle is ahead. At present, most farm vehiclesare next to invisibleat night in Indiaand must cause, or be involvedin, a disproportionate numberof highwayaccidents. An institutionalprogramme to distributeand to enforce installation of a warning reflector on all slow moving vehicles is highly recommended.particularly in view of the higher speed and increasing traffic flow projectedfor HHUP roads. Farmto marketor mill vehicleswill continueto constitute a large proportion of traffic for the foreseeablefuture. Providing them a method of ensuringgreater safety as they pursue their livelihoodscould be an integralpart of the HHUP by making waming reflectorsavailable to farmvehicles free of charge.

5.2.7 Solid and Liquid WasteDisposal From Construction Workers Camps

Construction camps, temporary works and storage areas will be established, maintained and disassembled in an environmentally sensitive manner so as to minimise threats to soil, air and water quality. The contractors will abide by the discharge standards promulgated under the Environment Protection Act, 1986. All waste arising from the projectwill be disposed of in a manner which is acceptableto the State PollutionControl Board(SPCB) and the Client (PWD) or his representative - the Engineer.

The constructionwork will be contractedin a number of packages and under normal contracting procedures it is expected that each contractor will establish camps adjacent to the work site which provides office and residential facilities.These are frequently only temporary sites that are leased from adjacent landowners and sometimesbecome disorganisedsites of disused equipment,containers and materials.

5-6 Haryana Highway Upgrading Project 5/Mitigation Plan

Considering the problems associated with rehabilitation of these sites and the importance of arable land in the State, alternativearrangements for long term use of these facilitieswill be considered.This can avoid costs of demolitionand may provide additional community based facilities. All sites will need to be appropriately rehabilitatedon completion.

5.2.8 Traffic During Construction

Should it be necessary for the contractorto divert traffic away from the existing road then temporary roads of a suitablestandard will be provided and maintainedfor the duration of diversion. The contractorwill ensure that these diversions are kept in a safe and suitable condition, to prevent dust and noise nuisance. The length of each diversion will be restrictedto less than 1 km to allow for easyrestoration.

5.2.9 Location of Camps and Depots

Constructioncamps and depotswill be located in areas that minimise disturbanceto residentialareas and avoid siltationor pollutionof naturalwater resources.

5.2.10 Equipment Selection, Maintenanceand Operation

All constructionplant and equipmentwill be selectedto meet recognisedintemational standards for emissions,and will be maintainedand operatedin a manner that ensures relevant air, noise and dischargerules are met. Oil and fuel leakage will be prevented and the water used to clean the equipmentwill be treated before discharge to the environment.All consumableitems and oils will be disposed of properly at officially sanctioned locations and in a manner acceptable to the SPCB and Client or his representative - the Engineer.

S.2.11 Dust and Noise Control

If a dust nuisance is created for adjacent residents or site employees, work will be either discontinueduntil conditionsare favourableagain, or the site will be watered to prevent dust generation. To minimise noise and air pollution during construction, machineryand equipment will be fitted with pollution control devices which will be checked at regular intervals to ensure that they are in working order. Heavy plant for crushing rocks. and hot-mixplant will be locatedat least 500m away from the nearest. sensitive receptor (eg: school, hospital). Blasting will be carried out using small charges and dust generatingmaterials will be conveyed under cover. Hours of work will be approved by the Client (PWD)or his representative- the Engineer - with due regard for possible noise disturbanceto the local residentsor other activities.

5.2.12 Water Pollution

Where the road embankmentpasses throughor alongsidetanks, dams or natural water sanctuary areas, and the road embankment is to be disturbed, the contractor will arrange for the installationand maintenanceof semi-permeablemembranes along the embankment to prevent any sedimenttransfer of turbidity.These membraneswill be installed before work commencesand will not be removed until after the embankment is fully stabilised. Attention will be given to cross-drainagestructures and sediment traps installed to collect all sedimentmoving outside the ROW.

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To ensure that the site supervisoris able to measure and specify the major pollutants, the project will provide for the testing of the key pollution parameters,such as pH, turbidity, suspended solids, BODs, COD and other chemicals mandated by the relevantregulations.

53 Operational Measures

5.3.1 IncreasedRoadside Tree Planting

More diverse and denseplanting to protectthe ROW will be carriedout for control of encroachmentand to providenoise, dust and visual barriers.This will includeplanting from the toe of embankmentto the edge of the ROW, with the planting staggeredand varied, to provide for trafficsafety.

Use of local nurseries(Forest Departmentor Social Forestry)as a seedlingsource, and local people for maintenance(on a part share harvest basis), will be consideredas a way of improvingsurvival rates and improvingbio-diversity, and ensuringselection of appropriatespecies.

Budget provision for completing the replanting of existing ROW areas and for replacementtree planting will be available as a regular PWD annual budget item. Fundsgenerated from harvestingtrees in the ROW will be strictly controlledand used to offsetany tree planting costs.

Appendix 3 provides constructioncontract related recommendationwith respect to road side tree planting i. e. plantingregimes for Phase l roads, native grass and shrub seed mix, species for avenueplanting etc.

5.3.2 Aesthaeticsand Landscape

As the project in gencral is limited to upgrading of existing roads no substantial landscape changes are expected. Increases in embankment width and height will in places make it more visuallyobvious and the severanceeffect might be increased,but not significantly,except in cases where a single carriagewayroad is widened to dual carriageways.Options for changes in alignment to improve aesthetics have been consideredonly where they would not increase acquisition needs and environmental problems.

It has alreadybeen noted that avenueshade trees are well accepted as a social good in India. Tree plantingand vegetationcan enhance the delineationof road alignmentand offer a buffer (primarily visual but potentially with some noise and pollution attenuationeffect) but this needs to be based on ecologicallyappropriate planting and concems for safety. Where optionsexist for removal of trees from only one side of the ROW, the recommendationis for leaving the trees on the south or west side of the alignmentsto maintain shade protection,provided the members of trees which must be removedon either side of the alignmentis substantiallythe same.

54 HaryanaHighway Upgrading Project 6/EnvironmentalManagement and Monitoring

CHAPTER VI

ENVIRONMENTAL MANAGEMENT AND MONITORING

6.0 General

The identified measures to mitigate negative impacts will be implemented by incorporating them as an integral part of the design guidelines and tender documents. The Environmental Management and Monitoring Plan is detailed below:

6.1 Institutional Strengthening Arrangement

6.1.1 Organisationand Staffing

At present there is no proper institutional environmental set up in PWD. All staff have some responsibility to meet GOI's environment policy but without real environmental expertise in PWD it is unlikely that adequate attention will be given to ecological concerns.

As a first step in the short tern towards establishing such a set-up secondment of an Environmental Officer (EO) from the Department of Forests or from some other department to the PWD Project Implementation Unit (PIU) is considered necessary. TIhe Environmental Officer will be assisted by the Project Coordinators (PCs) identified by PWD to oversee the construction contracts. Before the commencement of construction. the PCs should undergo training in environmental issues associated with road construction and maintenance projects. The training should be organised by the Environmental Officer.

In the long term, building on the experiences gained from managing the HHUP an Enviromnental Unit should be established in PWD. In addition to the day-to-day management of ongoing projects, the Unit should be responsible for reviewing environmental and social impact analyses, developing environmental and social guidelines for the transport sector and developing policy initiatives specific to the needs of Haryana.

The Environmental Officer (EO) seconded to the PIU would be familiar with the Indian environmental legislation and would have experience in monitoring and liaisoning of large road corstruction or similar projects. Briefly, his main duties will include: * Review of design and specifications during project preparation to ensure their adequacy and suitability with respect to the recommendations of the Environmental Mitigation Plan. * Collection and dissemination of relevant environmental documents indicating amendments to environmental protection acts issued by various agencies including the World Bank, ADB, etc * Liaise with NGOs, community groups, Government Departments, etc. on environmental issues and obtaining the necessary clearances from the regulatory authorities.

6-1 Haryana HighwayUpgrading Project 6/EnvironmentalManagement and Monitoring

* Monitor the environmentalaspects of projects, during the construction phase to ensure that the -environmentalrequirements of the construction contract and the mitigation measures proposed in the EMP are implemented. * Undertakecompliance monitoring to provideperiodic checks. * Supervisecontractors and prepare environmentalinput to quarterlyProject ProgressReports. * Developguidelines or a code of good practice on low-cost environmental measures which can be implemented in the road construction and maintenanceprograms in Haryana. * Undertake environmentaltraining activities for the contractor's and the supervisionconsultant's staff.

A checklistfor environmentalmonitoring is provided in Appendix4.

In the long term, the EO should liaise with road safety componentsof the proposed PWD InstitutionalDevelopment Plan on issues related to the effect of roadside environment on road safety and non-motorised traffic. This could include an examinationof options for separatingfast moving, motorisedtraffic from the slower non-motorisedtraffic.

6.1.2 EnvironmentalTraining

Whilstawareness of environmentalissues is increasingthere is limited appreciationof how such issues might be handled and some training is warranted under the HHUP. Trainingof staff will be needed at a numberof levels.

* In the immediate short term, training will be required for the PCs, some other PWD staff and the contractor's staff to raise their level of environmentalawareness. The networks of Training Institutions in India and the World Bank's EconomicDevelopment Institute, Environmentand Natural ResourcesDivision and the Haryana State PollutionControl Board (HSPCB)carry out regular training and contact in this regard needs to be developed.

* In the long term, followingthe setting up of the PWD EnvironmentalUnit, the need for additional and specialised training will be examined and appropriatetraining, will be undertaken.

6.1.3 ImplementationScihedule

The most important aspect of the implementation is the appointment of the EnvironmentalOfficer (EO) to oversee the inclusion of the environmentalmitigation measures(as per the EMP) in the project design and contract specifications.The next important item is the developmentand delivery of an environmentaltraining program for selected PWD staff and Project Co-ordinators(PCs) responsiblefor overseeingthe constructioncontracts. This will be an ongoing process as contracts will be awarded over a period of time stretching over many months. The implementationschedule is

6-2 HaryanaHighway Upgrading Project 6/EnvironmenmaiManagement and Monitoring

prepared as shown below. Implementation dates (*) will be decided after obtaining necessary clearance.

Activity Implementation Date Appoint Environmental Officer * Initiate First Training Program

Ongoing Training As required Check Monitoring Quarterly Prepare Environmental Reports Quarterly Construction Supervision Ongoing Roadside environment safety and non-motorised Long-term transport policy development Development of compensatory habitats policy Long-term development Set up an Environmental Unit Long-term

6.2 Monitoring and Reporting

Some oversight and capacity to review impacts and to ensure the implementation of mitigation measures described in the EMP is needed in meeting legal responsibilities.

Responsibilities for oversight will rest with the construction supervisor, and may be supplemented by some specialist consultant input, as required, and reported to the P)WD Environmental Unit. Capacity to quantitatively monitor water sediments or turbidity (by suitable portable test equipment) and noise is always advantageous, but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures. Some awareness level training will be provided to contractor personnel to ensure this occurs effectively. The Project Co-ordinators will check contractor's practices in a visual assessment manner at a minimum, and if higher pollutants levels are suspected and require measurement then, PWD, HSPCB or private sector laboratories, will be asked to verify measurements.

Major baseline surveys are not required for monitoring, other than for identification and qualification of trees to, be removed. In this specific case it may also be better if policy conditions for removal were agreed rather than the absolute numbers. This might involve agreement to remove all trees within 2.5 m of planned pavement edge; to remove those within 2.5 - 4 m If they are likely to be damaged (keeping larger diameter) and to leave intact all those beyond 4 m.

Photographic records provide a useful environmental monitoring tool and a full record will kept as part of normal contract monitoring.

Under the Environment (Protection) Second Amendment Rules 1993, water quality discharge standards have been established for inland surface waters and land for irrigation. It is a legal obligation of the contractor that any discharges from the work

6-3 HaryanaHighway Upgrading Project 6/EnvironmentalManagement and Monitoring

site meet these standards.These includeup to 46 physical and chemical parameters. Regular monitoringof at least noise;dustfall, pH, suspendedsolids, BODS,COD, oil and greasewill be carriedout and is providedfor in the contractsupervision.

6.2.1 Record Keeping

A sample monitoringform is providedin Appendix5 to the present report . The form focuses attention on environmentalissues and provides some feedback. Mitigation and enhancementmeasures adopted in final design will be explicitlyidentified under the Bill of Quantities (BOQ) so that performance and completion is readily documented.Daily project diaries wouldrecord enviromnentalproblems (spills,dust, noise, etc.) as well as safety incidentsand will be retained as part of accepted modern contract managementand summarised in Quarterly Environmental Reports to be providedto the World Bank.

.6.3 Environmental Costs Institutionallysome internal transferof PWD staff will allow for the creationof the EnvironmentalUnit.

Changesin ConstructionContract Conditions will not, in themselves,add significant costs. Costs of restoration, erosion control and other work related activities are included as part of good engineeringpractice and no major additional costs are expectedto apply

In general,mitigation recommendations should not substantially increasethe cost of the work The estimatedenvironmental costs will include: D Monitoring(PIU budget,in additionto supervisionconsultant costs) * Tree planting(to be includedin contractcosts) - Project-levelmitigation measures (to be includedin contract costs) - Project-levelenvironmental enhancement (to be included in contractcosts) * EnvironmentalTraining (to be included in PIU budget, and Institutional DevelopmentPlan Consultant'scontract) * Habitat Enhancement: policy development (to be included in EnvironmentalUnit budget) * Roadside environmental and road safety policy development (to be includedin EnvironmentalUnit budget)

In addition to staffing, consuitancyand works contract costs identified above, the direct costs of other activities of the einvironmentalUnit over the life of the HHUPare expectedto include the cost of.

- site visits by the EO - monitoring equipment - training costs - contingencies

6-4 HaryanaHighway Upgrading Project 7/PublicConsultations

CHAPTER VII

PUBLIC CONSULTATIONON ENVIRONMENT

7.0 Summary of Consultations

The Public Consultations on Environment Impact for Phase I of the proposed Haryana Highway Upgrading Project (HHUP) were held at Bhiwani, Ambala and Jind as per the TOR for the project. The meetings were organised as prescribed by the World Bank. The venues of the meetings were decided keeping in view the importance of the locations. Thus Bhiwani was chosen as it is situated in the southem part of Haryana, Ambala in the North and Jind being at the centre of the State.

All the meetings were well attended by the targeted audience groups. The concerned Govt. Department Officials attended the meetings along with a large nunbers of project affected persons. Wherever the PAPs were not present in sufficient strength it was well compensated by the presence of a large number of village Sarpanches - the elected representatives of the villages - to complete the requirement of participants.

As expected, the participants were not specifically concerned about the enviromnental impact of the project. This may be due to lack of proper education or consciousness or both. However, after little prodding the same villagers came out with the suggestion of planting fruit trees and the need to provide proper drainage to prevent water-logging and flooding of roads. The villagers, at some places, mentioned about curing some of the USAR land in the villages adjoining the roads.

Generally the villagers welcomed the proposed State Highway Upgrading ProjecL However, they did not hesitate to express their dissatisfaction about the construction of existing roads and their maintenance specially the link roads.

It was found during the meetings that people who reside by the side of roads are not aware of a by-law which prohibits them to build any permanent structure within 100 feet (30 m) of the Right-of-Way. In view of the proposed widening and strengthening of roads, an awareness campaign may have to be started to educate the people.

The Minutes of Meeting of the Bhiwani Ambala and Jind consultations are enclosed in Appendix 6 together with list of participants and photographs.

Further to the above consultations a letter briefly explaining the project was sent to 107 NGOs inviting them to express their views regarding environmental issues related to the project. Some 29 letters were returned as the postal service could not locate the addressees. Only one NGO, the Bombay Natural History Society expressed their view stating that without being paid to carry out an EIA for the project they won't be unable to comment on the environmental impact of the project.

The letter and the addresses to which it was sent are enclosed in Appendix 6.

7-1 Haryana Highway Upgrading Project /References

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