Madhya Pradesh District Roads II Sector Project

Initial Environmental Examination

December 2016

IND: Madhya Pradesh District Roads II Sector Project

(11 Subproject Road Sections- Package 4,6,12,15)

Prepared by Government of Madhya Pradesh (Madhya Pradesh Roads Development Corporation) for the Asian Development Bank.

CURRENCY EQUIVALENTS (As of 28 December 2016) Currency unit – Indian Rupee (Rs) INR 1.00 = $ 0.01471 $ 1.00 = 67.9825

ABBREVIATION

AADT - Annual Average Daily Traffic AAQM - Ambient air quality monitoring ADB - Asian Development Bank ASI - Archaeological Survey of India BDL -- Below detectable limit BGL - Below ground level BOD - Biochemical oxygen demand BOQ - Bill of quantity CGWA - Central Ground Water Authority CO - Carbon monoxide COD - Chemical oxygen demand CPCB -- Central Pollution Control Board CSC - Construction Supervision Consultant DFO - Divisional Forest Officer DG - Diesel generating set DO - Dissolved oxygen DPR - Detailed project report E&S - Environment and social EA - Executing agency EAC - Expert Appraisal Committee EFP - Environmental Focal Person EHS - Environment Health and Safety EIA - Environmental impact assessment EMOP - Environmental monitoring plan EMP - Environmental management plan ESCAP - United Nations Economic and Social Commission for Asia and Pacific GHG - Greenhouse gas GIS - Geographical information system GOI - Government of India GRC - Grievance redress committee GRM - Grievance redress mechanism HFL - Highest flood level IA - Implementing Agency IEE - Initial Environmental Examination IMD - Indian Meteorological Department IRC - Indian Road Congress IUCN - International Union for Conservation of Nature LHS - Left hand side LPG - Liquefied petroleum gas MOEFCC - Ministry of Environment, Forests and Climate Change MORSTH/ - Ministry of Road Surface Transport and Highways MORTH MPRSD - Master Plan Road Sector Development N, S, E, W, - Wind Directions (North, South, East, West or NE, SW, combination of Two directions like South West, North NW West) NGO - Non-governmental organization NH - National Highway NOC - No Objection Certificate NOx - Oxides of nitrogen PAH - Project Affected Household PAP - Project Affected Persons PAs - Protected Areas PCR - Public Community Resources PCU - Passenger Car Units PD - Project Director PM - Particulate Matter PIU - Project Implementation Unit PPE - Personal protective equipment PPT - Parts per trillion PPTA - Project Preparedness Technical Assistance PUC - Pollution Under Control PWD - Public Works Department R & R - Rehabilitation and Resettlement RHS - Right hand side ROB - Road Over Bridge ROW - Right of way RSPM - Respiratory suspended particulate matter SAARC - South Asian Association for Regional Corporation SC - Scheduled Cast – Name of a community in India SEIAA - State Environmental Impact Assessment Authority SEMU - Social and Environmental Management Unit SH - State highway SO2 - Sulphur Dioxide SOI - Survey of India SPCB - State Pollution Control Board SPL - Sound Pressure Level SPM - Suspended Particulate Matter SPS - ADB Safeguard Policy Statement, 2009 ST - Scheduled Tribes TA - Technical assistance TDS - Total dissolved solids TSS - Total Suspended Solids UNESCO - United Nations Educational, Scientific and Cultural Organization USEPA - United States Environmental Protection Agency UT - Union Territories ZSI - Zoological survey of India

WEIGHTS AND MEASURES dB(A) – A-weighted decibel ha – hectare km – kilometre µg – microgram m – meter MW (megawatt) – megawatt PM 2.5 or 10 – Particulate Matter of 2.5 micron or 10 micron size

NOTE In this report, "$" refers to US dollars.

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff and may be preliminary in nature. Your attention is directed to the “terms of use” section of this website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

CONTENTS EXECUTIVE SUMMARY I I. INTRODUCTION 1 A. Project Background and Rationale 1 B. Nature, Size and Location of Subproject Roads 3 C. Objective and Scope of the Study 5 D. Methodology Adopted for IEE Study 6 E. Structure of the Report 8 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 9 A. National (India) Environmental Policies and Regulatory Framework 9 B. International Treaties and Relevance to the Project 11 C. ADB Safeguard Policy Statement Requirements 12 D. Category of the Project as per SPS 2009 12 III. PROJECT DESCRIPTION 14 A. Type of Project 14 B. Location and Features of the Project Road 15 C. Engineering Surveys and Investigations 32 D. Current and Projected Daily Traffic 32 E. Proposed Improvement 32 F. Construction Camps 35 G. Project Cost 36 H. Construction Packaging and Implementation Schedule 36 I. Project Benefits 36 IV. DESCRIPTION OF THE ENVIRONMENT 37 A. Introduction 37 B. Physical Environment 37 C. Biological Environment 54 D. Socio-economic Environment 59 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 66 A. Introduction 66 B. Positive Environmental Impacts due to improvement of subproject road sections67 C. Adverse Environmental Impacts due to improvement of subproject road sections67 D. Impacts Related to Project Location, Preliminary Planning and Design 67 E. Environmental Impacts - Construction Stage 70 F. Environmental Impacts - Operation Phase 104 G. Cumulative and Induced Environmental Impacts 105 H. Potential Environmental Enhancement/ Protection Measures 106 VI. CLIMATE CHANGE IMPACTS AND RISKS 107 A. Climate Change Mitigation 107 VII. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE 112 A. Objectives of the Consultations 112 B. Methodology for Consultations 112 C. Interaction with Local/National and International NGOs 116 D. Public Disclosure 117 VIII. GRIEVANCE REDRESS MECHANISM 118 IX. ENVIRONMENTAL MANAGEMENT PLAN 120 A. Introduction 120 B. Objectives of Environmental Management Plan 120 C. Impacts and Mitigation Measures 120 D. Environmental Monitoring and Reporting Program 123 E. Environmental Reporting System 124

F. Institutional Requirements 126 G. Environmental Management Budget 130 X. CONCLUSIONS AND RECOMMENDATIONS 143

LIST OF APPENDICES

Appendix 1: ADB’s Rapid Environmental Assessment (REA) Checklist 145 Appendix 2: List of Proposed Road Sections and Packages 149 Appendix 3: Comparison of World Bank and GoI Ambient Air Quality Standards 151 Appendix 4: Comparison of WB EHS and GoI Ambient Noise Level Standards 152 Appendix 5: Indian Standard Drinking Water Specification: II 10500:1991 153 Appendix 6: Record Of Public Consultations 154 Appendix 7: GRM Information Sheet 185 Appendix 8: Environmental Management and Monitoring Plan (Contract Package No. 4, 6, 12 & 15) 190 Appendix 9: Guidelines for Tree Plantation and Management 258 Appendix 10: Guidelines for Borrow Area Management 260 Appendix 11: Guidelines for Emergency Management System 262 Appendix 12: Guidelines for Waste Disposal and Management 265 Appendix 13: Outline of an Environmental Monitoring Report 267 Appendix 14: Impacts of Climate Change on Road Transport in the State of Madhya Pradesh270

LIST OF TABLES

Table 1: Proposed Improvement Plan for MDRs 1 Table 2: Selected Subproject under the Project 2 Table 3: Primary and Secondary Information Sources 6 Table 4: Summary of Relevant Environmental Legislation 9 Table 5: Applicable Permits and Clearances Requiredfor the Subprojects 11 Table 6: Summary Road Components and Design Standard 14 Table 7: Existing conditions of Road Sections 31 Table 8: Summary of Climatic condition of Project districts 39 Table 9: Topography and Land usealongthe Subproject Road Sections 39 Table 10: Geological features of the State 40 Table 11: Soil sampling locations along subproject alignment 43 Table 12: Soil Quality alongthe Subproject Road Sections 43 Table 13: Main Rivers / Stream crossing the project road sections 45 Table 14: Water sample location along the subproject alignments 46 Table 15: Water Quality Characteristics along the Project Roads 48 Table 16: Details of Ambient Air Quality Monitoring Locations 49 Table 17: Techniques Used for Ambient Air Quality Monitoring 50 Table 18: Summary of AAQM Results along the Subproject Road Sections (Average Values) 51 Table 19: Details of Noise Level Monitoring Locations 53 Table 20: Ambient Noise Level in decibel (A) along the Project Road 53 Table 21: Area under Forest type in the Districts 54 Table 22: Detail of trees within formation width of the project Road alignments (to be cut) 56 Table 23: Protected Area Network in the State of Madhya Pradesh 57 Table 24: Demographic Features of State and Project Districts as per 2011 census 59 Table 25: Land Use Pattern of the State 60 Table 26: Physical /Sensitive Features along the subproject roads 62 Table 27: List of key villages and water bodies along the subproject roads 64 Table 28: Activity-Impact Identification Matrix 66 Table 29: Road wise Detail of Trees to be cut and planted 68 Table 30: Clearances and Permits Required for the Subprojects 72 Table 31: Impact on Air Quality during Construction Stage 75 Table 32: Emission factors for different types of Vehicle (ARAI, 2007) 77 Table 33: Weighted Emission Factor for proposed traffic 77 Table 34: CO predicted concentrations (ppm) along the proposed road for peak traffic hour 79 3 Table 35: PM2.5 predicted concentrations (µg/m ) along the proposed road for peak traffic hour 79 3 Table 36: PM10 predicted concentrations (µg/m ) along the proposed road for peak traffic hour80 Table 37: Baseline pollutant concentration (µg/m3) at different locations 82 Table 38: Construction Noise / Distance Relationship 89 Table 39: Likely Impact on Noise Quality in the Vicinity of Project Area 90 Table 40: Typical noise levels of principal construction equipments 90 Table 41: Hourly traffic average traffic data at Dharna-Dharmkuwa Road 92 Table 42: Predicted noise level along the selected road corridor 92 Table 43: Potential Effects on Topography by the Proposed Road Sections Upgrading 97 Table 44:CO2 Emission Factors 107 Table 45:Emission Standards of Fleet (%) 108 Table 46: Estimated Total CO2 Emissions during Road Construction 108 Table 47: Subproject wise details of the Public consultation 112 Table 48:Summary of Issues Discussed and Measures Taken 114 Table 49: Peoples’ Perception about Environmental Scenario 116 Table 50: Details of Trees to be Cut and Planted 121 Table 51: Stage-wise Reporting System of PIU 125 Table 52: Environmental Management Cost Estimate * 132

LIST OF FIGURES Figure 1: Location of Subproject Road Alignments on State Map 4 Figure 2: Map showing Subproject location in State 17 Figure 3: Map showing Sanwer-Chadravatiganj-Gautampura subproject Road Alignment 17 Figure 4: Map showing Podar-Salichok-Bawai-Sukhakhairi subproject Road Alignment 18 Figure 5: Map showing Gadarwara – Goteoriya subproject Road Alignment 19 Figure 6: Map showing Kareli-Singpur-Dangidhana subproject Road Alignment 20 Figure 7: Map showing Khairlanji-Agasi Subproject Road Alignment 21 Figure 8: Map showing Rampayali – Garra Chowki Subproject Road Alignment 22 Figure 9: Map showing Lal-Barra-Samnapur Subproject Road Alignment 23 Figure 10: Map showing Naigarhi-Garh Subproject Road Alignment 24 Figure 11: Map showing Sitapathaur-Mahakaipar-Goreghat Subproject Road Alignment 25 Figure 12: Map showing Teothar-Shankargarh Subproject Road Alignment 26 Figure 13: Typical Cross Sections 33 Figure 14: Geological Map of Madhya Pradesh and Project Areas 41 Figure 15: Soil Map of Madhya Pradesh and Project Areas 42 Figure 16: Seismic Zoning Map of India showing Project Road Locations (Source: IS 1893 - Part I: 2002) 44 Figure 17: Air Pollutant Concentration in Ambient Air along the Project Area 52 Figure 18: Forest Map of Madhya Pradesh State 55 Figure 19: Protected Area Map of Madhya Pradesh State 58 Figure 20: CO predicted concentrations (ppm) along the proposed Road 81 3 Figure 21: PM2.5 predicted concentrations (µg/m ) along the proposed Road 81

3 Figure 22: PM10 predicted concentrations (µg/m ) along the proposed Road 81 Figure 23: Spatial distribution of CO concentrations 82 Figure 24: Spatial distribution of PM2.5 concentrations 84 Figure 25: Spatial distribution of PM10 concentrations 87 Figure 26: Contour plot of noise level along the road corridor in year 2016 94 Figure 27: Contour plot of noise level along the road corridor in year 2020 94 Figure 28: Contour plot of noise level along the road corridor in year 2025 94 Figure 29: Contour plot of noise level along the road corridor in year 2030 95 Figure 30: Contour plot of noise level along the road corridor in year 2035 95 Figure 31: Contour plot of noise level along the road corridor in year 2040 95 Figure 32: Contour plot of noise level along the road corridor in year 2047 96 Figure 33: Conceptual Drawing of the Noise Barrier 96 Figure 34: Grievance Redress Mechanism 119

EXECUTIVE SUMMARY

A. Introduction

1. This report summarizes the findings and results of the Initial Environmental Examination (IEE) for eleven (11) subprojects proposed for financing under ADB’s Madhya Pradesh Major District Roads II Sector Project (the Project). The Project aimed to improve transport connectivity in the state by rehabilitating and upgrading priority Major District Roads (MDRs). The Project constitutes (i) rehabilitating and upgrading 1280 km of MDRs (ii) improving road maintenance and asset management and (iii) developing an efficient accident response system. About 50 road sections packaged into 20 civil works contract packages have been proposed for financing under this project. This IEE covers 11 road section (subprojects) totaling 240.34 km road length and packaged into four (4) contract packages.

2. The subproject roads are located in Madhya Pradesh State of India. The report also briefly describes the subprojects, existing environmental conditions in the subproject areas, anticipated environmental impacts and corresponding mitigation measures, public consultation process, the environmental management plan (EMP) and its monitoring plan. The Project is categorized as environment Category B as per SPS 2009 categorization criteria. REA Checklist is attached as Appendix 1. The Initial Environmental Examination (IEE) for the proposed subprojects has been carried out as part of project preparation and in compliance with ADB’s Safeguard Policy Statement (SPS) 2009 requirements. Since the subproject roads will be upgraded within existing available RoW, no Environmental Clearance is required for the proposed road widening subprojects as per EIA Notification 2006 of GOI.

B. Description of the Subprojects

3. The subproject roads are located in Madhya Pradesh State covering five districts namely Indore, Narsinghpur, Balaghat, Rewa and Singhroli the length of individual roads varies from 8 Km to 34 Km. The total length of the subproject roads is 240.36 km. The proposed road sections are part of the major district road network on Madhya Pradesh. The existing road sections are mostly single lane district roads with carriageway width vary from 3.0 m to 5 m with granular shoulders. Formation width varies from 5 to 8.5m and available ROW is between 10 to 22m. Except three road sections the entire length of the project road runs through plain terrain and passing across several agricultural land, villages, and towns. The pavement is bituminous asphalt in all the road sections and overall riding quality is fair to poor. The condition of shoulders is also poor which are now mostly covered with vegetation. There is no formal drainage system along the roads. Major traffic on these roads is of passenger vehicles. The current and projected average daily traffic on the project road is relatively low, averaging about 1,000 vehicles each day.

4. It is proposed to improve these selected MDR road sections to intermediate lane configuration with 5.5. m rigid pavement carriageway and 2.5 m earthen shoulders on both side. In urban areas the improvement will be restricted to the existing ROW. Adequate cross drainage structures have been proposed in all the subprojects.

C. Description of Environment

5. Physical Environment: The subproject areas experience typical tropical climate. The topography of the subproject areas is mixed type with some sections passing through rolling to hilly terrain. Land use is predominantly agriculture except three subproject road sections where as land use is predominantly forests followed by open areas and residential areas. Subprojects are situated in Keymore Plateau & Satpura Hills sub group of Central Plateau & Hill Region agro climatic zone which is characterized as having very deep soils with texture ranging from sandy loan to clay in the surface and clay loam in the sub-soils with sub-angular blocky dominant texture. The soil type in the areas is mainly shallow to medium black. Soil is mostly found as sandy clay loam soil in the sampling locations and it is loaded with sand percentage, which varies from 50 to 62%. Nitrogen content is between 55-62 mg/1000g and is poor in organic carbon content. The subproject road sections do not cross any major river system of the state. However there are number of small streams and tributary rivers crossing the subproject roads.

6. The water is also hard in nature with total hardness level 351 mg/l against the permissible limit of 200 mg/l. Level of total dissolved solids is found to be on higher side, varying from 461 mg/l at Teother Village (km 00+200) on Teothar - Shankargarh road. Overall the ground water quality in the project areas in good. Ambient air quality parameters are well within the NAAQ standards of prescribed by MoEFCC for residential areas. Maximum concentration of 3 PM10 is 152 µg/m found at Amadhana Village (km 00+500) on Poder Bawai-Barha-Sukhakhairi 3 Road, whereas maximum concentration of PM2.5 is 100 µg/m found at Amadhana Village (Km. ii

0+500) on Poder Bawai-Barha-Sukhakhairi Road. These levels are slightly exceeding the 3 3 standards limit of 100 µg/m and 60 µg/m prescribed by MoEFCC for PM10 and PM2.5 respectively. However PM10 level is found to be on higher side compared to World Bank 3 prescribed Standards of 50 µg/m for interim stage 2. Overall the air quality along the nonsample subproject roads is not an issue.

7. Ambient noise levels at all the monitoring locations are well within the permissible limits for residential areas prescribed by CPCB and also by World Bank EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day time noise level is 51 dB(A) and night time noise level is 40 dB(A) at N2 (Podar Barha Sukhakhairi Road). Average day time noise level along the subproject roads varies from 41 dB(A) to 51 dB(A) whereas average night time noise levels varies from 42 dB(A) to 31 dB(A).

8. Biological Environment: The subproject districts in general have moderate to low percentage of forest cover. Except Balaghat district (53.85% of geographical area) as per 2015 SFR), all other district of the region have the forest cover below state average. Most of the selected subproject roads are passing through plain terrain with land use being agriculture. However three road sections are passing through reserve forest areas of Madhya Pradesh State. About 61%of the road length of Sitapathaur-Mahakaipar-Goreghat Road, 18% road length of Chitrangi-Garhwa Road and 15% of Khairlanji-Agasi Road are passing through forest areas. About 2125 trees are likely to be cut for the implementation of the improvements proposed under the project for 11 selected subprojects. Subproject road sections do not pass through any protected area such as Wildlife Sanctuary, National park or bio –reserve. There is no wildlife sanctuary, national park or bio –reserve within 10km from the subproject roads. No rare or endangered species found in corridor of impact along the subproject roads.

9. Socio-economic Environment: No archaeological and historical monuments are located along the project roads. However, small religious structures are located within the existing RoW, but these religious structures will not be affected due to proposed improvement activities under the project.

D. Anticipated Environmental Impacts and Mitigation Measures

1. Design and Construction Phase

10. Impact on Physiography and Topography: Since proposed subprojects only involves widening of existing road within available ROW without any land acquisition, impacts on the physiography of the area would be insignificant during both construction and operation phases. The design will consider the improvement of roadside drainage conditions through the improvement of cross-drainage structures. Design of the cross drainage structures will follow IRC Guidelines (IRC, 1995).

11. Potential Environmental Impacts on Soil: Since all activities will occur within the available RoW, no adverse environmental impacts are anticipated on the productive soil. Land taken on lease for access roads and for construction camps will be restored to its original land use.

12. Land clearing and grubbing will remove vegetation and soil cover which may cause some soil erosion during monsoon. Excavations in borrow pits may lead to loss of top soil and soil erosion. There is risk of stream and river bank erosion near bridges and cross drainage works. To avoid or minimize erosion, land clearing and grubbing will be conducted during dry season, productive top soils from borrow pits will be stored and reused in road embankment slope protection. Erosion control measures like silt screens will be installed along rivers and nallahs.

13. There is the risk of contamination of soil from construction material and oil spills. Contractors are required to ensure proper handling materials and able to implement spills containment. Oil contaminated waste will be properly collected, stored, and disposed through 3rd party service providers. All fuel and lubricant storage and handling areas will be located at least 500 meters from the nearest water body and provided with perimeter interceptor drains. All construction debris will be disposed by the Contractor on pre-designated areas as identified by the CSC-Environmental Specialist.

14. Impact on Water Resources and Drainage: Deterioration of water quality may occur near the construction camp and active construction camps. This will be minimized by timing land clearing and earthmoving during the dry season; proper handling of materials including oil, and lubricants; prohibiting the disposal of untreated sewage; and proper erosion control near rivers and nallahs. iii

15. Impact on Ambient Air Quality: Significant amount of dust will be generated during project construction. The following mitigation measures will also be undertaken:

i) Asphalt and hot-mix plants will be located at least 1 km away from any inhabited urban and rural stretches along the road with the NOC from the MP Pollution Control Board. ii) Sprinkling of water on the active construction fronts and construction yard. iii) Regular maintenance of machinery and equipment.

16. Substantial noise will be generated from the use of heavy equipment and processing of rocks and asphalt. Adequate distance separating the rock crusher and hotmix plants will be required and the sourcing of “ready-made” gravel and asphalt will be promoted to avoid the establishment of these plants. Along the roads particularly near sensitive sites like schools and temples, the use of less noisy equipments, scheduling of noisy activities, and provision of noise barriers will be implemented by the contractor to minimize disturbance.

17. Impact on Flora, Fauna and Ecosystem: Clearing and grubbing activities will result to the removal of shrubs, grasses, and an estimated 2125 trees. All cut trees will be compensated at the rate of 1:10 with preference to fast growing local species that are more efficient in absorbing carbon emissions.

18. Construction Workers’ Camp: As the Contractors are required to source labor from the local communities along the subproject roads, the size of the construction camps will be relatively small. It is the contractual responsibility of the Contractors to maintain a hygienic camp with adequate water and electric supply; toilet facilities located away from the water bodies and wells; proper disposal of domestic refuse; temporary medical facilities; pest control; clean and adequate food; and security.

19. Impacts on Social Environment: Construction and operation phases of project road will have some beneficial impact on social environment. Some increase in income of local people is expected as local unskilled, semiskilled and skilled persons may gain direct or indirect employment during construction phase. Since the immigration of work force during construction phase is likely to be very small, the social impacts on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.

2. Operation Phase

20. Increase in vehicular emissions, noise level, road crashes due to higher speed vehicular speed, and oil contaminated road surface runoff will occur during project operation phase. The impact on air quality is not expected to be significant given the low projected traffic. Community safety is enhanced through the crash barriers, speed brakes, traffic signs, and pavement markers. Oil contamination will occur but expected to be in trace amounts based on the low level vehicular traffic. To control the anticipated increase in noise level measures such as good road surface will reduce the road-tire noise, prohibition of horns along sensitive areas, road widening will increase capacity and decrease congestion of vehicles, and compensatory tree plantation will be located near sensitive areas will be implemented.

21. Climate Change impacts: Sector specific climate risks screening has been done for overall transport sector of Madhya Pradesh to analyse impact on road components due to likely change in climatic variables, mainly temperature and precipitation. Projections have been made for 2080s. Given the projected variations of temperature1 and precipitation the project roads were screened for different types of climate risks and impact on road components. Key engineering measures taken to address flood risks in the design are: i) increase in embankment height, ii) construction of new side and lead away drains, iii) construction of new culverts and widening of existing ones and iv) widening of bridges. The costs for taking these measures is included in the project design. An assessment on CO2 emissions that was carried out using the Transport Emissions Evaluation Models for Projects (TEEMP) tool shows that the total CO2 emission at business-as-usual scenario is estimated to be below the 100,000 tons per year threshold set in the ADB SPS 2009.

E. Public Consultation and Information Disclosures

22. Public consultations have been carried out at several locations on each subproject road section during initial surveys. In total over 30 consultation session were organized involving over 500 participants. It include 224 (43%) female and 291 (57%) male participants. Public

1 The average surface daily maximum temperatures, in the period 2030s is projected to rise by 1.8-2.0oC throughout Madhya Pradesh and the daily minimum temperature is projected to rise between 2.0oC to 2.4oC during the same period; the eastern half of the state experiencing more warming than the western half. By 2080s, the maximum temperature is projected to rise between 3.4oC to 4.4oC with northern region experiencing warmer temperatures iv consultations have been carried out in the project area during the feasibility as well as detailed design stage.

23. Most of the people interviewed strongly support the subprojects. The people living in the entire project areas expect the different project elements to facilitate transport, employment, tourism, boost economic development and thereby provide direct,orindirect,benefitsto them.

24. The IEE will be disclosed in the English language in the office of MPRDC and also to the public through the ADB website.

25. The implementation arrangements basically follow the ongoing ADB loans for State Highways and MDRs with the following improvements: i) expansion of the Environmental and Social Cell (ESC) staff from 1 to 4 with the recruitment of two social safeguard and one environmental safeguard officers; ii) MPRDC’s ten division offices acting as Project Implementation Units (PIUs) will appoint a social and environment safeguards focal person; and iii) environmental specialist from the Construction Supervision Consultant will provide technical support to MPRDC and PIU for the implementation of environment safeguards.

F. Environmental Management Plan

26. Civil works contract package specific fully budgeted environmental management plans have been prepared for mitigation/management/avoidance of the potential adverse impacts and enhancement of various environmental components along the project road sections. For each mitigation measures to be carried out its location, timeframe, implementation and overseeing/ supervising responsibilities has been identified. Monitoring plan for construction and operation phase has been framed to ensure effective implementation of EMP.

27. The monitoring program included performance indicators for water, air, and noise level monitoring, frequency of monitoring, and institutional arrangements of the project in the construction and operation stages, along with the estimated cost. The reporting system included roles and responsibilities of each party involved in the project implementation i.e. PIU, Supervision Consultant and Contractors and reporting mechanisms during implementation and operation phases.

28. An environmental management budget of INR 45,92,200 (Indian Rupees) has been estimated for implementation of the environmental management plan. This budget also includes cost of environmental monitoring and associated trainings.

G. Conclusions and Recommendations

29. The findings of the IEE shows that overall the subprojects has limited and short term environmental impacts. Effective EMP implementation will ensure elimination and minimization of identified adverse impacts. MPRDC shall ensure that EMP and EMoP is included in the Bill of Quantity (BOQ) and forms part of bid document and civil works contract for each package. If there is any change in the subproject design the EMPs and EMoPs will be updated accordingly. MPRDC needs capacity building and practical exposure. Adequate training shall be imparted as proposed under environmental management plan to enhance the capability of concerned EA and IA officials.

I. INTRODUCTION

A. Project Background and Rationale

1. The state of Madhya Pradesh, in its present form, came into existence in November 2000 following its bifurcation to create the new state of Chhattisgarh. It is the second largest state in the country, with an area of about 308,000 sq.km and population of about 73 million.2 Madhya Pradesh is amongst the poorer states in the country, and its per capita income is about 60% of the national average. However, the state’s gross state domestic product (GSDP) grew at a compound annual growth rate of about 8.5% during FY2005-FY2014, being fostered through a series of development measures. These include the Pithampur–Dhar–Mhow region as a key node on the Delhi-Mumbai Industrial Corridor extent in Madhya Pradesh, many notified industrial areas, and industrial growth centers. However, agriculture is the mainstay of the state's economy and about 73% of the people live in rural areas. The dispersed nature of industrial development and agricultural production means that the road network is a critical element of the economic infrastructure. The state has a road network of about 127,000 km, out of which about 4700 km are National Highways, 11,000 km are state highways (SHs), and about 20,000 km are MDRs. Rural roads make up the balance road network. The number of annually registered vehicles in the state has increased at an average annual rate of 9.7% since 2003 to reach about 8.8 million vehicles in 2013.3 Estimates by MPRDC indicate that vehicular growth over the 2011-2021 period will be over 7% per annum.4 Commensurate with this increase in vehicle ownership, the average daily traffic has also been increasing. Increased traffic will need both increased road capacity to maintain service levels, as well as better maintenance.

2. The state is close to completing its program of upgrading its entire state highway network with a combination of budgetary allocations, ADB support in three previous loans, and public-private partnerships.5 However, MDRs have had marginal attention, and major portions of the MDRs still need to be upgraded. Government of Madhya Pradesh has now taken up improvement of MDRs as a critical part of the state road core network, which are being improved in a planned manner. ADB has sanctioned one previous loan for improvement of MDRs.6 MDRs form a key link in the road network between the rural roads and the state highways. Continued development of this network will foster inclusiveness by enabling larger segments of the state’s population to better access markets and basic services. The Madhya Pradesh Roads Development Corporation (MPRDC) specifically, targeting MDRs to form key linkage between rural, semi urban and urban areas and complete state road connectivity. Table 1 indicates the proposed plan of GoMP to improve the MDRs in the State.

Table 1: Proposed Improvement Plan for MDRs Total MDRs in Madhya Pradesh - (Km) 19,429 Recently completed or under construction by MPPWD - 1,906 (Under Central Road Fund Scheme) (Under HUDCO Scheme) - 1,240 (Under Plan Scheme) - 556 (Under BOT – Toll + Annuity Scheme) - 645

2 Government of India, 2011. Census Data 2011. New Delhi 3 Ministry of Road Transport and Highways, 2014. Road Transport Yearbook (2012-2013). New Delhi 4 Madhya Pradesh Road Development Corporation, 2013. Development Plan for State Roads in Madhya Pradesh 2013-2033. Bhopal 5 The loans are: 1959-IND Madhya Pradesh State Roads Sector Development Project; 2330-IND Madhya Pradesh State Roads Sector Project (MPSRSP)-II; and 2736-IND Madhya Pradesh State Roads Project-III. 6 The loan is 3189-IND: Madhya Pradesh District Connectivity Sector Project. 2

Total MDRs in Madhya Pradesh - (Km) 19,429 Recently completed or under Construction by MPRDC - 515 (Under build operate transfer (BOT) Toll + Annuity & Annuity Scheme) (Under BOT Toll) - 38 (Under BOT Annuity) - 1103 (Under ABD IV) - 1528 Total recently completed or under construction - 7531 In good condition - 4679 Proposed under this Project a 1500 Balance to be constructed through other means - 5,719 a The actual estimates will depend on the assessment from the DPRs. Source: MPRDC.

3. The GoMP has requested financing from the ADB to implement part of its proposed improvement plan for MDR. The proposed Madhya Pradesh District Roads II Sector Project (the Project) will improve transport connectivity in the state by rehabilitating and upgrading major district roads (MDRs). The Project constitutes (i) rehabilitating and upgrading of about 1280 km of MDRs; (ii) cashless accident victim treatment facility piloting; and (iii) improving and mainstreaming an efficient accident response system. About 50 subprojects road sections packaged into 20 contract packages have been proposed for financing under this sector project. Appendix 2 present the list of possible subprojects proposed for financing under the project.

4. Since the road sections are small these are packaged in five groups for the purpose of environmental assessment. Accordingly five separate IEEs have been prepared for the project roads. This IEE covers following 11 Major District Roads (MDRs) oe subprojects totaling 362.2 km road length and packaged into four (4) contract packages. These subprojects roads were selected to reflect the similar geographical dispersion of roads across the state to capture the range of environmental settings and anticipate the environmental impacts of the succeeding subprojects under the sector loan. The construction period for all roads under the project will include a 12 – 24 month construction period and a 5 year performance based maintenance period.

Table 2: Selected Subproject under the Project Sl. Contract Road Section District Length No. Package (Km) 1. Package 4 Sanwer Chadravatiganj, Gautampura road Indore 33.94 2. Package 6 Podar Barha Sukhakhairi Road Narsinghpur 23.57 3. Gadarwara Gotetoria Road Narsinghpur 13.57 4. Kareli-Singpur- Dangidhana Road Narsinghpur 32.86 5. Package 12 Khairlianji-Agasi Road Balaghat 28.96 6. Lal Barra- Samnapur Road Balaghat 8.4 7. Rampayali Garra Chouk Road Balaghat 27.56 8 SitapathaourMahakaipar-Goreghat Road Balaghat 23.04 9 Package 15 Teothar-Shakargarh Road Rewa 14.6 10 Bahera Dabar Piprahai Jarkud Road Rewa 19.7 11 Nai Garhi Garh Road Rewa 14.14 Total 240.34 Source: MPRDC DPRs. 3

5. As part of detailed project report (DPR) preparation this IEE report was prepared to cover selected 11 subprojects. All discussions thereafter focus only on these 11 subprojects to be taken up in Four Package numbered as Package 4, 6, 12 and 15. The IEE has been carried out in compliance with the requirements of ADB’s SPS 2009. This IEE report will be disclosed in the MPRDC and ADB websites.

B. Nature, Size and Location of Subproject Roads

6. The subproject activities involve improvement of existing major district road sections within available ROW. There are 11 subprojects covering a total road length of about 240.34 km for which widening and up-gradation have been proposed under this Trench. The road widening activities primarily will comprise of raising the embankment at certain locations and its stabilization including construction of retaining wall if required especially near water bodies overlay on the existing carriageway, junction improvement, and construction of minor bridges, culvert and RCC drain in built-up section. Figure 1 shows the location of subproject roads on state map.

7. All MDRs to be upgraded under the project will follow the existing road alignment7and limited to the designed right-of-way (RoW) of 25m and 15m for open and built-up areas, respectively. The proposed subproject roads will have standard carriageway width of 5.5 m rigid pavement and earthen shoulder of 2.5m width either side. In built-up stretches where considerable commercial activity is noticed, 1.0 m wide footpath is proposed on both sides. The side drain in such stretches will be accommodated under the footpath. Minimum width of utility corridor will be 2.0 m. The provision of retaining wall is made where water pond is located next to road to minimize the requirement of ROW as well impact on water pond. All road embankments will have at least 1m freeboard designed from a 20-year high flood level (HFL). All bridges having less than 30m length will have at least 0.60m freeboard at 50-year HFL and those with more than 30m length will have at least 0.9m at 100-year HFL.

7 Minor geometric realignments will occur to comply with horizontal design requirements and minimize or avoid shifting of utilities, community properties and tree cutting. 4

Figure 1: Location of Subproject Road Alignments on State Map

8. The majority of subproject roads are located in Jabalpur zone of Madhya Pradesh State covering four districts namely Indore, Balaghat, Narsighpur and Rewa. The total length of the subproject roads is 240.34 km. The length of individual road sections varies from 8 km to 34 km. The proposed road sections are part of the major district road network on Madhya Pradesh.

9. The existing road sections are mostly single lane district roads with carriageway width varies from 3.0 m to 5 m with granular shoulders. Formation width varies from 5 to 8.5m and available ROW is between 10 to 22m. Except three road sections the entire length of the project road runs through plain terrain and passing across several agricultural land, villages, and towns. Three roads are passing through undulating and rolling terrain. The pavement is bituminous asphalt in all the road sections and overall the riding quality is from fair to poor. The condition of shoulders is also poor and now covered with vegetation. There is no formal drainage system along the road. Major traffic on these roads is of passenger vehicles. The current and projected average daily traffic on the project road is given current traffic is relatively low, averaging about 1,000 vehicles each day.

C. Objective and Scope of the Study

10. This IEE report documents the environmental assessments of the selected 11 subprojects and identifies the environmental issues to be considered in the project planning and design stages. In this report, the different activities that are likely to take place to achieve the project objectives have been analyzed and the potential impacts that may accompany them have been identified, assessed for significance, and concomitant avoidance, mitigation, and compensationmeasures were prepared in consultation with stakeholders to be incorporated on theengineering design and project implementation. The IEE addresses the environmentalmanagement requirements of the Government of India (GOI) and Asian Development Bank. Specifically, this report:

 provides information about the baseline environmental setting of the subprojects.  provides information on potential environmental impacts of the proposed subproject activities with its magnitude, distribution and duration.  provides information on required mitigation measures with cost to minimize the impacts.  analyses the alternatives options considering alternative locations, designs, management approaches for selection of most feasible and environmental acceptable options.  provides details of stakeholder’s consultations.  designs an environmental management and monitoring plan with institutional measures for effective implementation of mitigates measures proposed and addressing grievances.

11. The environmental studies have been confined to the situation around the deemed areas of direct influence caused by constructional and operational facilities along the proposed road sections. The IEE was based on proposed road alignment and key construction activities such as site clearing, removal of trees, excavation, filling, grading and embankment formation, excavation for utility trenches, subgrade preparation, base course and asphalt overlay, shoulder, and construction of permanent structures like retaining walls, culverts and drains. The IEE also covered ancillary activities like camp site establishment and maintenance, sourcing ofmaterials, and operation of equipment like rock crusher and hot mix plant. The corridor of impactis taken as 10 meters either side of the alignment. However, the study area impact zone isconsidered up to 5 km on both sides of road alignment to allow for coverage of indirect and induced impacts 6

and a larger analysis of land use and other environmental features. Assessment is carried out on the following environment components: terrestrial and aquaticecology, soil, water, air, noise, and socio economic aspects.

12. The following sections of the report, discusses the methodology adopted by the consultants in conducting the IEE study and presents the results of the same.

D. Methodology Adopted for IEE Study

13. The Initial Environmental Examinationhas been carried out, in accordance with the requirements of the ADB’s Safeguard Policy Statement (SPS 2009) and environmental regulations of GOI. The study was carried out using reconnaissance survey, field visits, consultation with stakeholders, review of existing data, identification of adverse impacts and preparation of environmental management and monitoring plans. The stepwise activities carried out include:

 Review of legal requirements  Review of feasibility technical study  Reconnaissance survey for identification of key issues data requirement andpreliminary consultation  Primary and secondary data collection  Consultation with stakeholders  Identification of impacts and mitigation measures.

14. The major steps in the IEE process for the project were as follows:

1. Collection and Analysis of Data

15. Data was collected on various environmental components such as soil, meteorology, geology, hydrology, water quality, flora and fauna, habitat, demography, land use, cultural properties etc, to establish the baseline environmental setup. Secondary data on environment for the subproject corridors were collected both from published and other relevant sources e.g., the Departments of Forest, Madhya Pradesh State Pollution Control Board, State Statistical Department etc. The data collection from the field was completed with the help of enumerators / investigators. The interviewers were trained for filling up the questionnaire at the site. To ensure the accuracy of the data it was collected under the supervision of the consultant. The type and source of information compiled in this IEE are shown in Table 3.

Table 3: Primary and Secondary Information Sources Information Sources Technical information on existing road features MPRDC Design Consultant and proposed Rehabilitation work. Inventorisation Ground physical surveys and graphics of road features; viz. water bodies community consultants structures, environmental sensitive location areas, congested locations, etc. Climatic Condition Indian Meteorological Department, ENVIS Website, NIC, primary data Collection Geology, Seismicity, Soil and Topography Geological survey of India, SOI Top sheets, Primary data collection Land Use/ Land Cover Survey of India (SoI) Topo-sheet, Observation during survey. 7

Drainage Pattern Survey of India Topo-sheet and field observation Status of forest areas, Compensatory Divisional Forest Office, Seoni District. afforestation norms etc. Status of Fishing Activity District Fisheries Offices at SeoniDistrict Air quality Noise, Soil and Water Onsite monitoring and analysis of field samples during field visit Borrow Areas, Quarries and other construction material source River geo-morphology, hydrology, drainage, flood Feasibility report, field observations patterns Socioeconomic Environment Primary Census Abstract of SeoniDistrict 2011. Official websites maintained by state Govt., and Public Consultationduring the Field survey

2. Environmental Monitoring and Analysis

16. In order to assess the situation in particular sections of the subproject roads during the screening and site visit of the area, different locations were identified for monitoring and analysis the noise level, ambient air and water quality. The monitoring and analysis of water quality, air quality and noise level has been done by a leading environmental research laboratory. Air quality monitoring has been carried out as per MoEFCC notification of November 2009 the revised Air Quality standards and the on-site monitoring results are incorporated in Chapter- 4 of this IEE report.

3. Stakeholder and Public Consultations

17. Extensive consultations were held during different stages (reconnaissance, detailed design and design review) with key stakeholders that includes local and beneficiary population, government departments/agencies, road users, and project-affected persons. These consultations allowed the interaction between the stakeholders and road designers to identify road features and construction methods that will enhance road upgrading and minimize potential impacts. Information gathered was integrated in the project design and formulating mitigation measures and environmental management plan. Detailed description of public consultation is presented in Chapter-7 of this IEE report.

4. Assessment of Potential Impacts

18. Potential impacts were identified on the basis of: analytical review of baseline data; review of environmental conditions at site; analytical review of the underlying socio-economic conditions with the project influence area.

5. Preparation of the Environment Management Plan

19. An EMP for each contract package is prepared to specify the steps required to ensure that the necessary measures have been taken and the same will be incorporated during construction and operation stage of the project. The EMP includes the monitoring plan giving details of the resources budgeted and the implementation arrangements. 8

E. Structure of the Report

20. This IEE report has been presented as per requirements of the ADB’s Safeguard Policy Statement (SPS) 2009. The report is organised into following ten chapters, a brief of each chapter is described below:

 Chapter 1 - Introduction: This section describes the background information about the project and IEE study.  Chapter 2 - Policy, Legal, and Administrative Frameworks: this section summarizing the national and local legal and institutional frameworks that guided the conduct of the assessment.  Chapter 3 - Project Description: This section presents the key features and components of the proposed project.  Chapter 4 - Description of the Environment: This section discussing the relevant physical, biological, and socioeconomic features that may be affected by the proposed project.  Chapter 5 - Anticipated Environmental Impacts and Mitigation Measures: This section presents the environmental assessment of likely positive and adverse impacts attributed to the proposed project and concomitant mitigation measures.  Chapter 6 – Climate Change Impacts and Risks: This section presents an assessment of climate change impacts and risks due to the subprojects.  Chapter 7 - Consultation, Participation and Information Disclosure: This section describes the consultation process undertaken during the environmental examination and its results, their consideration in the project design, and manner of compliance to the ADB’s Publication Policy and related national laws.  Chapter 8 - Grievance Redress Mechanism: This section describing the formal and informal redress procedures for registering, resolving, and reporting complaints.  Chapter 9 - Environmental Management Plan: This section discussing the lessons from the impact assessment and translated into action plans to avoid, reduce, mitigate or compensate adverse impacts and reinforces beneficial impacts. This plan is divided into three sub-sections; mitigation, monitoring, and implementation arrangements  Chapter 10 - Conclusion and Recommendation: This section stating whether there is a need for further detailed environmental studies / assessments and highlights key findings and recommendations to be implemented by the borrower.

21. An Executive Summary is also prepared and presented in the beginning of the report. 9

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

22. India has well defined institutional and legislative framework. The legislation covers all components of environment viz. air, water, soil, terrestrial and aquatic flora and fauna, natural resources, and sensitive habitats. India is also signatory to various international conventions and protocols. The environmental legislations in India are framed to protect the valued environmental components and comply with its commitment to international community under above conventions and protocols. Asian Development Bank has also defined its Environmental and Social Safeguard policies. This assessment is about the applicability of above laws and regulations, conventions, protocols, and safeguards. This section summaries the following:

 National (India) Environmental Legislation and Legal Administrative Framework,  ADB safeguard policies and categorisation of the project,  Summary of international treaties and applicability to the project

A. National (India) Environmental Policies and Regulatory Framework

23. The Government of India’s Environmental Legal Framework comprises a set of comprehensive acts and regulations aimed at conserving various components of the biological and physical environment including environmental assessment procedures and requirements for public consultation. The policies and requirements which are most relevant in the context of this project are provided in Table 4 below.

Table 4: Summary of Relevant Environmental Legislation Act Objective Responsible Institution Environment (Protection) Act (1986) To protect and improve the overall MoEFCC and Rules (1986) environment Environmental Impact Assessment To provide guidance on environmental MoEFCC (EIA) Notification under Environmental clearance requirements and clarification on Protection Rules (2006, 2009, 2011) related specific technical issues and relevant Office Memorandums (OM) Wildlife Protection Act (1972 and To protect wild animals and birds through MoEFCC amended in 1993) the creation of National Parks and Sanctuaries The Water (Prevention and Control of To provide for the prevention and control of CPCB Pollution) Act 1972 (Amended 1988) water pollution and the maintaining or and Rules 1974 restoring of wholesomeness of water. The Air (Prevention and Control of To provide for the prevention, control and CPCB and Pollution) Act, 1981(Amended 1987) abatement of air pollution, and for the Road and Rules 1982 establishment of Boards to carry out these Authorities purposes. Hazardous Waste (Management, To protection the general public against State Pollution Handling and Trans-boundary improper handling, storage and disposal of Control Board Movement) Rules 2008 (Amended hazardous wastes 2009), The Forest (Conservation) Act 1980 To protect and manage forests MoEFCC (Amended 1988) and Rules 1981 (Amended 2003) Central Motor Vehicle Act (1988) and To control vehicular air and noise pollution. State Rules (1988) To regulate development of the transport Transport sector, check and control vehicular air and Department 10

Act Objective Responsible Institution noise pollution. Ancient Monuments and Conservation of Cultural and historical Archaeological Archaeological Sites and Remains Act remains found in India. Dept. GOI (1958) Building and Other construction To regulate the employment and Ministry of workers (Regulation and the conditions of service of building and other Labour and Employment and conditions of construction workers and to provide for Employment service) Act, 1996 their safety, health and welfare measures Child labour (Prohibition and To regulate the employment of children Ministry of Regulation) Act, 1986 including age limits, type of employment, Labour and timing of work, information disclosure and Employment health and safety.

1. Requirement of Environmental Clearance

24. As per provisions of Environmental Impact Assessment Notification 2006 amended (2009), and its amendments, vide notification S.O.3067(E), dated the 1st December 2009 allState Highway expansion projects, except those in hilly terrain (above 1000 m AMSL) andecologically sensitive areas, have been exempted from Environmental Clearances.

25. Since, the subproject roads are major district roads and not a state highway, the above EIA Notification, 2006 (amended till date) promulgated under Environment (Protection) Act 1986 isnot applicable for the subprojects included in the Project and hence no Environmental Clearance is required for the subprojects proposed for financing under the Project.

2. Forests Clearance

26. As per Indian Forests Conservation Act (1980), any project requiring diversion of forestsland for non-forestry purposes require forest clearance from MoEFCC for the same. The forestry clearance is granted through two stages process.

27. Since the proposed improvement work for eleven subprojects will be limited to the existing ROW and no diversion of forestland is involved in these roads, no forest clearance is required for these roads.

3. Permission to Withdraw Ground Water

28. As per the power Granted under Environmental Protection Act, 1986, Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective.

4. Required Clearances/Permissions

29. For up-gradation of the subproject roads, required clearances/ permissions related toenvironment and forests have been summarized in Table 5.

Table 5: Applicable Permits and Clearances Requiredfor the Subprojects S. Permissions/ Acts/ Rules/ Concerned Responsibility No. Clearances Notifications/Guidelines Agency A. Pre-constructionStage 1 Permission for Forest Conservation Act District Forest MPRDC cutting of trees (1980) Procedural Office/State Guidelines developed by Forest Department for the Department of trees felling in forest Environment, areas and District Government of M. P. Authorities in non- under the orders of the forests Areas Honorable High Court (Compensatory tree Tree removal will be plantation to be made guided as per state 1:10 as per the government rules. permission granted) B. ImplementationStage 2 Consent to Air (Prevention M.P. State Pollution Contractor operate hot mix andControl Pollution) Act Control Board plant, Crushers, of1981 (To be obtained Batching plant before installation) 3 Authorization for Hazardous M.P. StatePollution Contractor disposal of Waste(Management ControlBoard(To be hazardous waste andHandling) Rules 1989 obtained before generation) 4 Consent for Water (Prevention and M.P. StatePollution Contractor Disposal of Control of Pollution) Act ControlBoard sewage from 1974 (Before setting up the labor camps camp) 5 Pollution Under Central Motor and Department Contractor Control Vehicle Act 1988 ofTransport, Certificate Government of M.P.authorized testing centers 6 Employing The Building and Other District Labour Contractor Labour/Workers Construction Workers Commissioner (Regulation and Employment Conditions of Service) Act, 1996

30. Before the start of civil works for the any section of the subproject roads the project proponent (MPRDC) must obtain necessary clearances / permits from statutory authorities.

B. International Treaties and Relevance to the Project

31. India has been playing an active role in environmental conservation since the first United Nations (UN) conference on Human Environment in Stockholm in 1972 and recognizes that protection of environment is closely linked to combating poverty. Key international agreements that India is signatory to and relevant for the project are provided below: 12

(i) Convention Relative to the conservation of Flora and Fauna in their Natural State(1933) (ii) International Plan Protection Convention (1951) (iii) Convention on Wetlands of International Importance, Especially as Waterfowl Habitat (Ramsar,1971) (iv) Convention concerning the Protection of the World Cultural and Natural Heritage(Paris, 1972) (v) Convention in International Trade in Endangered Species of Wild Fauna andFlora (Washington, 1973) (vi) Convention on Migratory Species of Wild Animals (Bonn, 1979) (vii) Convention on the Prior Informed Procedure for Certain Hazardous Chemicals and Pesticides in International Trade (PIC or Rotterdam, 1990) (viii) United Nations Framework Convention on Climate Change (Rio De Janeiro,1992) (ix) Convention on Biological Diversity (Rio De Janeiro, 1992) (x) Protocol to the United Nations Convention on Climate Change (Kyoto, 1997)

32. The above list of international conventions served as requirements for the project tocomply. However, due to the limited scale of the road upgrading and the predicted trafficincrease during operation, the expected environmental issues that are governed by theseinternational convention would be insignificant.

C. ADB Safeguard Policy Statement Requirements

33. The Asian Development Bank has defined its Safeguard requirements under its ‘Safeguard Policy Statement 2009 (SPS 2009). The prime objectives of safeguard policy are to: (i) avoid adverse impacts of projects on the environment and affected people, where possible; and (ii) minimize, mitigate, and/or compensate for adverse project impacts on the environment and affected people when avoidance is not possible. This policy requires assessment, mitigation and commitment towards environmental protection. The extent of assessment depends on the category of the project. ADB’s SPS 2009 classify a project depending on following three categories.

 Category A: A proposed project is classified as category A if it is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented. These impacts may affect an area larger than the sites or facilities subject to physical works. An environmental impact assessment is required.  Category B: A proposed project is classified as category B if its potential adverse environmental impacts are less adverse than those of category A projects. These impacts are site-specific, none or very few of them are irreversible, and in most cases mitigation measures can be designed more readily than for category A projects. An initial environmental examination is required.  Category C: A proposed project is classified as category C if it is likely to have minimal or no adverse environmental impacts. No environmental assessment is required although environmental implications need to be reviewed.

D. Category of the Project as per SPS 2009

34. The subproject roads have been evaluated and categorized using the prescribed ADB Rapid Environmental Assessment Checklist (see Appendix 1). The subprojects evaluated are 13 classified as environmental category ‘B’. This categorization was primarily based on the following considerations:

(i) subproject roads are existing roads and upgrading activities are limited to the available RoW, (ii) anticipated impacts from road upgrading on relatively flat terrain along agricultural land are mostly site specific and easily mitigated through proper design and good construction practices, majority of the activities have short-term duration co-terminus with the construction phase, and (iii) subproject road does not pass through or located within 10 km from any wildlife sanctuary, national park, or any other environmentally sensitive or protected areas.

III. PROJECT DESCRIPTION

A. Type of Project

35. The present report deals with the Initial Environmental Examination of eleven subprojects included for financing under ADB’s Madhya Pradesh Major District Roads II Sector Project in India. The subproject roads are mostly located in Jabalpur zone of Madhya Pradesh State covering four districts namely Indore, Balaghat, Narsingpur and Rewa. The total length of the subproject roads is 240.34 km. The length of individual road sections varies from 8 km to 34 km. The proposed road sections are part of the major district road network on Madhya Pradesh.

36. It is proposed to improve these MDR road sections to intermediate lane configuration with 5.5. m carriageway of rigid payment and 2.5 m paved shoulders on both side. In urban areas the improvement will restricted to the existing ROW. Table 6 present key project road features and design standards for subproject roads.

Table 6: Summary Road Components and Design Standard Parameter Details Road Length About 240.34 kms (involving nine individual road sections of 8 to 34 km road length) Alignment Follow the existing road alignment. Except some of the locations where geometric improvements is required. Flyovers/overpasse/ There is no flyovers/overpasses/ROB in the alignment. ROB Major Bridges No Major Bridge Other Structures Minor Bridges, pipe culverts along the Project roads. (Replacement of existing structures wherever required, provision of new structure alongside existing structures wherever required) Embankment During inventory and reconnaissance survey of project road, it is Design found that the embankment height road is very low. Also as per local enquiry, the existing road top level at some locations are equal to HFL. The raising is required at these locations. Design Standard As per IRC Codes and MORSTH Guidelines Vertical Clearance 0.60 m above HFL for bridges upto 30 m length 0.90m above HFL for bridges above 30 m length. The discharges for which the bridge has been designed are maximum flood discharge on record for a period of 100 years for major bridges and 50 years for minor bridges. Speed Design : 80 Km/h Permissible : 65 Km/h Horizontal Controls As per IRC: 73 – 1980 Maximum value of 7% for super elevation and 15% for side friction factor, the minimum radius for horizontal curves is 230m for design speed 80Km/hr Vertical Controls Grade break of 0.5%, vertical curves will be provided. Length of vertical curve will be restricted to minimum 50m Carriageway Carriageway:5.5m rigid pavement Cross fall will be 2.5% for pavement and 3% for earthen shoulder. Source: Detailed Project Report, 2014. 15

B. Location and Features of the Project Road

37. The subproject roads are mostly located in Jabalpur zone of Madhya Pradesh State covering four districts namely Indore, Balaghat, Narsingpur and Rewa. Figure 2 to 12 shows the location map of subproject roads and alignment of individual roads plotted on topo sheet respectively. The description of the individual road is given subsequent sections. 16

Figure 2: Map showing Subproject location in State

Figure 3: Map showing Sanwer-Chadravatiganj-Gautampura subproject Road Alignment

Figure 4: Map showing Podar-Salichok-Bawai-Sukhakhairi subproject Road Alignment

Figure 5: Map showing Gadarwara – Goteoriya subproject Road Alignment

Figure 6: Map showing Kareli-Singpur-Dangidhana subproject Road Alignment

Figure 7: Map showing Khairlanji-Agasi Subproject Road Alignment

Figure 8: Map showing Rampayali – Garra Chowki Subproject Road Alignment

Figure 9: Map showing Lal-Barra-Samnapur Subproject Road Alignment

Figure 10: Map showing Naigarhi-Garh Subproject Road Alignment 25

Figure 11: Map showing Sitapathaur-Mahakaipar-Goreghat Subproject Road Alignment

Figure 12: Map showing Teothar-Shankargarh Subproject Road Alignment

38. Sanwer Chandravatiganj Gautampura Road (MDR 15-14): The Sanwer Chandravatiganj Gautampura Road starts from Sanwer and terminates at km. 33.94 at Gautampur. Actual design length of 11 subproject road is 22.671 km. The existing alignment is a link between Sanwer, Panchola village, Cahndrawatiganj, Dharmat Village, Khanjarputra Village, Padalya Village, Ghadoda Village, Gautampura Village. The landuse pattern on both side of road is mixed type; agricultural and built up.

39. Existing road is a single lane major district road with asphalt pavement. Carriageway varies from 3.0 m to 3.75 m along the entire stretch with earthen shoulder both sides and formation width varies from 5 to 7.30 and available ROW is 12 m. The pavement is in very poor condition. The condition of shoulders is also poor and now covered with vegetation. There is no formal drainage system along the road. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 1614 PCUs.

40. Poder Bawai Barha Sukhakhari (MDR 41-12): This road is located in Narsinghpur district of Madhya Pradesh state. The subproject road start at SH-22 from Aamdhani & terminates at Sukhakhari at 24.00 km. The road passes through agriculture as one as buildup area. The land use pattern along the project road is agriculture as well as buildup area. The existing alignment is a link between Aamdana, Babai khurd, Rahama, Dhana, Barha, singpur, Aadegaon Khurd and Sukhakhairi.

41. Existing alignment is fairly good in geometric and approximately five numbers of difficult curve in terrain. The road passes through plain and agriculture area with some villages and towns.

42. The width of carriageway along the subproject road is generally found to be single lane i.e. 3.5 meters and formation width is 6 to 10 m. The bituminous surface has been found along the road. The riding surface condition of existing carriage way is in fair condition except few drains existing in amadhana Baval Khurd, Ramaha Singpur, Aadegoan Khurd and Sukhakhairi. Current average daily traffic is 1163 PCU.

43. Gadarwara – Gotetoria Road (MDR 41-03): The road is known as Gadarwada – Gotetoriya Road and it is located in Narsinghpur district. Narsinghpur district is situated in the central part of Madhya Pradesh. On the northern ends of road is Vindhyachal and on the southern ends throughout the lengths, are Satpura ranges of mountains. In the northern part, river Narmada flows from east to west. Start point of the project road at Km 0+000 at Chichali Tiraha (Junction) with City road (Km. 1/4, L/s Railway Station & R/s Gadarwada) in Gadarwada and terminate at Km. 20+020 at T-Junction with PMGSY Road (R/s Gotetoriya) in Gotetoriya Village. The exisiting width of carriageway along the project road is generally single and intermediate lane.

44. Existing alignment is fairly good in respect of geometrics and deficient curves in plain/rolling terrain. curves need to be improved within Row, sight distances appears is in- sufficient, grades are too steep and super elevation need corrections. The bituminous surface and earthen surface at some parts of the project road has been found along the Project road. The riding surface condition of existing carriage way is in partial fair condition except few locations. The horizontal geometry of existing alignment is deficient at some sections of habitation area. At these locations, the necessary improvement required. 28

45. Kareli singpur Dangidhana Road(MDR 41-14) : The road section lyring In Nursingpur district of the State. It starts from AH-43 from Karell and terminate in Dangidhana at 32.86 km. The land use pattern on both side of the road is agricultural and build up. The existing alignment is a link between Aamdhana, Babai Khurd, Rahama, Dhana, Barha, Singpur, Aadegaon Khurd and Sukhakhairi.

46. Existing road is an intermediate lane major district road with average carriageway width of about 5 m . Formation width varies from 5.5 to 8.1m. The road section has deficient horizontal and vertical alignment, degraded earthen or no shoulder in most stretches, inadequate and damaged cross drainage structure, absence of side drains, safety installations, protection works and road furnitures. The bituminous surface has been found along the road and riding surface condition is fair to good. The existing Right of way (ROW) of the road varies from 8 to 12.5 m current average daily traffic on the road is about 1050 PCU.

47. Khairianji- Agasi Road (MDR 42-18); The Khairlanji – Agasi road starts at Khairlaji and terminates at km. 28.96 at Agasi actual design length of the road is 28.958 km. The existing alignment is a link between Kairlanji, saleteka, Dongaria, Bhajiyadoan, Amai Goan Khadapur Jaramohgaonn. Maditola Arjunitola. Land use pattern on both side of road is agricultural and built up.

48. This section is a major district road with average carriageway width varies from 3.75 m to 7m and formation width varies form 5.5 m to 12.2 m . The existing Right of Way (ROW) of the road is 15 to 20.0 meter in the built up sections and 22.0 to 24.0 meter in open area. Existing alignment is fairly good in respect of geopmetrics and it has about 49 nos. of deficient curves in plain/rolling terrain. Among the 49 curves, CC drains are available in few villages along the road. The embankment height road is very low. The Bitumious surface has been found along the subproject road. The riding surface condition of existing carriage way is in general fair condition except few locations. Major traffic on this road is of passenger vehicles and average daily traffic is 851 PCUs.

49. Lal Barra Sannapur Road (MDR 42-20): The subproject road Lal Barra-Samnapur Road starts form Lal-Barra at Major Junction (SH-26) and terminates at 8.43 Km at Samnapur at major Junction (SH-11). The subproject road as described in the terms of references is 8.7 km length but actual design length is 8.43 km,. The existing alignment is a link between Lalbarra, Bamhani, Vehai, Bamhori Tola and Nagardarra. The land use pattern on both side of road is agricultural and built up.

50. The existing road is a single-lane major district road with asphalt (flexible) pavement having varying carriageway width from 3.0 m to 4.2 m with earthen shoulder both sides. Formation width varies from 5-8m available RoW is 10m. The condition of the pavement is generally fair to poor and also there is no drainage system. Major traffic on this road is of passenger vehicles and average daily traffic on this road is of passenger vehicles and average daily traffic is 849 PCUs.

51. Rampayali – Garra Choki Road (MDR 42-16): The Road i.e. MP-MDR-42-16 is known as Rampayali – Garra Choki Road and it is situated in Balaghat District of Madhya Pradesh. It is situated in southern part of Jabalpur division & identified for Improvement and Up gradation from Rampayli to Garra Chowki via of Rampayli, KanharTola, Amai, Chikhla Sale Badi, Yerwa Ghat, Miragpur, sanwar and Garra Villages for a length of about 28.030 Km. It occupies the south eastern region of the Satpura and Upper Wainganga Valley. The district spans over a degree from 21.19' to 22.24' North and 79.31 to 81.3' East. The total area of the district is 9245 29

Sq. Km. District Balaghat is bounded by Rajnandgaon in the East, Seoni in the West, District Mandla in the North and District Bhandara of Maharashtra State in the south. The exisiting width of carriageway along the project road is generally single and intermediate lane.

52. Existing alignment is fairly good in respect of geometrics and deficient curves in plain/rolling terrain. Curves need to be improved within Row, sight distances appears is in- sufficient, grades are too steep and super elevation need corrections.The Bituminous surface and earthen surface at some parts of the project road has been found along the Project road. The riding surface condition of existing carriage way is in partial fair condition except few locations. The horizontal geometry of existing alignment is deficient at some sections of habitation area. At these locations, the necessary improvement needs to be done in horizontal geometry as per availability of land.

53. Sitapathaur-Mahakaipar-Goreghat Road (MDR42-24): The road Sitapathar Mahkepar- Goreghat Road Starts at Sitapathaur to Goreghat at Km. 18.50. Actual design length is 16.656 km. The existing alignment is a link between Sukali, Kosamba, Kanhadgaon, Kudwa & Goreaghat. The landuse pattern on both side of road is agricultural mixed with built up.

54. The existing carriageway is single-lane with asphalt (flexible) pavement having varying widths from 3.0 m to 4.2 m with earthen shoulder both sides. Formation width varies from 5 to 10 available ROW is 15m the condition of the pavement is generally fair to poor. The condition of shoulders is also poor and now covered with vegetation. There is no formal drainage system along the road. Major traffic on this road is of passenger vehicles and average daily traffic is 396 PCUs.

55. Teother Shankargarh Road (MDR-43-09): This alignment of Teother-Shankargarh Road starts from Teothar km0+00 & terminates at Km22.97 Shankargarh. Actual design length of the subproject road is 15.810 km. The existing alignment is a link between Chandpur, Nauriha Uperharm Haneh, Kubhri, Bhandwar, Gadhar, Padhat and Shankargarh. The landuse pattern on both side of road is mixed of agricultural and built up.

56. The existing carriageway is single-lane with asphalt pavement having varing widths from 3.0 mto 4.2 m along the entire stretch with earthen shoulder both sides. Formatting width varies from 5 to 10 and available ROW is 15 m. The pavement is generally in fair condition. The condition of shoulders is also poor and now covered with vegetation. There is no formal drainage system along the road. Major traffic on this road is of passenger vehicles and average daily traffic is 938 PCUs.

57. Baheradabar-Piprahi-Jadkud Road (MP-MDR-43-16): It starts from Mauganj-Sidhi Road in Baheradabar & terminates by making T-Intersection with Hanumana - Bahri Road (SH- 52) in Piprahi Town. The project road lies in Rewa district having length of 19.70 Km.

58. Existing carriageway width varies from 3.00m to 3.75m with about 0.70m to 1.60m earthen shoulder on either side. Detailed topographic survey reveals that horizontal alignment needs improvement at places particularly at river crossings and layouts within urban, semi urban & rural settlement areas. Deficient horizontal curves have been revised to ruling IRC standards for 65/80 Kmph speed on MDR. Vertical profile has been proposed keeping the formation level above the HFL as per codal provision. Deficient vertical curves have been smoothened out at the intersection of different grades to ease off the changes in gradients for the fast moving vehicles. 30

59. Naigarhi Garh Road (MDR 43-17): The road starts at NH-27 from Naigarhi and terminates at km. 14.00 at Garh. Actual design length of the road section is 14.147 km. The existing alignment is a link between Naigarhi, Barroha, Devri, Bardhwa, Belakamod, Sigtikalan, Bahera and Garh. The landuse pattern on both side of road is agricultural intermittently with built up area.

60. Existing road is a single lane major district road with asphalt pavement. Carriageway varies from 3.0 m to 3.75 m along the entire stretch with earthen shoulder both sides. Formation width varies from 5 to 7.30 and available ROW is 12m. There are a number of intersections along the road. Some of these junctions are very important viz, T-junction at km 0.0 Intersecting Road which is going towards Makrohar-Parsona. The Pavement is in poor condition having shoulders in poor conditions and now covered with vegetation. There is no formal drainage system along the road. Major traffic on this road is of passenger vehicles and average daily is 787 PCUs.

61. Conditions and landuse pattern along the selected subproject road alignments is given in Table 7.

Table 7: Existing conditions of Road Sections

S.N Districts MDR No. Name of Road Length Carrage Formati Pavem ADT Land Use in Km width (M) on ent (As per width condit TOR) ion 1 Indore MDR-15-14 Sanawer Chandravatigang 33.94 3.30 to 7.00 7 to 10 Poor 2092 Agriculture Gautampura 2 Narsighpur MDR-41-12 Poder Bawai-Barha 23.61 3.30 to 7.00 7 to 10 Fair to 1355 Agriculture Sukhakhari Road poor 3. Narsighpur MDR-41-03 Gadarwada Gotaria Road 13.57 3.30 to 7.00 7 to 10 Fair to 1578 Agrei / Poor Forest 4 Narsighpur MDR-41-14 Kareli-Singpur- Dangidhana 32.86 3.50 to 7.00 7 to 10 Fair to 2904 Agriculture Road Poor 5 Balaghat MDR-42-18 Khairlianji-Agasi 28.96 3.50 to 7.00 7 to 10 Fair to 1385 Agriculture/ Road Poor Forest 6 Balaghat MDR-42-20 Lal Barra- Samnapur Road 8.43 3.50 to 7.01 7 to 10 Fair to 1020 Agriculture Poor 7 Balaghat MDR-42-16 Rampayali garra Choki Road 27.65 3.50 to 7.01 7 to 10 Fair to 1042 Agriculture Poor 8 Balaghat MDR-42-24 SitapathaourMahakaipar- 16.66 3.50 to 7.02 7 to 10 Fair to 1049 Agriculture/ Goreghat Road Poor Forest 9 Rewa MDR-43-09 Teothar-Shakargarh 15.81 3.50 to 7.03 7 to 10 Fair to 885 Agriculture Road Poor 10 Rewa MDR-43-11 Bahera Dabar Piprahi Jarkud 19.70 3.50 to 7.03 7 to 10 Fair to 651 Agriculture Road Poor 11 Rewa MDR-43-17 Nai Garhi Garh 14.15 3.50 to 7.03 7 to 10 Fair to 485 Agriculture Road Poor

C. Engineering Surveys and Investigations

62. Following surveys and investigations had been carried out on the subproject roads for collection of data for incorporation in the DPR and evolve the design for improvement and upgradation: • topographic surveys; • traffic surveys; • road and pavement condition survey and inventory; • culverts and bridges condition survey and inventories; • material surveys; • hydrology studies for new bridge structures; • Geotechnical investigations & subsoil exploration for structures; and • existing utilities surveys.

63. These surveys had been carried out in accordance with the guidelines in IRC:SP:19 to fulfill requirement in the TOR.

D. Current and Projected Daily Traffic

64. Traffic survey stations were selected on all 11 subproject roads after detailed reconnaissance survey and in line with the TOR. All traffic surveys were carried out as per IRC Guidelines given in IRC: SP 19-2001, IRC: 108-1996, IRC SP: 41-1994, IRC: 102-1998, IRC 103- 1988 Pedestrian Facilities and IRC: 09-1972.

E. Proposed Improvement

65. The Project Roads will receive the following upgrades under the project: a) Realignment b) Junction Improvement c) Design of Road side Drain d) Project facilities e) Proposed Crust/Pavement design- New Construction/Strengthening f) Landscaping g) CD Structures h) Additional Provision related to Safety i) Improvement of Horizontal and Vertical Geometry j) Traffic signage/pavement marking k) Improvement Proposal for Bridges and Culverts l) Road Embankment.

1. Alignment and Geometry

66. The most of the length of subproject roads runs through plain to rolling terrain cutting across several agricultural land, villages, and towns with a number of sub-standard curves. These curves will be improved following standards to the extent possible within the available ROW and maximizing the use of existing pavement in rural stretches. Vertical alignment has been designed to correct the existing road conditions in compliance to road standards. 33

2. Proposed ROW

67. The available RoW is largely 22m in rural stretches and about 12 m in built-up areaswhich are more than adequate to accommodate the proposed road upgrading. Proposed improvements will be restricted to the available ROW.

3. Cross Sectional Details

68. The proposed road will have intermediate lane standard carriageway having standards width of 5.5m and paved shoulder of 2.5m width on both sides. No median is provided for the project road. In built-up stretches where considerable commercial activity is present, a 1.0 m wide footpathwill be constructed on both sides of the road under which side drain will be accommodated.Minimum width of utility corridor will be 2.0 m. The provision of retaining wall is made at critical locations to avoid the requirement of ROW. The typical cross sections (TCS) in built-up area, rural areas, overlay locations are shown in Figure 13.

Figure 13: Typical Cross Sections

4. Widening Scheme

69. The proposed subproject roads widening is largely proposed to be concentric. However, widening is made on the right or left side of the road alignment depending on the availability of land and location of any religious and other socially sensitive structures. The proposed reconstruction is either overlaying from minimum sub-grade level after dismantling the existing blacktop.

5. Pavement Design

70. The general design procedure is based on the prevalent practices in the country. The design of pavement structure has been carried out as per IRC Guide lines and TOR. The detailed design of new pavement and overlays on existing pavement shall be based primarily on IRC-37:2012 and IRC-81: 1997 for flexible pavement and IRC-58: 2011 for rigid pavement. General pavement composition include i) thickness in BM (12mm), ii) thickness in term of BC/DBM (230mm), Overlay portion (BC-50mm and DBM (225mm).

6. Junctions Design

71. All existing junctions (major and minor) throughout the project roads will beimproved to have paved carriageway under the Project. Major and minor junction improvements are kept at grade as per the standardspecification (IRC SP:41:1994 - Guidelines on Design of At-Grade Intersections in Rural and Urban Roads).

7. Improvement of Bridges

72. There are no major bridges in the project roads. Some of the minor bridges which are in poor conditions will be reconstructed/rehabilitated under the project. Improvement proposals for all bridges have been prepared in keeping the view of hydraulic analysis as per IRC: SP: 13- 2004. Other drainage arrangement for CD Structures shall be as per Clause no. 116 of IRC: 05- 1990.

8. Culverts

73. There are many culverts on project roads. Some of them will be reconstructed and additional new Hume pipes and slab culverts will be installed to balance water flows. Improvement proposals for all CD Structures have been prepared in keeping the view of hydraulic analysis as per IRC:SP:13-2004. Other drainage arrangement for CD Structures shall be as per Clause no. 116 of IRC: 05-1990.

9. Roadside Drainage

74. Based on the hydraulic study and site conditions unlined drains are proposed in the rural section, RCC rectangular drains are proposed in the built-up section, and hut drains are proposed in the high embankment section.

10. Road Furniture and other Features

75. The road furniture, traffic safety features and other facilities included in the design are as given below: 35

 Road Markings: Road markings perform the important function of guiding and controlling traffic on a highway. The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic. Road markings are thereforeessential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis. The location and type of marking lines, material and colour is followed using IRC: 35-1997 – “Code of Practice for Road Markings”. The road markings were carefully planned on carriageways, intersections and bridge locations.  Cautionary, Mandatory and Informatory Signs: Cautionary, mandatoryand informatory signs have been provided depending on the situation and function they perform in accordance with the IRC: 67-2001 guidelines for RoadSigns.  Crash Barrier: Metal Beam Crash Barrier is proposed at locations where theembankment height is more than 3.0m, at horizontal curves of radius less than161m and also at major bridge approaches.  Road Humps and Rumble Strips: The Road Humps are formed by providingrounded hump of 3.7m width (17m radius) and 0.10m height for the preferredadvisory crossing speed of 25 kmph for general traffic as per the IRC: 99–1988 guidelines. The basic material for construction is bituminous concreteformed to required shape. Road humps are located at T-intersections (and cross road intersections) on minor roads or perpendicular arms about 25 maway from the inner edge of the carriageway. Proper signs boards andmarkings are provided to advise the drivers in advance of the situation. Road humps are extended across carriageway up to the edge of paved shoulder. Rumble Strips are formed by a sequence of transverse strips laid across acarriageway. Maximum permitted height of 15mm, provided no vertical face exceeds 6mm. These rumble device produce audible and vibratory effects to alert drivers to take greater care and do not normally reduce traffic speeds in themselves. Proper signboards and marking are proposed to advise thedrivers in advance of the situation.

11. Borrow and Quarry Materials Sourcing

76. Potential sources of earth for the construction of embankment and subgrade have beenidentified immediately along the DBH Road. The borrow earth, sand, and quarry materials willbe sourced locally within a distance of about 25-30 Km from the road. (Guidelines for Borrow Area Management are given in Appendix 10).

12. Water for Construction

77. Water for construction of the project road will be taken from ground water and surfacewater sources after obtaining necessary permissions. No public water sources will be used forroad construction.

F. Construction Camps

78. One construction camp will be set up by the contractor at a suitable location along theproject corridors of each road sections which in consultation with the Project Director and MP State Pollution Control Board.

G. Project Cost

79. Cost estimates were prepared by a set of technical consultants recruited by MPRDC for preparing detailed project reports, and reviewed by MPRDC staff. The basic cost data for the project is based in a “Schedule of Rates for Roads and Bridges” published periodically by the Government of Madhya Pradesh, from Nov-2014. This has been escalated to Dec-2015 by adding an escalation factor that is derived from the ongoing awarded bids, and is estimated to be 8%. During implementation, the updated “Schedule of Rates” (if any), along with the then current normalized bid rates will be updated by MPRDC on an annual basis, and used for assessing project estimates and bid responses.

80. The cost of civil works including maintenance amounts to about US$ 393 million covering about 1280 km road length. The maintenance component is based on an average 3% of total cost of Civil Works for 5 years.

H. Construction Packaging and Implementation Schedule

81. It is proposed to carry out construction of the subprojects road sections under Four construction package with a time period of 18-24 months. The subproject is proposed to be undertaken through International Competitive Bidding (ICB). Currently the subproject is at bidding stage and scheduled to award contract in the first quarter of 2017. The subproject is expected to complete in last quarter of 2018..

82. The following key factors in Construction Contract Packaging are considered in making the recommendation on Contract Packaging:  Logical sections for construction, worksite access and earthwork balance  Administrative jurisdiction and administrative efficiency  Size of contract to attract medium and large size contractors with the required equipment and capability  Time to completion  Environmental requirements and constraints to specific segments.

I. Project Benefits

83. The implementation of various project items is envisaged to have the following direct benefits:  better connectivity to key locations within State;  smooth flow of traffic on State and National Highway Network;  improved quality of life for the rural population in the project influence: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity;  a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods;  the facilitation of tourism.

IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

84. In order to assess the impacts of the proposed improvement to the subproject road, field visits were undertaken by the Consultants to understand environmental profile of the project influence area. This involved field inspections at all the sensitive locations, collection of secondary information for all the environmental components and discussions with the officials, NGO’s and local populace. The profile presented below comprises of the following:

 Physical environmental components such as meteorology, geology, topography, soil characteristics, air quality, surface and sub-surface water quality;  Biological environmental components such as aquatic, biotic and marine flora, fauna and mammals, and  Land environment in terms of land use, soil composition.

B. Physical Environment

85. Information of various physical parameters was collected from the Indian Meteorological Department, Statistical Department, Gazetteer of Madhya Pradesh, Forest Department, Department of Environment and other concern Government Departments and discussions with the officials from these agencies.

1. Meteorological Conditions

86. The State experience typical tropical climate. It is characterized by hot summer season and general dryness except in the southwest monsoon season. The year may be divided into four seasons. The cold season from December to February is followed by the hot season from March to about the middle of June. The period from mid-June to September is the southwest monsoon season. October and November constitute the post monsoon or retreating monsoon season. The maximum temperature during summers ranges from 32ºC to 40ºC while minimum temperature from 30ºC to 19ºC. The Temperature during the winter season ranges between of 27ºC to 10ºC. The monsoon season spreads from the month of June to September with average rainfall of 1343 mm in the west to 2000 mm in the eastern part of state. The mean annual rainfall in the state is 1200 mm.

87. The salient climatic features of the state are as follows: Average Annual Rainfall - 1200 mm Concentration of precipitation - June to September Humidity - 25 to 75 % Cloudiness - Heavily clouded in monsoon Wind - Generally light Mean Temperature - Summer 290C Winter 90C

88. The climatic conditions of the subproject areas (districts wise) is summarised in subsequent paragraphs.

89. Indore District: The climate is sub-tropical in district. In winter, there is much less rainfall than in summer. The temperature here averages 24.4°C. There is 5 mm of rainfall in

February. Most rainfall falls in July, with an average of 1071 mm. With an average of 33.9°C, May is the warmest month. In December, the average temperature is 19.5°C. It is the lowest average temperature of the whole year. The precipitation varies 286 mm between the driest month and the wettest month. The average temperatures vary during the year by 14.4°C.

90. Balaghat District: The climate of Balaghat is classified as tropical. In winter, there is much less rainfall than in summer. The average annual temperature in Balaghat is 26.4°C. Rainfall in district averages 1537 mm. Rainfall is the lowest in November, with an average of 3mm. Most rainfall falls in July, with an average of 516 mm. At an average temperature of 35.0°C, May is the hottest month of the year. In January, the average temperature is 19.8°C. It is the lowest average temperature of the whole year. Between the driest and wettest months, the difference in rainfall is 513 mm. The average temperatures vary during the year by 15.2°C.

91. Rewa District: The climate of the project area in Rewa district is characterized by intensely hot dry summer and well distributed rainfall, in south-west monsoon season and winter. Lowest low temperature is expected at the beginning of the year and slowly increases and peaks in May reaching 41.5°C and gradually tapers off to 31°C in August and slightly increase by 2 degrees in October before continuing its cooling trend. The mean daily maximum temperature varies from 26°C to 42°C, while the mean daily minimum temperature varies from 13°C to 28°C. Relative humidity is highest during July to September months (85 to 87% at 8:30 hr and 76 to 78% at 17:30 hr) and lowest during April and May months (39% at 8:30 hr and 23% at 17:30 hr). On an average the district receives 1289 mm of rainfall annually mainly from south- east monsoon. The region is classified as heavy rainfall area. Normally rains start in June and continue up to October. Nearly 98 % of annual rainfall is received during June to September. About 2.3% of the normal rainfall is received during the winter season. On an average, there are about 63 rainy days in a year.

92. Narsighpur District: The climate of Narsinghpur district is generally dry except during the southwest monsoon season. The year can be divided in to four seasons. The winter commences from middle of November and lasts till the end of February. The period from March to about first week of June is the summer season. May is the hottest month of the year. The southwest monsoon starts from middle of June and lasts till end of September. October and middle of November constitute the post monsoon or retreating monsoon season. The normal annual rainfall of Narsinghpur district is 1217.6mm. District received maximum rainfall during south west monsoon period i.e. June to September. About 91.3 % of the annual rainfall received during monsoon season. Only 8.7 % of the annual rainfall takes place between October to May period. The rainfall forms the sole source of the natural recharge to ground water regime and is mainly available during the south west monsoon period only. The normal maximum temperature received during the month of May is 42.50 °C and minimum during the month of January is 8.20°C. The normal daily mean monthly maximum temperature is 33.20 °C and daily mean minimum temperature is 18.10 °C. The summer season is the driest period of the year. The relative humidity generally exceeds 90% in the month of August. In the rest of year is drier. The driest part of the year is summer, when relative humidity comes down lowest in 39% in the month of April. It varies between 39% and 90% at different time in different seasons. The wind velocity is high during the monsoon period as compared to pre and post monsoon. The wind velocity is highest in June around 8.0 km/hr and lowest is 2.0 km/hr in November. The average normal annual wind velocity of the district is 4.2 km./hr.

93. Table 8 present key climatic features of the four districts through in which project roads are located.

Table 8: Summary of Climatic condition of Project districts Parameter lndore Balaghat Rewa Narsighpur Humid Warm Warm Climate Subtropical Subtropical subtropical Subtropical Maximum temperature (°C) 46 in May 47in May 47in May 42.50 in May Minimum temperature (°C) 5 in Jan 4 in Jan 2in Jan 8.2in Jan Average Rainfall (mm) 1071 1471 1100 1217.6 Source: IMD Data.

2. Topography, Land Use, Geology and Soils

94. Madhya Pradesh the second largest state of the country has a geographic area of 30.82 million hectare, which constitutes 9.37% of the land area of the country. “Madhya Pradesh” by virtue of its geographical location can be termed as “Heart of India”. The subproject road areas lies between latitude 21053' North and longitude 76047' and 78044’ East.

95. The life line of State is river “Narmada” which runs from East to West between Vindhya & Satpura ranges the flanks of which are formed by North and South of India. Madhya Pradesh is surrounded by Gujarat in the West, Rajasthan in the North-West, Uttar Pradesh in the North- East, Chattisgarh in the East and Maharashtra in the South. Landlocked in the central part of the country, Madhya Pradesh has a topography that is crossed from north to south by plains separated by upland areas.

96. The topography of the subproject areas is mixed type. The terrain in most of the subproject roads is flat with some sections also passing through rolling to hilly terrain. The existing land use along the project road sections is mostly agricultural mixed with roadside development in plain terrain and vegetative and forested on hilly terrain Land use is predominantly agriculture except one subproject road section where as land use is intermittently forests followed by open areas and residential areas. Table 9 present the geography and land use along the selected subproject roads.

Table 9: Topography and Land usealongthe Subproject Road Sections Sl. Road Section Length Terrain Land use No. (Km) Sanawer Chandravatigang 1. 33.94 Plain Agriculture Gautampura 2. Poder Bawai-Barha Sukhakhari Road 23.61 Plain/ Rolling Agriculture 3. Gadarwada Gotaria Road 13.57 Plain/ Rolling Agriculture 4. Kareli-Singpur- Dangidhana Road 32.86 Plain/ Rolling Agriculture/ Forest 5. Khairlianji-Agasi Road 28.96 Plain/ Rolling Agriculture 6. Rampayali garra Choki Road 27.65 Plain Agriculture SitapathaourMahakaipar-Goreghat 7. 16.66 Plain Agriculture Road 8. Teothar-ShakargarhRoad 15.81 Plain/ Rolling Agriculture 9. Bahera Dabar Piprahi Jarkud Road 19.70 Plain Agriculture 10. Nai Garhi Garh Road 14.15 Plain/ Rolling Agriculture 11. Rampayali garra Choki Road 27.65 Plain Agriculture Source: Survey conducted along the project roads (2015).

97. Geologically the state is divided as northern plains, hilly region of Vindhyas, Narmada Valley, Malwa Pleatua and plains of Chattisgarh. Ground elevation in the project region varies from 300m to 600 m above mean sea level. The soils of state are rich and fertile. The state has a variety of soils

ranging from rich clayey to gravely. The major groups of soils found in the state can be divided in to fallowing four categories i.e. alluvial, medium & deep black; shallow & medium black; and mixed red & black. Categorically state has two agro-climatic zones namely (i) Central Plateau & Hill Region and (ii) Western Plateau & Hill Region. These two zones have been further sub-grouped and the description regarding area and its soil and geological features is given in Table 10 below:

Table 10: Geological features of the State Zone Sub-group District covered Rainfall Climate Type of (Region) (mm) Soil Central 1. Bundelkhand Chatterpur, 700 Dry Mixed red Plateau Datia, Tikamgarh subhumid & Black and Hill 2. Chhattisgarh Hills Mandla, Dindori 1570 Moist Red & Region subhumid Yellow 3. Keymore Jabalpur, Panna, 1100 Dry Medium Plateau & Satpura Satna, Rewa, Sidhi, subhumid Black Hills Seoni, Katni, Balaghat, Shahdol, Anooppur, Umariya 4. Vindhya Plateau Bhopal, Damoh, 1130 Dry Shallow Raisen, Sagar, subhumid to Medium Sehore, Vidisha Black 5. Satpura Plateau Betul, Chhindwara, 1220 Dry Shallow Narsinghpur subhumid to Medium Black 6. Central Narmada Hosangabad, Harda 1343 Dry Deep Valley subhumid Black 7. Gird Morena, Bhind, 670 Semi-arid Medium Gwalior, Guna, Black Shivpuri, alluvial Ashoknagar, Sheopur

Western 8. Jhabua Hills Jhabua 988 Semi-arid Medium Plateau to deep and Hill black Region 9. Malwa & Nimar Indore, Dhar, Ujjain, 874 Semi-arid Medium Plateau Ratlam, Dewas, to deep Mandsaur, Rajgarh, black Shajapur, Khandwa, Khargone, Neemuch, Badwani, Burhanpur

98. Figure 14 shows the geological features of the state. The proposed subproject road sections in Jabalpur zone are situated in Keymore Plateau & Satpura Hills sub group of Central Plateau & Hill Region agroclimatic zone which is characterized as having very deep soils with texture ranging from sandy loan to clay in the surface and clay loam in the sub-soils with sub- angular blocky dominant texture. The soil type in the area is mainly shallow to medium black. Soil (Figure 15) of the area are mostly fertile and suitable for paddy crop. Stratigraphically, the project area mainly comprises Archaeans, Lametas, Deccan Trap and Recent formation. 41

Project Area

Figure 14: Geological Map of Madhya Pradesh and Project Areas

Project Area

Figure 15: Soil Map of Madhya Pradesh and Project Areas 43

99. Soil samples at several locations along the subproject road sections were collected and analyzed for its physiochemical properties using various standard testing procedures including IS:2720(Part-26) for pH and IS:2720(Part-21) for electrical conductivity etc. The results shows (Table 11) that soil is mostly found as sandy clay loam soil in the sampling locations and it is loaded with sand percentage, which varies from 50 to 62%. Nitrogen content is between 55-62 mg/1000g and is poor in organic carbon content. The samples were collected from following locations.

Table 11: Soil sampling locations along subproject alignment S. Sample Name of Road Code Chanage No Location Vill. 1 Sanwer Chandrawatiganj Road S1 Sanwer 00+700 2 Bawai-Barha-Sukhakhairi Road S2 Amadhana 00+500 3 Gadarwada Gotaria Road S3 Luna 9+760 4 Kareli-Singpur-Dangidhana Road S4 Ghoghara 17+500 5 Khairlanji-Agasi Road S5 Karali 00+200 6 Lal Barra-Samnapur Road S6 Lalbarra 00+400 7 Rampayali - Garra Chowki Road S7 Bilahera 14+330 8 Sitapathaur-Mahakaipar-Goreghat Road S8 Sitapathaur 00+300 9 Teothar-Shankargarh Road S9 Teothar 00+200 10 Bahera Dabar Piprahi Jarkud S10 Bahera 00+500 11 Nai Garhi-Garh Road S11 Garh 01+150

100. The results of the analysis of these samples are presented in Table 12.

Table 12: Soil Quality alongthe Subproject Road Sections Test Parameters Unit S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 method

pH(1:5 IS:2720 7.52 7.41 7.48 7.65 7.71 7.51 7.34 7.4 7.69 7.7 7.58 suspension) (Part-26) Electrical Conductivity at IS:2720 O µmhos/cm 52.21 51.55 23.79 50.21 50.33 50.45 55 52.71 49.91 50.5 62.30 25 C (1:5 (Part-21) suspension.) Nitrogen STP/SOIL Kg/Ha 52.21 51.26 27 51.77 48.2 52.21 46.2 51.26 50.6 50.6 48.2 Potassium (as STP/SOIL Kg/Ha 0.08 0.07 1.21 0.62 0.08 0.07 1.12 0.07 0.08 0.09 0.77 K) Phosphorus STP/SOIL Kg/Ha 71 72 19.2 71 72 71 88 72 75 77 67 Bulk Density STP/SOIL Gm/cm³ 1.46 1.44 - 1.44 1.51 1.71 1.13 1.44 1.23 1.12 1.52 % by Organic carbon STP/SOIL 0.22 0.23 - 0.22 0.26 0.47 - 0.41 0.25 0.55 0.22 mass Cat ion Exchange STP/SOIL Mg/kg 2.34 2.57 - 2.32 2.41 2.44 - 2.15 2.41 2.22 2.22 Capacity Source: Soil testing conducted by DPR Consultant team.

3. Seismicity

101. The entire Madhya Pradesh falls under zone least active to moderate zone as per seismic map of India. In the moderate damage risk zone structures are at risk of a Medvedev–

Sponheuer–Karnik (MSK) scale VII with very strong earthquake where most people are frightened and try to run outdoors causing serious damage to older buildings, masonry chimneys collapse and small landslides. In the least active zone an MSK VI or less and is classified as the Low Damage Risk Zone where earthquake can frighten most people dishes and glassware may break and visible damage to masonry structures, cracks in plaster may occur. Figure 8 shows seismic Zone map of India (IS 1893 - Part I: 2002). Madhya Pradesh (and project roads) falls under zone least active to moderate zone as per seismic map of India.

Figure 16: Seismic Zoning Map of India showing Project Road Locations (Source: IS 1893 - Part I: 2002)

4. Water Resources and Hydrology

102. Two facts of the vital importance need to be mentioned about Madhya Pradesh state. Firstly, the land of Madhya Pradesh is criss-crossed by India’s four major rivers namely Narmada, Tapti, Sone and Mahanadi along-with their numerous tributaries catering state much needed water resources. Secondly, the state is sitting atop the largest coal reserves of India. These are the two commodities which alone can keep the wheel of progress turning. The State is divided into five river basins namely Narmada (Shahdol district), Tapti (Betul District), Mahi (Dhar district), Godawari (Wainganga - Balaghat District) and Ganga & Yamuna basin feed by Chambal, Sindh, Betwa, Kuanwari-Sindh and Son, Rihand & Ken rivers. The major perennial rivers of Madhya Pradesh namely Narmada River, Betwa River, Chambal River originate in Madhya Pradesh and flow to the seven bordering states. The entire state is drained by major river Narmada and its tributaries. Fig.3.2 shows water basins in project influence area. Availability of water in the state from ten major rivers of the state is more than 81000 million cubic meters out of which approximately 56857 million cubic meters i.e. 69.74% had already been utilized.

103. Current ground water condition is safe in 24 districts, semi-critical in 12 districts, critical in 4 districts and over-exploited in 8 districts. Critical districts are Dewas, Khargoan, Shajapur, Tikamgarh and over-exploited districts are Badwani, Chhindwara, Dhar, Indore, Mandsour, Neemuch, Ratlam, Ujjain.  Total net ground water availability of Madhya Pradesh (1998) = 31093575.60 Hectare meter (Ha.m.)  Total current ground water draft of Madhya Pradesh = 1437520.00 Ha.m.

104. The surface water quality in the regions is reported to be acceptable and also found by visual identifications. There are no reports of any water born decease in the region. Local communities using this water for drinking purpose without any treatment. In case of ground water quality, it is generally good in entire region. People use ground water for domestic purposes without any treatment. Overall ground water quality is acceptable.

105. The subproject road sections do not cross any major river of the state. However there are number of small streams and tributary rivers crossing the subprojects roads. Also there are number of wells and hand pump exist along the project road sections.Table 13 lists out the major rivers, which cross the project road. Besides these rivers there are several small streams and small ponds exist along the project road section.

Table 13: Main Rivers / Stream crossing the project road sections Sl. Road Section Name of Rivers/Streams Remarks No. There are 06 existing minor Sanwer Chandrawatiganj 1. bridges on the project road, only No major bridge Road mentenence work will be done. Poder- Bawai-Barha- 13 Slabe culvert, 39 HPC, Only Umaide bridge, only 2. Sukhakhairi Road repering of culvers will be done. mentanence work Kareli-Singpur- 8 Slabe culvert, 25 HPC, Only 3. No major bridge Dangidhana Road repering of culvers will be done. 5 Slabe culvert, 6 HPC, Only Tada bridge, only 4. Khairlanji-Agasi Road repering of culvers will be done. mentanence work 5 Slabe culvert, 6 HPC, Only 5. Lal Barra-Samnapur Road No major bridge repering of culvers will be done

Sl. Road Section Name of Rivers/Streams Remarks No. Sitapathaur-Mahakaipar- 5 Slabe culvert, 6 HPC, Only 6. No major bridge Goreghat Road repering of culvers will be done Teothar-Shankargarh 5 Slabe culvert, 7 HPC, Only 7. No major bridge Road repering of culvers will be done 5 Slabe culvert, 5 HPC, Only 8. Nai Garhi-Garh Road No major bridge repering of culvers will be done 19 Slabe culvert, 5 HPC, Only No major bridge 9. Chitrangi-Garhwa Road repering of culvers will be done Rampayali - Garra Chowki No major bridge 10. Some culverts Road Bahera Dabar Piprahai No major bridge 11. Some culverts Jarkud Road Gadarwara Gotetoria No major bridge 12. Some culverts Road Source: Inventory of structures as per DPR 2016.

106. Ground water is the major water source in the project areas for drinking purpose. The source of recharging of ground water is mostly from rainfall and canals. Hand pumps are commonly used to draw the water from ground in the villages. Static water levels vary along the stretch of the subproject roads. First or upper ground water aquifer lies in the range of 12 to 18 m below ground level (bgl). The ground water levels in the area show a decline of 0.8 m to 1.2 m from post monsoon to pre monsoon period.

5. Water Quality

107. In order to establish baseline conditions, groundwater samples were collected. The sampling locations were selected after the field reconnaissance and a review of all the water bodies/ resources in the project influence area. Samples were collected as per IS- 2488 (Part I- V).

108. Ground water (drinking water) samples were analyses as per IS: 10500-1991. Grab sample were collected from water source and were analysed for various Physico- chemical parameters as per the procedures laid down in the APHA and BIS. Atomic Absorption Spectrophotometer and UV/VIS Spectrophotometer were used for analysis of water samples according to the necessity.

109. The water samples were collected from following locations (Table 14) along the subproject roads.

Table 14: Water sample location along the subproject alignments S. No. Name of Road Code Village Chainage (km) 1 Sanwer Chandrawatiganj Road W1 Sanwer 00+700 2 Bawai-Barha-Sukhakhairi Road W2 Amadhana 00+500 3 Gadarwada Gotaria Road W3 Luna 9+760 4 Kareli-Singpur-Dangidhana Road W4 Ghoghara 17+500 5 Khairlanji-Agasi Road W5 Karali 00+200 6 Lal Barra-Samnapur Road W6 Lalbarra 00+400 7 Rampayali - Garra Chowki Road W7 Bilahera 14+330 8 Sitapathaur-Mahakaipar-Goreghat Road W8 Sitapathaur 00+300 47

S. No. Name of Road Code Village Chainage (km) 9 Teothar-Shankargarh Road W9 Teothar 00+200 10 Bahera Dabar Piprahi Jarkud W10 Bahera 00+500 11 Nai Garhi-Garh Road W11 Garh 01+150

110. The results of the analysed of these samples are presented in Table 16. The results were compared with standards for drinking water quality (Appendix 5).

111. It can be seen from Table 15 that the pH of the sampled water in the region is well within permissible limits (7.15 – 7.5). Level of total dissolved solids is found to be on higher side461 mg/l at Teother Village (km 00+200) on Teothar - Shankargarh road. The water is also hard in nature with total hardness level ranging from 291-360 mg/l against the permissible limit of 200 mg/l. Other water quality parameters analysed like chloride, sulphate, fluorides are found well within the permissible limits for drinking waters as specified by CPCB on all eleven subproject roads. Overall the ground water quality in the project areas in Image 4: Ground Water sample collection along good. the project road

Table 15: Water Quality Characteristics along the Project Roads S.No. Test Parameters Units W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 W11 1 pH 7.52 7.23 7.41 7.41 7.23 7.35 7.15 7.25 7.71 7.45 7.25 2 Turbidity NTU 5.21 5.23 2.56 2.52 3.21 3.00 3.21 2.52 3 4.55 2.52 3 Conductivity µmhos/cm 213 211 224 203 200 310 200 203 121 121 203 4 Chlorides as Cl mg/lit 156 125 214 123 280 289 77 210 122 122 210

5 Total Hardness as CaCO2 mg/lit 325 210 177 120 320 341 120 320 140 140 320 6 Ca Hardness as CaCO2 mg/lit 121 111 165 96 230 351 221 351 221 221 351 7 Mg Hardness asCaCO2 mg/lit 221 210 185 185 410 351 221 301 300 331 301 8 Total Dissolved solids mg/lit 325 296 301 301 300 351 321 461 221 221 461

9 Sulphat as SO4 mg/lit 122 125 100 100 125 351 221 351 221 221 351 10 Iron as Fe mg/lit 100 150 100 100 150 110 110 120 144 124 120

11 Nitrate as NO2-N mg/lit 124 121 110 110 121 87 150 130 120 111 130 12 Nitrate as NO2-N mg/lit 230 130 150 150 130 77 125 111 110 117 111 13 Calcium as Ca mg/lit 256 301 240 240 256 251 240 256 251 89 256 14 Magnesium as Mg mg/lit 111 150 125 125 111 210 111 210 100 88 210 15 Phosphate as P mg/lit 321 210 173 173 321 301 173 321 301 291 321 16 Sodium as Na mg/lit 121 101 140 140 170 101 110 121 87 77 121 17 Fluoride as F mg/lit 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 18 Manganese as Mn mg/lit 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 19 Copper as Cu mg/lit 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 20 Chromium as Cr mg/lit 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1

21 Ammonia as NH3-N mg/lit 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 22 E- Coli No. per 100 ml 0 0 0 0 0 0 0 0 0 0 0 Source: Water Quality Monitoring carried out by Consultant Team as part of DPR, 2016. 49

6. Air Quality

112. Ambient air quality in the state is quite pure compared to other neighboring states. Except for few urban centers, the ambient air quality along the selected subproject roads is good. There are no major industrial activities along the project roads. Dust arising from unpaved surfaces, forest fire, smoke charcoal production and domestic heating, and vehicular pollution are sources of pollution in the region. Firewood burning is the major contributor in the ambient pollution load. Industrial and vehicular pollution is mainly concentrated in the major commercial areas.

113. Vehicular pollution is a secondary source of pollution in the region as the traffic density is low. Pollution from vehicles is mainly due to use of low-grade fuel, and poor maintenance of vehicles. The level of pollution in rural areas is much lower than that of the urban areas due to lower volume of traffic. The traffic density in the state is very low. There is sudden increase in the number of vehicles in the town area during the last one decade producing a lot of smoke. The use of a large number of second-hand diesel jeeps as transport is another cause of air pollution.

114. Secondary information is not available on ambient air quality of the project road area. The major transport on the project road sections is the traffic flowing on unpaved or damaged roads. This might also add to the air pollution load on the project sections.

115. The base-line status of the ambient air-quality was assessed using a scientifically designed ambient air-quality monitoring network. The design of this network was based on the following:  meteorological conditions;  the assumed regional influences on background air quality;  the areas where impact would most likely be greatest;  present land use along the proposed alignment; and  traffic congestion points.

116. To establish the baseline ambient air quality, Ambient Air Quality Monitoring (AAQM) stations were set up at 11 locations as indicated in Table 16.

Table 16: Details of Ambient Air Quality Monitoring Locations S. No. Name of Road Location Code Village Chanage 1 Sanwer Chandrawatiganj Road A1 Sanwer 00+700 2 Bawai-Barha-Sukhakhairi Road A2 Amadhana 00+500 3 Gadarwada Gotaria Road A3 Luna 9+760 4 Kareli-Singpur-Dangidhana Road A4 Ghoghara 17+500 5 Khairlanji-Agasi Road A5 Karali 00+200 6 Lal Barra-Samnapur Road A6 Lalbarra 00+400 7 Rampayali - Garra Chowki Road A7 Bilahera 14+330 8 Sitapathaur-Mahakaipar-Goreghat Road A8 Sitapathaur 00+300 9 Teothar-Shankargarh Road A9 Teothar 00+200 10 Bahera Dabar Piprahi Jarkud A10 Bahera 00+500 11 Nai Garhi-Garh Road A11 Garh 01+150

117. At each of the five locations monitoring was undertaken as per new notification issued by MoEFCC on 16th November 2009, in the second quarter of 2014. Data for the following parameters was collected.

 Particulate Matter PM10  Particulate Matter PM 2.5  Sulphur Dioxide (SO2)  Oxides of Nitrogen (NOx)  Carbon monoxide (CO)

118. The sampling of PM10, PM2.5, SO2, and NOx was undertaken on a 24-hourly basis while 8- hourly samples were collected for CO. PM, SO2, and NOx were monitored using M/s Envirotech Instruments Private Ltd; make Respirable Dust Sampler (APM 460) (Figure 4.12) along with gaseous attachment (Model APM 415 & 411). Whatman GF/A filter papers were used for PM. Carbon monoxide (CO) samples were monitored by using M/s Endee Engineers Pvt. Ltd. make gas detector model No. CO96 & GP - 200P respectively.

119. Methodology adopted for sampling and analysis and instrument used for analysis in laboratory are presented in Table 17.

Table 17: Techniques Used for Ambient Air Quality Monitoring Sl. Parameter Technique Instrument MinimumDetectable No. Used Limit(μg/m3)

1. PM10 Respirable Dust Sampler Electrical 1.0 (Gravimetric method) Balance

2. PM2.5 Respirable Dust Sampler Electrical 1.0 (Gravimetric method) Balance 3. Sulphur Dioxide Improved West & Gaeke Colorimeter 5.0 Method 4. Nitrogen Oxide Jacob & Hochheiser Colorimeter 5.0 modified (Na-Arsenite) Method 5. Carbon Monoxide Gas Chromatograph 0.01

120. A summary of results for each location is presented in Table 18. Figure 17 shows the graphically presentation of the existing air quality along the project roads at eleven monitored locations. These results are compared with the new National Ambient Air Quality Standards prescribed by the MoEFCC for respective zones.

Table 18: Summary of AAQM Results along the Subproject Road Sections (Average Values) Sl. Parameter NAAQ A-1 A-2 A-3 A-4 A-5 A-6 A-7 A-8 A-9 A-10 A-11 No. Standards

1 Particulate Matter (PM10) 100 53 152 110 47 85 50 71 55 57 44 40 µg/m3

2 Particulate Matter (PM2.5) 60 21 100 75 44 52 41 42 25 44 50 41 µg/m3

3 Sulphur Dioxide (SO2) 80 14 50 21 11 24 33 23 10 21 14 22 µg/m3 4 Nitrogen Oxide (NOx) 80 26 40 10 9 8 4 12 40 25 11 15 µg/m3 5 Carbon Monoxide (CO) 4 1 0.4 1 1 0.1 0.5 0.5 0.5 1.5 0.7 0.8 mg/m3 Source: Air Quality Monitoring carried out by Consultant Team as part of DPR, 2016.

121. It can be seen from the Table 16 (Figure 9) that at all the monitored locations the ambient air quality parameters are well within the NAAQ standards of prescribed by MoEFCC 3 for residential areas. Maximum concentration of PM10 is 152µg/m found at Amanda Village (km 0+500) on Podar Barha Sukhakhairi Road, whereas maximum concentration of PM2.5 is 3 100 µg/m found at Amanda Village (Km. 0+500) on Podar Barha Sukhakhairi Road. These are 3 3 higher from the standards of 100 µg/m and 60 µg/m prescribed by MoEFCC for PM10 and PM2.5; respectively. However PM10 level is found to be on higher side compared to World Bank 3 prescribed Standards of 50 µg/m for interim stage 2. Overall the air quality along the subproject roads is not an issue. The National Ambient Air Quality Standards (NAAQS) prescribed by MOEF and World Bank (IFC) air quality standards are given in Appendix 3.

Figure 17: Air Pollutant Concentration in Ambient Air along the Project Area

160 140 120 100 80 60 40 20 0

Particulate Matter (PM10) Particulate Matter (PM2.5) Sulphur Dioxide (SO2) Nitrogen Oxide (NOx) Carbon Monoxide (CO)

7. Noise

122. Noise pollution is not a current problem in the region except in commercial location in urban areas where major settlements are along the road, and high traffic flow. However, few commercial locations will experience increase in noise levels but still the ambient noise quality is expected to be higher than the permissible limits.

123. During construction period, temporary increase in the noise levels are expected from the movement of construction machineries and construction activities. Suitable barriers and timely scheduling of construction activities will minimize these impacts.

124. No secondary information was available on noise level in the project areas. In order to establish the baseline noise quality in the project areas, a reconnaissance survey was therefore undertaken to identify noise generating sources and sensitive receptor such as school, hospitals, temples, built-up areas. Eleven locations listed in Table 19 were selected for monitoring the noise level. 53

Table 19: Details of Noise Level Monitoring Locations Sl. Location Name of the Location Source No. Code 1. N-1 Sanwer Chandrawatiganj Road-at village Sanwer Residential 2. N-2 Bawai-Barha-Sukhakhairi Road- at village Amadhana Residential 3. N-3 Gadarwada Gotaria Road- at village Luna Residential 4. N-4 Kareli-Singpur-Dangidhana Road- at village Ghoghara Residential 5. N-5 Khairlanji-Agasi Road- at village Karali Residential 6. N-6 Lal Barra-Samnapur Road- at village Lalbarra Residential 7. N-7 Rampayali - Garra Chowki Road- at village Bilahera Residential 8. N-8 Sitapathaur-Mahakaipar-Goreghat Road- at village Sitapathaur Residential 9. N-9 Teothar-Shankargarh Road- at village Teothar Residential 10. N-10 Bahera Dabar Piprahi Jarkud- at village Bahera Residential 11. N-11 Nai Garhi-Garh Road- at village Garh Residential

125. Methodology: At each of the slected locations, Sound Pressure Level (SPL) measurements were taken at an interval of 1 minute using a sound level meter of Lutron make Digital Sound Level Meter. At all these locations, daytime noise levels were monitored during the period 6 am to 9 pm and night-time noise levels during the period 9 pm to 10 pm. Noise readings, with setting at ‘A’ response - slow mode, were recorded. The readings were tabulated and a frequency distribution table prepared from which 24 hourly, hourly, and Average Leq noise levels were calculated.

126. Presentation of Results: It can be seen from the table 20 that at all the monitoring locations the ambient noise levels are well within the permissible limits for residential areas prescribed by CPCB and also by World Bank EHS standards of 55 dB(A) and 45 dB(A) for day time and night time respectively. The maximum recorded day time noise level is 51 dB(A) and night time noise level is 40 dB(A) at N1 (Podar Barha Sukhakhairi Road) and N2 (Amanda village Podar Barha Sukhakhairi Road) locations. Average day time noise level along the subproject roads varies from 51 dB(A) to 41 dB(A) whereas average night time noise levels varies from 41 dB(A) to 30 dB(A).

Table 20: Ambient Noise Level in decibel (A) along the Project Road Location Noise Level dB (A) CPCB / World Bank Standard Day Time Night Time for residential zones-dB(A) Leq Leq N-1 44 40 55 for day time and 45 for night N-2 51 33 time N-3 45 30 N-4 43 33 N-5 41 35 N-6 44 31 N-7 45 38 N-8 55 36 N-9 49 41 N-10 44 30 N-11 40 33 Source: Noise Monitoring carried out by Consultant Team, 2015.

C. Biological Environment

1. Forests and Vegetation

127. Variability in climatic and edaphic conditions brings about significant difference in the forest types of the state. There are four important forest types viz. Tropical Moist, Tropical Dry, Tropical Thorn, Subtropical broadleaved Hill forests. The forest area can also be classified based on the composition of forest and terrain of the area. Based on composition, there are three important forest formations namely Teak forest, Sal forest and Miscellaneous Forests. Bamboo bearing areas are widely distributed in the state. To obviate pressure on the natural forests, plantations have been undertaken in forest and non forest areas to supplement the availability of fuel wood, small timber, fodder etc.

128. The forest cover in the state (based on State of Forest Report 2015), is 77,462 km2 which is 25.13% of the state`s geographical area. In terms of forest canopy density classes, the state has 6,629 km2 areas under very dense forest, 34,902 km2 areas under moderately dense forest and 35,931 km2 areas under open forest. Comparison of the current forest cover assessment with the previous assessment (SFR 2003) shows that there is decrease in forest cover of 60 km2.

129. The subproject districts in general have moderate to low percentage of forest cover except Balaghat district (53.85% of geographical area) as per 2015 SFR), all other district of the region have the forest cover below state average. Table 21 present the status of forests in various districts through which subproject roads are located. However, since the proposed improvements under the Project will be carried out within existing ROW, diversion of forest land is not required for the proposed widening.

Table 21: Area under Forest type in the Districts S. District Total Very Dense Mod. Dense Open Total No. Geographical Forest Forest Forest Forest Area (Sq.km.) (Sq.km.) (Sq.km.) (Sq.km.) (Sq.km.) 1 Indore 3898 0 307 336 706 2 Narsinghgarh 5135 60 665 632 1357 3 Rewa 6314 65 398 314 777 4 Balaghat 9229 1326 2683 961 4970 5 State as 308245 6629 34902 35931 77462 whole Source: State of Forest Report, 2015.

130. Vegetation along the project road sections are mostly covered by the agriculture, think grass and secondary Moist Deciduous Forest as shown in the Forest map of the Madhya Pradesh state in Figure 18. 55

Project Area

Figure 18: Forest Map of Madhya Pradesh State (Source: State of Environment Report, 2015)

131. Most of the selected subproject roads are passing through plain terrain with land use being agriculture. However one Khairlanji-Agasi road sections (in Balaghat district) are passing through forest areas and about 5.25 km of section comes under forest of Madhya Pradesh State. About 18 percent (9.31Km) of the road length of road Nai Garhi-Garh are passing through forest areas and Chitrangi-Garhwa Road about 6.6km of the length pasing through forest area.

132. Field survey has been carried out to identify the number and type of trees to be affected by the proposed improvement work of main alignments. It is envisaged that about 2125 trees are likely to be cut for the implementation of the improvements proposed under the project for eleven selected subprojects. Main species found are Mahua (Madhuca Longifolia), Pipal (Ficus religiosa), Jamun (Syzygium Cumin), Sarai (Shorea robusta), Chola (Cicer arietinum), Babool (Acacia arabica, Willd.), Aam (Mangifera indica), Sagon (Tectona grandis Linn.), Mahua (Bassia longifolia), Babool (Arabica nilotica), Chirol (Holoptelea integrifolia), and Neem (Azadirachta indica. Table 22 show road wise details of the trees to be cut.

Table 22: Detail of trees within formation width of the project Road alignments (to be cut) Sl. Road Section No. of Main Tree Species Remarks No. Trees to Local name (botanical be cut name) 1. Sanwer 139 Mahua (Madhuca Thin vegetation Chandrawatiganj Longifolia), Pipal (Ficus cover Road religiosa), Jamun 2. Poder Bawai-Barha- 452 (Syzygium Cumin) Thin vegetation Sukhakhairi Road Sarai (Shorea robusta) cover 3. Kareli-Singpur- 238 Chola (Cicer arietinum), Thin vegetation Dangidhana Road Babool (Acacia arabica, cover 4. Khairlanji-Agasi 152 Willd.) and Aam Thin vegetation Road (Mangifera indica), Sagon cover 5. Lal Barra-Samnapur 116 (Tectona grandis Linn.), Thin vegetation Mahua (Bassia longifolia), Road cover Babool (Arabica nilotica), 6. Sitapathaur- 86 Thick Forest Cover in Chola (Cicer arietinum), Mahakaipar- some sections Chirol (Holoptelea Goreghat Road integrifolia), and Neem 7. Teothar-Shankargarh 68 Thin vegetation (Azadirachta indica) Road cover

8. Nai Garhi-Garh Road 107 Thin vegetation Chitrangi-Garhwa cover Road 9. Gadarwada Gotaria 453 Thin vegetation Road cover 10. Rampayali - Garra 249 Thin vegetation Chowki Road cover 11. Bahera Dabar 65 Thin vegetation Piprahi Jarkud cover Total 2125 Source: Field Survey carried out by the Consultant Team, 2016.

2. Wildlife and Protected Area Network

133. Madhya Pradesh is a pioneer state in the national movement for conservation of flora and fauna. Conservation oriented legal proviso were made in the erstwhile Acts regulating hunting of game -birds and wild animals. In tune with the national consciousness towards conservation of flora and fauna the state government began setting up a network of in-situ conservation areas (national parks and sanctuaries) under the provisions of the Wildlife (Protection) Act, 1972. There are 9 National Parks and 25 Sanctuaries spread over an area of 10,862 sq. km constituting 11.40% of the total forest area and 3.52% of the geographical area of the state. Efforts are under way to increase the Protected Area network to 15% of the forest or 5% of the geographical area as suggested by State Wildlife Board. Table 23 shows (Figure 19) the details of National Parks and Wildlife Sanctuaries of the State.

Table 23: Protected Area Network in the State of Madhya Pradesh National Parks Wildlife Sanctuaries Name Area (sq. km) Name Area (sq. km) 1. Kanha 940 1. Bori 646 2. Bandhavgarh 446 2. Bagdara 478 3. Panna 543 3. Phen 111 4. Pench 292.85 4. Ghatigaon 511 5. Satpura 524 5. Gandhisagar 369 6. Sanjay 1471 6. Karera 202 7. Madhav 156 7. Ken Ghariyal 45 8. Vanvihar 4.45 8. Kheoni 123 9. Fossil 0.27 9. Narsinghgarh 57 10. N. Chambal 435 11. Nauradehi 1197 12. Pachmari 417 13. Panpatha 249 14. Kuno 345 15. Pench 449 16. Ratapani 435 17. Sanjay Dubri 365 18. Singhori 288 19. Son Ghariyal 209 20. Sardapur 348 21. Sailana 13 22. Ralamandal 5 23. Orchha 46 24. Gangau - 25. V. Durgawati 24 Source: Office of Chief Wildlife Warden, Forest Department, Madhya Pradesh.

Project Area

Source: Wildlife Institute of India, Dehradun.

Figure 19: Protected Area Map of Madhya Pradesh State

134. Informal interviews were held with the local villagers, livestock herders to gather information on the presence of wildlife and their habitats along the project rods. Officials from local forest department were also consulted in the process. Local communities and local forest officials informed that there are no protected area along the proposed alignments of the subproject roads. It can also be seen from the figure 11 that the subproject road sections does not pass through any protected area such as Wildlife Sanctuary, National park or bio –reserve. There is no wildlife sanctuary Wildlife Sanctuary, National park or bio –reserve within 10 km from the subproject roads.

3. Rare or Endangered Species

135. No rare or endangered species found in corridor of impact along the subproject roads.

4. Fauna and Wild life

136. The project road sections traverses mainly through agricultural fields and during field survey no wild animals were spotted. However in discussion with the forestry department and during the public consultations, it was found that common fauna in the study area are wild dogs, wild cats, foxes and jackals chital or Indian Spotted Deer (Axis axis); monkey (Rhesus macaque), and hare (Lepus nigricolis) are listed as least concern by the IUCN based on the wide range of occurrence. Also documented to occur in the project areas are Jackal (Canis 59

aureus indicus); jungle cat (Felix chaus), and fox (Vulpes bengalensis). The project roads does not have presence of any Schedule 1 species as per Wildlife Protection Act of GOI.

D. Socio-economic Environment

1. Demography

137. Madhya Pradesh is a land-locked state in the central part of country with a population of about 72.6 million with more than 73 percent of the population living in the rural areas. The State has 50 districts consisting of 313 blocks and 55393 villages. The human population density is 236 persons/km2 (as per 2011 census) compared to 383 persons/km2 (as per 2011 census) for the entire country. Sex ratio is 931(2011 census) against the 943 (2011 census) in the country. The demographic feature of Madhya Pradesh is unique that there are many recognized tribes (about 40 percent of country), which inhabit mostly the remote areas and each with distinct culture, ethos, and traditional knowledge systems. The major minority groups in the state namely Gonds, Bhils and Oraons. The majority of the people survive on subsistence economy based mainly on the agriculture, supplemented with forest products, animal husbandry, and crafts/handloom.

138. Total population of Madhya Pradesh as per 2011 census is 72,626,809 of which male and female are 37,612,306 and 35,014,503 respectively The state has a growth rate of about 20 percent which is above the national average of about 17 and thus the population of the state is rising considerably given the progress in the state.

139. About 73% of the state’s population resides in rural areas. The state also has one of the largest tribal populations with 18 districts being predominantly tribal districts in the country. The share of schedule tribes and the schedule castes is 20.27% and 15.17% respectively. The overall literacy ratio in the state is 69.32 with male literacy being 78.73% and female literacy of 63.74%.

140. The BPL survey of 2002-03 with updated figures to October 2010 highlight that 46.48 lakh (47.4 percent) of households of rural Madhya Pradesh are living below the poverty line. The state accounts for nearly 11 percent of the total rural population in the country. The tribal households are the poorest among the most deprived social groups in India. In rural areas, 58.6 percent of the tribal population was found to be poor as compared to 42.8 percent among the SC in Madhya Pradesh. Table 24 presents the demographic features of the state and the project districts.

Table 24: Demographic Features of State and Project Districts as per 2011 census Sl. Features Madhya Satna Seoni Balaghat Singrauli No. Pradesh 1 Geographical 308,252 7,502 8,758 9,229 5,675 Area (sq.km) 2 Total Population 72,626,809 2,228,935 1,379,131 1,701,698 1178273 3 Male Population 37,612,306 1,157,495 695,879 842,178 613637 4 Female 35,014,503 1,071,440 683,252 859,520 564636 Population 5 Rural Population 52,557,404 1754618 1215290 1456824 46023 6 Urban Population 20,069,405 474317 163841 244874 951487

7 Density 236 297 157 184 208 8 Sex ratio 931 926 982 1021 920 (female/1000 male) 9 Literacy (%) 69.32 72.26 72.12 77.09 60.41 10 Male (%) 78.73 81.37 80.45 85.36 71.34 11 Female (%) 59.24 62.45 63.67 69.04 48.53 Source: http://www.census2011.co.in/census.

2. Land Resources

141. The mostof the geographical area of the state or 307,560sq.km or about 98% is available for utilization. Major portion of the landuse is under agriculture followed by forests. About 28% is under forestcover. Agriculture is the major landuse in state followed by forests. The area under various land uses in the state is presented in the Table 25.

Table 25: Land Use Pattern of the State S.No. Land use patternofthe State Area in Hectares Percentage 1. Total Geographical area 30,825 - 2. Reporting area for land utilization 30,757 100.00 3. Forests 8,696 28.27 4. Not available for Land cultivation 3,401 11.06 5. Permanent pastures and other 1,337 4.25 grazing lands 6. Land underMisc. tree crops and groves 19 0.06 7. Cultivable Wasteland 1,160 3.77 8. Fallow lands other than current fallows 621 2.02 9. Current fallows 582 1.89 10. Net area sown 14,941 48.58 Source: Land Use Statistics, Ministry of Agriculture, GOI, 2008-09.

3. Economic Development

142. The State of Madhya Pradesh was formed after re-organisation and became the third largest Indian state covering 9.5 per cent of the country’s area. The state’s industrial base is quite diverse and vibrant. Industry is largely resource-driven, leveraging the state’s natural wealth in the form of limestone, coal, iron ore, silica, bauxite, soya, and cotton. The state has strongindustry base in sectors like cement, steel, textile and soya processing.

143. Madhya Pradesh's gross state domestic product (nominal GDP) for 2010–11 was 2,600billion (approximately US$47,120,000,000). The per-capita figure was US$ 583: the fourth lowest in the country. Between 1999 and 2008, the annualized growth rate of the state was very low at 3.5%. Subsequently, the state's GDP growth rate has improved significantly, rising to 8%during 2010–11 and 12% during 2011–12.

144. The state has an agrarian economy. The major crops of Madhya Pradesh are wheat, soybean, gram, sugarcane, rice, maize, cotton, rapeseed, mustard, and arhar. Minor forest produce (MFP), such as tendu leaves used to roll beedi, sal seed, teak seed, and lak also contribute to state's rural economy. 61

145. Madhya Pradesh has 5 Special Economic Zones (SEZs) comprised of 3 IT/ITeS (Indore,Gwalior), 1 mineral-based (Jabalpur) and 1 agro-based (Jabalpur). In October 2011, approvalwas given to 14 proposed SEZs, out of which 10 were IT/ITeS-based. Indore is the majorcommercial center of the state. Because of the state's central location, a number of consumergoods companies have established manufacturing bases in MP.

146. Madhya Pradesh has 6 Ordnance Factories, 4 of which are located at Jabalpur (VehicleFactory, Grey Iron Foundry, Gun Carriage Factory, Ordnance Factory Khamaria) and one eachat Katni and Itarsi. The factories are run by the Ordnance Factories Board, and manufacture a variety of products for the Indian Armed Forces.

147. The state's tourism industry is growing, fuelled by wildlife tourism and a number of places of historical and religious significance. Sanchi and Khajuraho are frequently visited by tourists. Besides the major cities, Bhedaghat, Bhimbetka, Bhojpur, Maheshwar, Mandu, Orchha,Pachmarchi, Kanha, and Ujjain are also popular tourist destinations.

4. Agriculture

148. Agriculture is the mainstay of the State's economy and 74.73% of the people are rural. As much as 49% of the land area is cultivable. The main food crops are jowar (sorghum),wheat, rice and coarse millets such as kondo and kutki. Pulses (beans, lentils and peas) andgroundnuts (peanuts). Rice is preferred in the east where water is abundant while wheat is thestaple in the drier regions of western Madhya Pradesh which touch the great Thar Desert. Madhya Pradesh is the largest producer of soybean in India. Although overall productivity ofagriculture is quite low, oilseeds (linseed and sesame), cotton and sugarcane are also grownhere. Madhya Pradesh has plenty of forest reserves, which are logged for teak, sal, bambooand salai which yields a resin used for incense and medicines.

5. Industry and Minerals

149. Madhya Pradesh has entered the era of high-tech industries such as electronics,telecommunications, automobiles etc. The state is producing optical fibre for telecommunicationneeds. A large number of automobile industries have been established at Pithampur nearIndore. Prominent industries in the public sector in the state are Bharat Heavy Electricals Ltd.At Bhopal, Security Paper Mill at Hoshangabad, Bank Note Press at Dewas, Newsprint Factory at Nepanagar and Alkaloid Factory at Neemuch. Over 81.13 million metre cloth in thehandloom sector and 131.59 million meter cloth by power loom was manufactured. The cementproduction touched 11.24 million metric tonne during the period. An air cargo Complex, Indo-German Tool Room and an Inland Container Depot are being established at Pithampur. The Government of India has proposed setting up of Special Economic Zone at Indore.

150. Aditya Birla group had developed a thermal power plant (Bina Power Supply Company Limited BPSCL), which is taken over by Jaiprakash Associates Limited. This 1000 MW (500MW each) producing power plant has brought about a revolution in social and economic condition of the area. Along with the power plant Bina refinery is being induced by Bharat OmanRefineries Limited (BORL) investing about 10,300 crores ($ 1554 million). Madhya Pradesh is rich in mineral resources and is one of the eight leading mineral production states in India. Important minerals found in M.P. are coal and iron. High quality iron-ore is found in Bastar, Jabalpur and Gwalior. The country’s largest diamond mine situated at Panna near Khajuraho has recoverable reserves of one million carats. Other mineral deposits include high-grade limestone, dolomite,

iron ore,manganese ore, copper, coal, rock phosphate and bauxite. The state is also the country’s only producer of the tin ore. M.P. stands fourth in year 2006-07 for production of important mineralsamongst all the states in India. About Rs. 6700 crores ($ 1011 millions). worth of minerals were produced in year2006-07 which was 17.42% more than previous year. As per quick estimate of year 2006-07,contribution of mining and quarrying industry is 4.82%. The State is famous for its traditionalhandicrafts and handloom cloths manufactured in Chanderi and Maheshwar.

6. Irrigation and Power

151. The net area under irrigation was 5.66 million hectare in the year 1999-00. Of this, 0.24 m.ha was under paddy, 3.40 m.ha under wheat, 1.08 m.ha under pulses, 0.32 m.ha under oilseeds, 0.19 m.ha under cotton, 0.23 m.ha under spices, 18 m.ha under fruits and vegetables and 0.55 m.ha under other crops. Government canals irrigate one million ha, non-government canals 1600 ha, tanks, 0.132 m.ha, wells 3.71 m.ha, and other sources irrigate 0.8 m. ha. 86. Madhya Pradesh is rich in low-grade coal suitable for power generation and also has immense potential of hydro-energy. Total installed power generation capacity in year 2000-2001 was 2900 M.W. There are eight hydroelectric power stations with 747.5 MW installed capacity.

152. A total of 50,271 out of 51806 villages had been electrified by 2000-2001. Power generation is 14023.7 m. kwh. The Government of M.P. has formed a joint venture (Narmada Hydro Electric Development Corporation) with National Hydro-Electric Power Corporation, a Government of India undertaking for execution of 1000 M.W. India Sagar Hydro-Electric Project and 520 M.W. Omkareshwar Hydro-Electric Power Project.

7. Archaeological and Historical Monuments

153. No archaeological and historical monument is located along the selected subproject road sections.

8. Sensitive Receptors

154. During the environmental and social screening survey, number of sensitive receptors such as school, temple etc. are located within the existing RoW. However no structure are going to be affected by the proposed road improvement works. The list of these structures are presented in Table 26. List of main villages and water bodies resources is presented in Table 27.

Table 26: Physical /Sensitive Features along the subproject roads Sr. Chainage Distance from center of Left or Receptor No. (in km) existing road Right 1. Sanwar Chandravatiganj road 1 1.767 4.48 Right School 2 1.834 7.36 Right School 3 5.254 4.52 Right Temple 4 7.638 4.96 Left Temple 5 7.678 6.11 Left Temple 2. Bawai-Barha-Sukhakhairi Road 63

Sr. Chainage Distance from center of Left or Receptor No. (in km) existing road Right 1 7+812 8.10 Right Temple 2 11+720 5.66 Left Temple 3 15+450 5.60 Right Temple 4 17+991 6.14 Left Temple 3. Kareli-Singpur-Dangidhana Road 1 3.614 9.12 Left Temple 2 5.392 7.99 Left Temple 3 28.608 3.78 Right Temple 4 31.302 8.12 Left Temple 4. Khairlanji-Agasi Road 1 4+760 7.30 LHS School 2 9+176 6.90 LHS School 3 11+955 9.50 RHS School 4 22+512 6.52 RHS School 5 22+790 4.64 RHS School 6 27+823 3.42 LHS School 5. Lal Barra-Samnapur Road 1 1+006 4.51 RHS School 2 4+021 4.10 LHS Temple 3 8+094 5.10 LHS School 6. Sitapathaur-Mahakaipar-Goreghat Road 1 2+500 9.04 RHS Temple 2 3+757 7.50 RHS School 3 5+894 4.94 LHS Temple 4 6+976 8.09 RHS School 5 7+369 2.09 LHS Temple 6 14+482 2.69 RHS Temple 7 14+638 5.90 LHS Temple 8 16+040 4.69 RHS Temple 7. Teothar-Shankargarh Road 1 6+438 5.54 RHS School 2 9+332 2.82 RHS School 3 14+012 4.78 LHS Temple 8. Nai Garhi-Garh Road 1 0.876 4.68 RHS Temple 2 1.124 6.25 LHS School 3 1.445 4.79 LHS Temple 4 16.705 5.68 RHS Temple 5 17.122 5.45 LHS School 6 17.990 6.84 LHS Temple 9. Gaderwara gatoria road 1 1.600 6.5 RHS Govt. School, PanchyatBhavan & Health Center 2 1.800 8.5 RHS Temple 3 4.000 10.0 LHS Temple 4 4.800 8.0 LHS Temple 5 7.800 9.0 LHS Govt. School

Sr. Chainage Distance from center of Left or Receptor No. (in km) existing road Right 6 12.200 9.0 RHS Temple 7 13.400 8.0 LHS Govt. School 8 14.000 7.0 LHS Temple, Govt. School, Panchyat Bhavan 9 14.400 8.0 LHS Temple 10 17.000 8.5 RHS Temple 11 20.000 10.0 LHS Govt. School 10. Rampayali – Garra Choki Road 1 4019 4.406 RHS Building 2 4232 5.483 RHS Building 3 4261 5.51 RHS Building 4 4561 5.705 RHS Building 5 5411 5.575 LHS Building 6 5723 5.629 RHS Building 7 5948 4.972 RHS Building 8 5976 5.317 RHS Building 9 11287 4.584 LHS Building 10 11373 4.662 RHS Building 11 12010 5.391 LHS Building 12 12094 2.92 RHS Building 13 12100 3.017 LHS Temple 14 12123 4.609 LHS Building 15 12233 5.716 LHS Building 16 17418 5.275 RHS Building 17 17494 4.602 LHS Building 18 23713 4.737 RHS Building 19 6750 4.4 RHS School 11. Bahera Dabar-Piprahi-Jadkud Road 1 1.950 4.80 RHS Temple

Table 27: List of key villages and water bodies along the subproject roads Road Section Key Locations/ Villages Water Bodies (ponds/rivers etc.) Sanwar Chandravatiganj Sanwer, Panchola , Cahndrawatiganj, 2 Dug well at 9.555, 12.29 km road Dharmat Khanjarputra Village, Padalya , Ghadoda , Gautampura Village

Bawai-Barha-Sukhakhairi Aamdhana, Babai Khurd, Rahama, 31 Nalas (Non perineal). Road Dhana, Barha, Singpur, Aadegaon Khurd and Sukhakhairi.Village.

Kareli-Singpur- Kareli, Mohad, Aamgaon, Khiriya, 61 Nalas (Non perineal). Dangidhana Road Singpur, Nabalgaon, Khurpa and Daangidhana Villages Khairlanji-Agasi Road Khairlanji, Saleteka, Dongariya, 83 Nalas(Non perineal). 65

Bhajiyadand, Khadakpur, Jaramohgaon, Jam Villages Lal Barra-Samnapur Lalbarra, Bamania, Verahi, Bamoria, 19 Nalas(Non perineal). Road samnapur village Sitapathaur-Mahakaipar- Sukali, Kosamba, Kanhadgaon, Kudwa 44 Nalas(Non perineal). Goreghat Road & Goreghat Village

Teothar-Shankargarh Chandpur, Nauriha Uperhar, Janeh, 14 Nalas(Non perineal). Road Kubri, Bhandwar, Gadhar, Padhat and Shankargarh Village Nai Garhi-Garh Road between Naigarhi, Barroha, Devri, 23 Nalas(Non perineal). Bardhwa, Belakamod, Sigtikalan, Bahera and Garh Gadarwada Gotaria Road RAMPAYALI - GARRA CHOWKI ROAD Bahera Dabar Piprahi Nallah1 1 Nalas(Non perineal). Jarkud

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

155. This chapter presents key environmental issues associated with various aspects of the proposed subprojects. The environmental impacts caused due to the development of the subproject road sections can be categorised as primary (direct) and secondary (indirect) impacts. Primary impacts are those which are induced directly by the project where as the secondary impacts are those which are indirectly induced and typically include the associated investment and changing patterns of social and economic activities due to the proposed action. Interaction of the project activities with environmental attributes is presented as Activity-Impact matrix in Table 28.

Table 28: Activity-Impact Identification Matrix Sl. Activities Type of Impact No. Air Water Noise Flora Fauna Drainage Soil Topography 1. Labour camp - ve/t activities 2. Quarrying -ve/t - ve/t - ve/t - ve/t - ve/p 3. Material transport and - ve/t - ve/t storage 4. Drilling, blasting and - ve/t - ve/t - ve/t - ve/t hill cutting 5. Earthwork - ve/p - ve/t - ve/t 6. Payment works - ve/t - ve/t - ve/t - ve/t - ve/t - ve/p 7. Use of construction - ve/t - ve/t - ve/t - ve/t equipments 8. Plantation - ve/p - ve/p - ve/p 9. Drainage work - ve/p 10. Culvert and bridge - ve/t - ve/t - ve/p construction 11. Stripping of top soil - ve/p 12. Debris generation - ve/t - ve/t 13. Oil and grease - ve/t 14. Construction in forest - ve/t - ve/t - ve/t - ve/t - ve/t - ve/p - ve/p - ve/p and sensitive areas Notes: t – temporary, p – permanent. Impact indicated in bold letters indicates significant impacts.

156. Identification and assessment of the potential environmental impacts are based on secondary information supplemented by field visits. Impacts on various environmental components have been assessed at four different stages, namely: (i) the project location; (ii) design and pre-construction; (iii) construction; and (iv) operation stages.

157. A few permanent as well as short-term and long-term adverse effects, mainly at the construction and operation stages, are, nonetheless, anticipated. Temporary short-term impacts 67

can be kept in check through proper planning and adopting environment friendly road construction methods and the appropriate regulatory measures.

B. Positive Environmental Impacts due to improvement of subproject road sections

158. The positive impacts expected from the improvement of the subproject road sections includes:

(a) improved quality of life for the rural population in the projects influence area: this as a result of better access to markets, health, education and other facilities; and the derived stimulus for local economic activity; (b) a more efficient and safe road transport system: through reduced travel times, reduced road accidents, reduced vehicle operating and maintenance costs and reduced transportation costs for goods; (c) the facilitation of tourism; (d) Interstate connectivity to Balaghat, Indore, Narsinghpur, Rewa and Singroli Districts; and (e) Better connectivity to the State Highway and National Highway network.

C. Adverse Environmental Impacts due to improvement of subproject road sections

159. The adverse environmental impacts anticipated from the improvement of the project road section are:

(a) Loss of productive soil and agriculture land, (b) Cutting of road side trees that falls within formation width i.e. 10m may reduce the ecological balance of the area and also increase soil erosion problem. (c) Noise, air and water pollution and disposal of construction waste, during construction, will adversely impact both local residents. These latter effects should, however, only be temporary/reversible. (d) A number of quarries and other sources will be established which will change the landscape. However, the operation of quarries is an independent and already regulated activity. Adverse impacts on water quality of rivers crossing or running parallel to the proposed alignments in the form of silt deposition and runoff during construction are expected. However, this is short term and will be taken care of by controlled construction activities. (e) Improvement on existing road and construction of new road and bridges, although limited, may enhance soil erosion, landslips and reduce the micro-level ecological balance of the area. Construction may also disturb the habitation of fauna living in this area. These should, however, be only temporary/reversible effects. The improvement will also require the cutting of about 2125 trees. (f) Noise and air quality for those now living and workings close to the subproject roads (mainly at urban centers) will deteriorate during the construction period and afterwards during operation.

D. Impacts Related to Project Location, Preliminary Planning and Design

1. Forest Clearing and Tree Felling

160. Most of the selected subproject roads are passing through plain terrain with land use being agriculture. However three road sections are passing through reserve forest areas of

Madhya Pradesh State. About 61%of the road length of Sitapathaur-Mahakaipar-Goreghat Road, 18% road length of Chitrangi-Garhwa Road and 15% of Khairlanji-Agasi Road are passing through forest areas. Although diversion of forest land is not envisaged adverse impacts are anticipated due to land clearing which will involve cutting of about 2125 trees. Construction in areas with agriculture crops will be planned to be carried out during the lean/post harvesting seasons to avoid damange to crops and losses to the local people. Hence, there will be no need Problem of soil erosion is expected in some locations. To minimize loss of trees, the following mitigation measures have been /been adopted during the detailed design and these will be implemented during construction stage of the subproject roads:

(a) Widening proposal considered option with minimal tree cutting. (b) Widening is restricted to minimum width in the length passing through forest areas. (c) Adequate measures are included in the design to minimize any unforeseen impacts on flora and fauna in the forest areas. (d) Land stabilization measures were included in identified areas prone to erosion. (e) Strictly enforce the environmental conditions put as part of the forest clearance and no objection certificates issued by the Forest Department and SPCB. (f) Adopting Environmental Friendly Road Construction (EFRC) methods such as proper planning, design, implementation, monitoring, controlled execution of activities, use of latest machineries and equipments, bio-engineering etc.

161. Based on the tree inventory carried out during the field surveys in second quarter of 2016, the total number of trees to be cleared along eleven selected subproject road sections are 2125. The main species of trees to be cut are local species namely Mahua (Madhuca Longifolia), Pipal (Ficus religiosa), Jamun (Syzygium Cumin), Sarai (Shorea robusta), Chola (Cicer arietinum), Babool (Acacia arabica, Willd.), Aam (Mangifera indica), Sagon (Tectona grandis Linn.), Chirol (Holoptelea integrifolia), and Neem (Azadirachta indica). Table 27 present details of the trees to be cut due to proposed road improvement work. As per compensatory afforestation requirement, the tree plantation will be done ten times of tree cutting (1:10 of tree cutting). At sensitive locations such as schools and temples along the project roadssuitable noise barrier shall need to be provided.

162. The compensatory plan will be developed in consultation with local forest department. As per compensatory afforestation, the tree plantation will be done ten times of tree cutting (1:10 of tree cutting) as detailed in Table 29.

Table 29: Road wise Detail of Trees to be cut and planted Sl. Road Section Tree to be cut Proposed tree to be planted in the No. in the project project area in consultation with road Forest Dept. (1:10 of tree cutting) Sanwer Chandrawatiganj 1. 139 1390 Road Poder Bawai-Barha- 2. 452 4520 Sukhakhairi Road Kareli-Singpur-Dangidhana 3. 238 2380 Road

4. Khairlanji-Agasi Road 152 1520 5. Lal Barra-Samnapur Road 116 1160 69

Sl. Road Section Tree to be cut Proposed tree to be planted in the No. in the project project area in consultation with road Forest Dept. (1:10 of tree cutting) Sitapathaur-Mahakaipar- 6. 86 860 Goreghat Road 7. Teothar-Shankargarh Road 68 680 Nai Garhi-Garh Road 8. 107 1070 Chitrangi-Garhwa Road 9. Gadarwada Gotaria Road 453 4530 Rampayali - Garra Chowki 10 249 2490 Road 11 Bahera Dabar Piprahi Jarkud 65 650 Total 2125 21250 Source: Field Survey carried out by the Consultant Team, 2016. Note: The exact number of trees to be cut might vary from these figures. Joint inspection with forest range officers shall be carried out to estimate the number and type of trees to be cut by improvement proposals. In case of any change, numbers will be updated and accordingly compensatory plan be updated.

2. Construction Camps, Borrow Pits and Quarries

163. There is a need to establish construction camps and related facilities, such as borrow pits and quarries. These must be located in environmentally sound and socially safe areas. It is expected that construction materials for the road works will be mined mostly from approved quarries. The following criteria is applied for locating the borrow areas:

(a) Borrow areas are not established in ecologically sensitive areas; (b) Villagers are consulted in regard to the design and location of all borrow areas – these should ensure the safety of local communities and, if possible, should incorporate beneficial post construction features for the villages; (c) Located away from the road and hill slopes as well as settlements facing the road, so as to minimise visual impacts; (d) In case of protected areas/ reserve forest areas, construction facilities such as temporary workers camp, hot mix plants, and concrete batching plant and stone crushers should not be established in stretches that passes through reserve / protected forests. Local forest department / village forest management committees should be consulted before locating these temporary subproject facilities; (e) Construction camps for labourers should be located at least 500 m away from settlements and 1 km away from forest/protected areas; (f) Living accommodation and ancillary facilities should be erected and maintained to standards and scales approved by the Engineer-in-Charge; and (g) Toilets and urinals should be provided in accessible places away from the asphalt plant and mixing yard.

3. Cultural Heritage

164. There are no adverse impacts anticipated on historical places/monuments. However, there are few temples and small shrines along the roads. Care must be taken to avoid any damage to these structures. Earthworks, as associated with the road construction/improvement works, or deriving from secondary sites such as quarries or borrow pits, may reveal sites or artifacts of cultural/archaeological significance. In the event of such discovery, the concerned

authorities should be informed and the requirement to take such action should be incorporated in contract documents.

4. Other Impacts deriving from the Project Planning and Design Process

165. During preliminary planning and design of the subproject roads, the Consultant has taken into account the need for:

 optimum sitting and control of borrow areas;  reduced incidence of slope failures due to inadequate drainage;  providing adequate culverts/drains;  providing side-drainage structures;  mechanised construction methods and thereby, for example, reduced use of firewood for heating bitumen;  maximising safety and thereby reducing traffic accidents;  reducing travel times and, thereby, fuel consumption and emissions;  adequate signages for wildlife protections,  increased accessibility for residents to education and health facilities, markets etc., and for others who might come for tourist or other purposes; and  improving the socio-economic conditions of residents in the project areas of influence.

166. As part of the engineering works for this work, the following guiding principles have been used in determining the alignments:

Environmental Issue Measures taken Alignment Final alignment has been determined so as to minimise land take, tree removal, air pollution and the impact on people and animals and to avoid unfavourable geological condition and cultural relics. Balancing cut and fill The design attempted to equalise cut and fill. The centreline has been aligned so that on all slopes below 60 degrees, half cut and half fill is achieved. Soil erosion Temporary and permanent drainage systems have been designed to minimise the soil erosion. Dust and air pollution Borrow sites, waste disposal sites and asphalt mixing sites have been identified – keeping in mind environmental issues such as dust. Cultural heritage Any archaeological sites identified along the alignment should be excavated prior to construction. Wildlife Habitat Care has been taken in preservation of wildlife and construction workers should be educated on wildlife protection.

E. Environmental Impacts - Construction Stage

1. Permits and Clearances

167. As a requirement of Environmental Impact Assessment Notification, 2006, by Government of India, any development activities should not be taken in any part of the Country 71

unless it has granted environmental clearance by the Ministry of Environment and Forests, Government of India.

168. Highways are classified as one of the project, listed in said notification, which require prior clearance. However, an amendment to this notification clarifies, that the highway improvement projects are excluded from purview of this notification. Also major district roads are not required to comply with the Environmental Protection Act and Rules 1986 and the EIA notification (2006, 2009, 2011) and relevant amendments. Hence, the roads under this sector project are not required to obtain environmental clearances and prepare environmental assessment reports under national laws. Some of the relevant applicable sections are:

(i) Since the proposed subproject interventions are primarily limited to the improvement of existing major district roads and the alignments of the subproject roads does not pass through any environmentally sensitive areas, therefore it does not falls under the purview of Notification no. S.O. 195(E) dated 19 January 2009 by the Ministry of Environment and Forests on amendment to the EIA Notification. Also major district roads are not required to comply with the Environmental Protection Act and Rules 1986 and the EIA notification (2006, 2009, 2011) and relevant amendments. Hence, the roads under subprojects are not required to obtain environmental clearances and prepare environmental assessment reports under national laws. (ii) As per the Forest Conservation Rules (1981, amended 2003) a forestry clearance from Department of Forests is required for diversion of forest land for non-forest purpose. Processing of the forestry clearance entails two stages: stage I and stage II. Amongst other requirements stage I clearance requires the applicant to make payments for compensation of forestry land that will be acquired and trees that will be cut under the project. Accordingly timely allocation of budget for this purpose by the applicant is necessary to expedite the clearance process. Since the improvement of the proposed subprojects is restricted to the available ROW, diversion of forest land is not required. Therefore forest clearance is not required for proposed subprojects. (iii) Cutting of trees in non forest land require a tree cutting permit from the local forestry department. All trees cut under a project must be compensated by compensatory afforestation as required by the Forest Department. (iv) As per Office Memorandum (OM) issued by MOEF on 19 March 2013 the grant of environmental clearance for linear projects including roads has been delinked from the forestry clearance procedure. Hence, after receipt of environmental clearance construction works may commence on sections/parts of a linear project that do not require forestry clearance. Construction works may commence on sections requiring forestry clearance only after receipt of the respective clearance. (v) Placement of hot-mix plants, quarrying and crushers, batch mixing plants, discharge of sewage from construction camps requires No Objection Certificate (Consent to Establish and Consent to Operate) from State Pollution Control Board prior to establishment. (vi) Permission from Central Ground Water Authority is required for extracting ground water for construction purposes, from areas declared as critical or semi critical from ground water potential prospective by them.

169. Before the start of civil works for any section of subproject the project proponent (MPRDC/State PWD) must obtain necessary clearances / permits from the forest department

and Madhya Pradesh State Pollution Control Board. Table 30 outlines the applicable clearances and permits and the authorised bodies that issue them along with the procedures involved. The status of the permits / clearances has also been presented in this table.

Table 30: Clearances and Permits Required for the Subprojects S. Permissions/ Concerned Responsibility / No. Clearances Agency time required A. Pre-constructionStage 1 Permission for cutting of District Forest Office/ State Forest MPRDC / 3-6 trees Department for trees felling in months forest areas and District Authorities in non-forests Areas (Compensatory tree plantation to be made 1:10 as per the permission granted) B. ImplementationStage 2 Consent to operate hot mix M.P. State Pollution Control Board Contractor / 3-6 plant, Crushers, Batching (To be obtained before installation) months plant 3 Authorization for M.P. State Pollution Control Board Contractor / 3-6 Disposal of hazardous (To be obtained before generation) months waste 4 Consent for Disposal of M.P. State Pollution Control Board Contractor / 3-6 sewage from labor camps (Before setting up the camp) months 5 Pollution Under Control Department of Transport, Contractor /1-2 Certificate Government of M.P. authorized month 6 Employing testingDistrict centersLabour Contractor /1-2 Labour/Workers Commissioner month

170. Any felling of trees requires forestry clearance and appropriate permits. The procedures necessary to obtain such permits will require liaison with local territorial forestry offices and their head office in district headquarters. Joint verification and making of trees to be cut is being carried out jointly with divisional forest departments of districts involved. No clearance is required for the use of surface sand and stone from the river banks as for commercial purposes they can only be purchased in an open auction carried out by the forestry office. It is imperative that all necessary clearances and permits be obtained before commencement of work.

2. Physical Environment

a. Topography, Geology and Soil

171. During the improvement works for the road sections, the cutting of hill slope, filling, the cutting of trees, stone quarrying, and construction of structures, the micro-level topography may change. With proper planning, these topographical impacts can be kept within acceptable limits and sometimes even used to enhance local aesthetics. Any negative impacts on topography (existing), particularly soil erosion due to a lack of drainage facilities, will be minimized with the provision of proper drainage facilities such as culverts, causeways etc. 73

172. The terrain and geological conditions of areas are such that, even with reasonable care exercised during final design, during construction the interaction between proposed road features and existing land features may reveal/result in some land instabilities.

173. During the construction phase following restrictions should be imposed:

 existing vegetation including shrubs and grasses along the roads (except within the strip directly under embankments or cuttings) should be properly maintained;  sites for quarrying, borrowing and disposal of spoils are to be confirmed according to the applicable laws and regulations in the state and the practices followed in recent/ongoing internationally funded road projects should be continued;  controlled and environmentally friendly quarrying techniques should be applied to minimise erosions; and  cut material should be disposed of in suitable depressions.

174. It is also important to:

 maintain adequate vegetative cover above and below the roads;  maintain the natural course of water bodies (that is as far as possible) and avoid throwing debris into stream courses;  construct proper drainage structures to avoid erosion; and  minimise the construction of hair-pin bends that are close to each other: as this often adds to instability.

b. Erosion and Silt Run-Off

175. All activities will occur within the available RoW, no adverse environmental impact is anticipated on the productive soil. Lands taken on lease for access road and for construction camp will be restored its original land use.

176. Land clearing and grubbing activities will remove vegetation and soil cover which may cause some soil erosion during monsoon. Excavations in borrow pits may lead to loss of top soil and soil erosion. There are risks of stream and river bank erosion near bridges and cross drainage works. To avoid or minimize erosion, land clearing and grubbing will be conducted during dry season, productive top soils from borrow pits will be stored and reused in road embankment slope protection. Erosion control measures like silt screens will be installed along rivers and nallahs (small local streams).

177. There is the risk of contamination of soil from construction material and oil spills. Contractors are required to ensure proper handling materials and able to implement spills containment. Oil contaminated waste will be properly collected, stored disposed through 3rd party service providers. All fuel and lubricant storage and handling areas will be located at least 500 meters from the nearest water body and provided with perimeter interceptor drains. All construction debris will disposed by the Contractor on predesignated area as identified by the CSC-Environmental Specialist.

c. Climate

178. The proposed improvement/construction works will be localised activities and the subprojects will not have significant impact on climatic conditions, such as rainfall, temperature

and humidity in the project area. A climate change impact and risk analysis has been carried out using TEEMP model (Chapter 6: Climate Change Impact and Risks) and appropriate adaptation measures are incorporated in the subprojects design.

d. Surface and Ground Water, Drainage and Hydrology

179. Given the presence of rivers and streams in the subproject areas and some of them crossing and /or running parallel to subproject roads; improvement of road may result in disruptions to the natural hydrology and water mismanagement and lead to further problems of soil erosion.

180. The natural courses of rivers/streams will be maintained. Appropriate temporary diversions of streams will be made and brought back to their natural course as soon works are completed in that section. No disposal of construction debris in streams and rivers is allowed.

181. Minor impacts on water resources are expected during the construction phase. The rehabilitation of existing bridges may also cause soil erosion and turbidity in downstream water bodies. To mitigate this, river-bank slope stabilities will be monitored and, if necessary, appropriate remedial measures applied throughout the construction period. Construction work at bridges during rainy season will be minimized to avoid erosion and sedimentation.

182. The likely impacts of surface water movements are changes in the natural drainage systems, downstream scour, and erosion due to constriction in flows. If suspended solid concentrations in the water are affected, this could also affect aquatic river ecology. However since there are no perennial water bodies across the selected subprojects. The work will be carried out in dry seasons. Hence, impacts on river ecology will be negligible.

183. To mitigate these impacts the following measures should be implemented:  chemicals and oils are stored in secure, impermeable containers, and disposed of well away from surface waters;  no vehicle cleaning activity is allowed within 300 m of water bodies/ drains;  construction camps are equipped with sanitary latrines that do not pollute surface waters;  the work on bridges and culverts is limited to dry seasons, when many of the smaller streams will have low water - water diversion works can be minimised and the original course restored immediately after the work has been completed;  drivers are made aware of diversions and other works at bridge construction site to avoid accidents;  drainage structures are properly designed to accommodate forecast discharges;  side drain waters must be discharged at every available stream crossing to minimize volume and prevent erosion at discharge point;  provide lined drainage structures;  where an increased discharge of surface water endangers the stability of the water outlet, erosion protection measures such as bioengineering measures, ripraps, and check dams are incorporated;  in areas with high water tables, seepage may occur and side drains and up-slope catch drains must always been lined to avoid percolation; and  all debris and vegetation, clogging culverts are regularly cleared.

184. Ground water pollution is not envisaged in these subprojects. 75

e. Air Quality

185. During construction air quality may be degraded for short periods due to (i) the exhaust emissions from the operation of construction machinery; (ii) fugitive emissions from concrete and asphalt plants; (iii) the dust generated from the haulage of materials, exposed soils and material stockpiles; (iv) cleaning of the road; (v) material loading; (vi) unloading; and (vii) blasting activities (if any). The impact is expected to be localised, temporary and confined to construction areas.

186. Adverse air quality impacts during construction are likely to result from three main sources; (i) emissions from construction equipment, including delivery trucks; (ii) fugitive dust from earth-moving operations and demolition; and (iii) localised increased traffic congestion in construction areas.

187. The adverse impacts on air quality during construction stage were classified and presented in Table 31. There are two types of pollution i.e. dust pollution and pollution from harmful gases.

Table 31: Impact on Air Quality during Construction Stage Sl. No. Impact Source 1. Generation  Transportation and tipping of cut material - while the former will of Dust occur over the entire stretch between the cutting location and (SPM) disposal site, the latter is more location specific and more intense;  Blasting operations;  Transportation of raw materials from quarries and borrow sites;  Stone crushing, handling and storage of aggregates in asphalt plants;  Site levelling, clearing of trees, laying of asphalt, construction of bridges;  Concrete batching plants;  Asphalt mix plants – due to the mixing of aggregates with bitumen; and  Construction of structures and allied activities. 2. Generation  Hot mix plants; of polluting  Large construction equipment, trucks and asphalt producing and gases paving equipment; including  The movement of heavy machinery, oil tankers etc. on steep SO2, NOx slopes will cause much higher emissions of gases; and HC  Toxic gases released through the heating process during bitumen production; and  Inadequate vehicle maintenance and the use of adulterated fuel in vehicles.

188. On the proposed subprojects road sections, it is expected that air quality will be affected to some minor extent by dust and particulate matters generated by construction, vehicular movements, site clearance, earth filling and material loading and unloading. The impacts are expected to be localised, temporary and confined to construction areas. Care should, however, be taken at sensitive urban locations so that harmful impacts can be minimised.

f. Air Quality Modelling and Prediction of Impacts

189. In order to assess the likely concentrations at the critical locations along the subproject road corridors, the prediction of the pollutant concentrations has been carried out for a sample subproject using CALINE-4, a dispersion model based on Gaussian Equation. Since the road sections considered proposed in MPMRD II project are major district roads, the increase in traffic is very low and mostly identical to all proposed road sections. Therefore a sample road has been selected to run the model to check on likely increase in concentrations on project road sections. Considering the currect and projected traffic volume Dharna-Dharmkuwa Road road section in Seoni District measuring 26.23 km (which has highest traffic among the proposed road sections/ subprojects) has been selected for prediction of air quality. The input parameters for the prediction are detailed in subsequent paragraphs.

190. CALINE-4 is a dispersion model based on Gaussian equation. It is developed by the California Department of Transportation for the prediction of concentrations of critical atmospheric pollutants (CO, NOx and PM10) along the highways. This model employs a mixing zone concept to characterize pollutant dispersion over the highway and can be used to predict the pollutant concentrations for receptors upto 500 m of the corridor. The model uses the baseline data on existing concentration of pollutants and estimates the incremental emissions due to the project.

191. Various input parameters for the prediction of pollutant concentrations are discussed below:

 Traffic Data: The fleet wise traffic volumes for the present study have been taken from the detailed feasibility report of the project. The annual averagedaily traffic (AADT)data is available for the proposed roadthrough traffic survey. CALINE 4 model needs hour average traffic volume. However, model has been setup for peak traffic hours assuming 25%of average daily traffic volume. The total traffic hour volume is further categorized in to two wheeler, four wheeler, Light commercial vehicles (LCVs), Bus and high commercial vehicles (HCVs), based on the traffic survey at existing road. The annual average daily motorized traffic data along with future traffic growth is given below.

2 3 4 Year LCV HCV Buses wheeler wheeler wheeler 2016 1177 521 329 91 148 98 2020 1703 754 481 131 211 140 2025 2174 964 615 168 265 178 2030 2775 1231 783 214 338 227 2035 3543 1572 1000 273 429 289 2040 4521 2008 1277 349 548 369 2047 6362 2825 1800 489 771 517

 Road Geometry: In the CALINE-4 model the entire length of the selected road section is divided into various road links. The division of sections into links has been done in such way, so that the link can be fairly considered as straight stretch of road having homogenous geometry with uniform road width, height and alignment. The coordinates of end points of links specify the location of the links in the model. The maximum numbers of link in each road section can be 20. The mixing zone width calculated for selected highway corridor is 13 m (3 m+ 3 m + 7 m) as per guideline provided in CALINE4 model. 77

 Emission Factors: Emission factor is one of the important input parameterin Caline-4 model. In the present study, the emission factors specified by the Automotive Research Association of India (ARAI, 2007) have been used for calculation of weighted emissionfactors. These emission factors have been expressed in terms of type of vehicles and type of fuel used (for petrol and diesel driven passenger cars). Since, there is only one input requirement for total no. of vehicles in the CALINE 4 model, whereas, there are different categories of vehicles (viz., Two wheelers, Cars, Bus and trucks) with different year of manufacture and fuel used, it is essential that a single value representing the equivalent or weighted emission factors for all the vehicles is input into the model. The emission factor used to estimate WEF are given below in table 31. The traffic data are not available for fuel types, therefore average emission factor are used in this study. Thus, WEF expressed in g/mile (converted from gm/km) has been calculated for the present study using methodology given by Sharma et al., 2013.

For PM10, emission from re-suspension of road dust of paved road have been estimated using following empirical equation (USEPA 2011).

E = k (sL) 0.91 × (W)1.02

Where: E= particulate emission factor (g/VKT) K =particle size multiplier (g/VKT), default value of “k” for PM2.5 is 0.15 g/VKT sL = road surface silt loading (g/m2) = 0.531 g/m2 (Sahu et al., 2011) W = Average weight of vehicles (in tons) on road = 1.41 Ton (Sahu et al., 2011)

The emission factor for CO, and PM2.5 used in the present study for different vehicles type are given in table 32. The calculated WEF for CO, PM2.5 and PM10 for peaktraffic hours is given in table 33.

Table 32: Emission factors for different types of Vehicle (ARAI, 2007) Pollutants 2W 3W 4W LCV HCV Bus CO 3.08 2.50 1.53 2.02 12.65 8.40 PM2.5 0.2 0.235 0.057 0.49 1.6 1.08 PM10 0.21 0.25 0.07 0.50 1.61 1.09

Table 33: Weighted Emission Factor for proposed traffic Weighted Emission Weighted Weighted Emission factor for Emission factor Year factor for CO (g/mile) PM2.5(g/mile) for PM10(g/mile) 2016 5.67 0.52 0.55 2020 5.65 0.52 0.54 2025 5.63 0.52 0.54 2030 5.63 0.52 0.54 2035 5.62 0.51 0.54 2040 5.63 0.51 0.54 2047 5.62 0.51 0.54

 Meteorological data: The study was conducted to predict pollutant concentration for worst meteorological conditions. The meteorological

parameters such as wind speed, wind direction standard deviation, temperature, mixing height and stability condition are used in model. The wind direction standard deviation was calculated to know the flexibility of wind direction and used as input parameters in worst case run condition. The model has been run with worst case, in which models predicted maximum pollutant concentration.  Receptors: A set of link receptors were taken at various receptor locations within each section ata distance of 5 m, 10 m, 20 m, 40 m, 70m, 100 m and200 m both sides from edge of the carriageway to know the dispersion of pollutant from the road. The monitoring station are marked as receptor points to compare the monitoring and predicted pollutant concentrations.

192. Results: The model has been setup and run to predict hourly average CO, PM2.5 and PM10 concentrations for year 2016, year 2020, year 2025, year 2030, year 2035, year 2040 and year 2047 using forecasted traffic data on proposed road corridor. The predicted hourly average concentration of CO, PM2.5 and PM10 during peak traffic are shown in tables 34, 35, and 36 for proposed road development project, respectively at four selected receptor locations. The graphical representation of hourly average pollutant concentrations on both side of the road sections shown in figures 12, 13 and 14 at different locations. 79

Table 34: CO predicted concentrations (ppm) along the proposed road for peak traffic hour CO Concentrations (ppm) Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side) -200 -100 -70 -40 -20 -10 -5 5 10 20 40 70 100 200 2016 0.00 0.02 0.04 0.08 0.14 0.18 0.2 0.3 0.29 0.23 0.20 0.09 0.03 0.00 2020 0.04 0.04 0.08 0.16 0.28 0.37 0.4 0.5 0.48 0.38 0.34 0.15 0.05 0.05 2025 0.05 0.05 0.10 0.20 0.35 0.46 0.5 0.6 0.57 0.45 0.41 0.18 0.06 0.06 2030 0.06 0.06 0.12 0.24 0.42 0.55 0.6 0.7 0.67 0.53 0.48 0.21 0.07 0.07 2035 0.07 0.08 0.16 0.32 0.56 0.74 0.8 0.9 0.86 0.68 0.61 0.27 0.09 0.09 2040 0.08 0.09 0.18 0.36 0.63 0.83 0.9 1.1 1.05 0.83 0.75 0.33 0.11 0.10 2047 0.11 0.12 0.24 0.48 0.84 1.10 1.2 1.4 1.33 1.05 0.95 0.42 0.14 0.13

3 Table 35: PM2.5 predicted concentrations (µg/m ) along the proposed road for peak traffic hour 3 PM2.5 Concentrations (µg/m ) Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side) -200 -100 -70 -40 -20 -10 -5 5 10 20 40 70 100 200 2016 0.00 1.43 2.86 5.72 10.01 13.16 14.30 17.10 16.25 12.83 11.63 5.13 1.71 0.00 2020 1.95 2.12 4.24 8.48 14.84 19.50 21.20 24.30 23.09 18.23 16.52 7.29 2.43 2.31 2025 2.53 2.75 5.50 11.00 19.25 25.30 27.50 30.50 28.98 22.88 20.74 9.15 3.05 2.90 2030 3.24 3.52 7.04 14.08 24.64 32.38 35.20 38.10 36.20 28.58 25.91 11.43 3.81 3.62 2035 4.14 4.50 9.00 18.00 31.50 41.40 45.00 46.70 44.37 35.03 31.76 14.01 4.67 4.44 2040 4.97 5.40 10.80 21.60 37.80 49.68 54.00 57.70 54.82 43.28 39.24 17.31 5.77 5.48 2047 6.65 7.23 14.46 28.92 50.61 66.52 72.3 77 73.15 57.75 52.36 23.10 7.70 7.32

3 Table 36: PM10 predicted concentrations (µg/m ) along the proposed road for peak traffic hour 3 PM10 Concentrations (µg/m ) Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side) -200 -100 -70 -40 -20 -10 -5 5 10 20 40 70 100 200 2016 1.11 1.62 3.24 6.48 11.34 14.90 16.20 18.01 17.11 13.51 12.25 5.40 1.80 1.12 2020 2.12 2.30 4.60 9.20 16.10 21.16 23.00 25.20 23.94 18.90 17.14 7.56 2.52 2.39 2025 2.68 2.91 5.82 11.64 20.37 26.77 29.10 31.70 30.12 23.78 21.56 9.51 3.17 3.01 2030 3.33 3.62 7.24 14.48 25.34 33.30 36.20 39.22 37.26 29.42 26.67 11.77 3.92 3.73 2035 3.97 4.32 8.64 17.28 30.24 39.74 43.20 49.20 46.74 36.90 33.46 14.76 4.92 4.67 2040 5.35 5.82 11.64 23.28 40.74 53.54 58.20 61.10 58.05 45.83 41.55 18.33 6.11 5.80 2047 7.12 7.74 15.48 30.96 54.18 71.21 77.4 81.8 77.71 61.35 55.62 24.54 8.18 7.77

1.60 1.40 1.20 1.00 0.80 0.60 0.40 0.20

CO Concentration CO (ppm) 0.00 -250 -200 -150 -100 -50 0 50 100 150 200 250 Distantance from edge of the road

2020 2025 2030 2035 2040 2047

Figure 20: CO predicted concentrations (ppm) along the proposed Road

90.00 ) 80.00 70.00 µg/m3 60.00 50.00 40.00 30.00 20.00 10.00 0.00

-250 -200 -150 -100 -50 0 50 100 150 200 250 PM2.5 PM2.5 Concentration( Distantance from edge of the road

2020 2025 2030 2035 2040 2047

3 Figure 21: PM2.5 predicted concentrations (µg/m ) along the proposed Road

90.00 ) 80.00 70.00 µg/m3 60.00 50.00 40.00 30.00 20.00 10.00 0.00

-250 PM10 Concentration( -200 -150 -100 -50 0 50 100 150 200 250 Distantance from edge of the road

2020 2025 2030 2035 2040 2047

3 Figure 22: PM10 predicted concentrations (µg/m ) along the proposed Road

193. Table 37 describes the average baseline concentration (24 hour average) PM2.5 and PM10 monitored during selected period at different locations around the proposed road.

Table 37: Baseline pollutant concentration (µg/m3) at different locations

Location Name PM2.5 PM10

Dharna Village 22 58 Dharamkuva 20 55

194. In addition, the spatial distribution of hourly average predicted CO, PM2.5 and PM10 concentrations have been plotted in figures 23, 24 and 25 , respectively for peak traffic hour which shows that pollutant concentrations is decreasing when goes away from the road. From the CALINE4 modelling results, it is observed that maximum dispersion of pollutants concentration emitted from traffic volume at proposed road is up to 200 m. Therefore, the impacts of traffic movement at proposed road will not impact the surrounding atmosphere.

Figure 23: Spatial distribution of CO concentrations

Year 2016

Year 2020 83

Year 2025

Year 2030

Year 2035

Year 2040

Year 2047

Figure 24: Spatial distribution of PM2.5 concentrations

Year 2016 85

Year 2020

Year 2025

Year 2030

Year 2035

Year 2040

Year 2047

Figure 25: Spatial distribution of PM10 concentrations

2016

Year 2020

Year 2025

Year 2030

Year 2035

Year 2040 89

Year 2047

195. It has been observed from the model output that when the traffic volume increases, the concentration of air pollutants also increases correspondingly. The maximum predicted pollutant concentrations of CO, and PM10 over the existing ambient air quality are found to be within the National Ambient Air Quality Standards (Appendix 3) as well as IFC (World Bank EHS Guidelines). However predicted concentration of PM2.5, slightly exceeds the GOI prescribed limit of 60 µg/m3 in the year 2047 with a maximum predicted concentration of 77 µg/m3.

2.6 Noise Levels

196. The ambient noise level along all the eleven selected subproject road sections is within standards. During the construction period, noise will be generated from the operation of heavy machinery, blasting works, the haulage of construction materials to the construction yard and the general activities at the yard itself. Concrete mixing and material movements will be the primary noise generating activities and will be uniformly distributed over the entire construction period. These construction activities are expected to produce noise levels in the range of 80-95 dB(A) at a distance of about 5 m from the source.

197. Construction noise is not normally regulated, though still may cause concern among local villagers. The range of typical noise levels in relation to distance from a construction site is shown in Table 38.

Table 38: Construction Noise / Distance Relationship Distance from construction site (m) Range of Typical Noise Level dB(A) 8 82 – 102 15 75 – 95 30 69 – 89 61 63 – 83 91 59 – 79 122 57 – 77 152 55 – 75

Distance from construction site (m) Range of Typical Noise Level dB(A) 305 49 - 69 Source: Department of Transportation, State of Wisconsin (USA).

198. Piling, if necessary, will also cause vibration. Noise and vibration from this source will be unavoidable but the impact will only be temporary and affect people living or working near piling locations. In construction sites within 500 metres of a settlement, noisy operations should cease between 22:00 and 06:00 hrs. Regular maintenance of construction vehicles and machinery must also be undertaken to reduce noise. The impact and sources of noise and vibration are summarised in Table 39.

Table 39: Likely Impact on Noise Quality in the Vicinity of Project Area Impact Source Increased noise levels  Mobilisation of heavy construction machinery; causing discomfort to  Accelerations/ decelerations/ gear changes – though the local residents, workers extent of impact will depend on the level of congestion and and local fauna smoothness of the road surface;  Excavation work for foundations and grading;  Construction of structures and other facilities;  Crushing plants, asphalt production plants; and loading, transportation and unloading of construction materials.

199. Typical noise levels associated with various construction activities and equipments are presented in Table 40.

Table 40: Typical noise levels of principal construction equipments (Noise Level in db (A) at 50 Feet)

Clearing Structure Construction Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 Grading and Compaction Landscaping and clean-up Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Truck 83-94 91

Clearing Structure Construction Paving Front and end loader 72-84 Paver 86-88 Dump truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1.December 31, 1971.

200. The noise levels indicated for various construction activities/equipment, while far exceeding permissible standards of CPCB and WB EHS for residential areas, it will occur only intermittently. Still, these extremely high sound levels present real risk to the health of workers onsite. Timely scheduling of construction activities, proper maintenance of construction machineries, use of personnel protective equipments etc. will minimize these impacts.

201. Residences, schools, temples, and other noise sensitive areas within 100 m the roadways will be affected temporarily during construction. The number of persons potentially affected and the duration of these effects cannot be estimated based on available information.

202. During construction, varying degree of noise impacts are likely to be felt by the communities of main settlements along the subproject roads. Although temporary in nature, the construction noise will affect the most communities living close to the construction zone.

203. Noise impacts are an unavoidable consequence of construction that should be mitigated by limiting the timing of construction to daylight hours (8am-5pm) in the vicinity of sensitive receptors. Further to minimize noise impacts near sensitive receptors (particularly schools), operation of excavator and other heavy machineries will be carried out mostly during off-hours (7 am to 9 am and 3.30 pm to 7 pm) and on holidays (Saturday and Sundays). Baseline noise will be established for all sensitive areas prior to construction and follow up noise monitoring will be carried out during the construction.

a. Noise Level Modeling and Predictions

204. Federal Highway Administration's Traffic Noise Model (FHWA TNM) helps for highway traffic noise prediction and analysis. TNM computes highway traffic noise at nearby receivers. As sources of noise, it includes noise emission levels for the following vehicle types:  Automobiles: all vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb);  Medium trucks: all cargo vehicles with two axles and six tires -- generally with gross vehicle weight between 4,500 kg (9,900 lb) and 12,000 kg (26,400 lb);  Heavy trucks: all cargo vehicles with three or more axles -- generally with gross vehicle weight more than 12,000 kg (26,400 lb);  Buses: all vehicles designed to carry more than nine passengers; and  Motorcycles: all vehicles with two or three tires and an open-air driver / passenger compartment.

205. The procedure for prediction of noise levels involves the following steps:  Identification of various receivers  Determination of landuses and activities which may be affected by the noise generated  Assemble input parameters  Application of the model.

206. The description of the components to predict noise level are as follows: a. Receivers: TNM calculates the sound levels at the input receivers. In this study two type of receivers selected to assess the impacts of moving traffic on surrounding noise level. One, discrete receptor and second, grid receptor. b. Land uses: Land use along the road is obtained from the topographic drawings. This information provides the range of shielding and absorption factors to be applied at the various receivers. c. Input Parameters: Traffic volume for the projected period is obtained from the traffic projections. The total number of vehicles passing per hour by type - light, medium and heavy along with their average speed is used for predictions. d. Average Noise Level: All vehicles produce noise, which is taken as the base, and the cumulative noise at the receiver distance due to the whole traffic is estimated. The average noise level varies depending on the type of vehicle. e. Application of Model: Equivalent noise levels due to traffic at the receivers are estimated using Federal Highway Noise model. Equivalent Sound Level (TEQ, denoted by the symbol, LAeqT): Ten times the base-10 logarithm of the square of the ratio of time-average, mean- square, instantaneous A-weighted sound pressure, during a stated time interval, T (where T=t2-t1), and the reference mean-square sound pressure of 20 Pa, the threshold of human hearing, e.g., 1HEQ, denoted by the symbol, LAeq1H, represents the hourly equivalent sound level. LAeqT is related to LAE by the following equation :

LAeqT = LAE - 10*log10(t2-t1)

where LAE = Sound exposure level in dB

207. Sound Exposure Level (SEL, denoted by the symbol, LAE): Over a stated time interval, T (where T=t2-t1), ten times the base-10 logarithm of the ratio of a given time integral of squared instantaneous A-weighted sound pressure, and the product of the reference sound pressure of 20:Pa, the threshold of human hearing, and the reference duration of 1 sec. The time interval, T, must be long enough to include a majority of the sound source’s acoustic energy. As a minimum, this interval should encompass the 10 dB down points. Traffic data used in noise modelling are given below in table 41 and predicted noise levels are shown in table 42.

Table 41: Hourly traffic average traffic data at Dharna-Dharmkuwa Road 2 3 Year wheeler wheeler 4 wheeler LCV HCV Buses 2016 1177 521 329 91 148 98 2020 1703 754 481 131 211 140 2025 2174 964 615 168 265 178 2030 2775 1231 783 214 338 227 2035 3543 1572 1000 273 429 289 2040 4521 2008 1277 349 548 369

Table 42: Predicted noise level along the selected road corridor

208. Observations: Noise levels (Leq) near the receivers are found to be within the desired levels for the respective categories. The predicted levels show increase in noise levels for future

Predicted LAeq in 1hr dB(A)

Distance from the edge of the road, m. Year 5 10 20 40 60 2016 42.20 37.89 35.56 33.42 31.23 2020 45.70 41.03 38.50 36.19 33.82 2025 51.60 46.33 43.48 40.86 38.19 2030 56.80 50.99 47.86 44.98 42.04 2035 62.50 56.11 52.66 49.49 46.26 2040 68.70 61.68 57.88 54.40 50.84 years (beyond 2030) at all receivers considering increase in traffic volume.

209. Noise dispersion: A small road corridor has been selected to develop noise contour for base year as well as future years also. Due to model limitation, it is not possible to select the whole road corridor in the modelling domain. Therefore, spatial dispersion of noise have been show with a small stretch of road. Figure 26 to 32 shows noise level contour around a small road corridor for years 2016, 2020, 2025, 2030, 2035, 2040 and 2047, respectively. The selected road stretch is small part of Dharma-Karmkuwa road section. These predicted results are for peak traffic hours. During non-peak traffic hours, the noise level is very less compared to noise level for peak traffic hours.

Figure 26: Contour plot of noise level along the road corridor in year 2016

Figure 27: Contour plot of noise level along the road corridor in year 2020

Figure 28: Contour plot of noise level along the road corridor in year 2025

Figure 29: Contour plot of noise level along the road corridor in year 2030

Figure 30: Contour plot of noise level along the road corridor in year 2035

Figure 31: Contour plot of noise level along the road corridor in year 2040

Figure 32: Contour plot of noise level along the road corridor in year 2047

210. It can be seen from the Table 42 that noise levels (Leq) near the receivers are found to be within desired levels for the respective categories when compared with prescribed standards of CPCB (Government of India) as well as IFC (World Bank EHS Guidelines). The predicted levels show increase in noise levels for future years at all receivers considering increase in traffic volume. The current spot measurement level at few sensitive receptors shows much lower value compared to the traffic-based assessment indicating noise is being attenuated by various existing barriers like trees, buildings etc. Installations of physical noise barriers are proposed at sensitive locations close to the edge of the road i.e. Temples and Schools; to keep the projected noise levels at these locations within CPCB/WB EHS standards i.e. 55 dB(A).

211. The Noise barriers can be constructed from earth, concrete, masonry, wood, metal, and other materials. To effectively reduce sound transmission through the barrier, the material chosen must be rigid and sufficiently dense (at least 20 kilograms/square meter). All noise barrier material types are equally effective, acoustically, if they have this density. To effectively reduce the noise coming around its ends, a barrier should be at least eight times as long as the distance from the home or receiver to the barrier. A provision of five Noise barrier locations in each corridor is made which should be provided based on the willingness of the school/temple or religious structures authorities and technical feasibility. Conceptual drawing of the noise barried is provided in Figure 33 below. Environmental Specialist of supervision consultant will prepare site specific design of the noise barries and will provide it to the Contractor.

Figure 33: Conceptual Drawing of the Noise Barrier 97

212. Although the measures noise levels over the project duration is well within WB EHS standards; implementation of suitable mitigation measures will reduce the construction noise to acceptable limits. Mitigation measures should include:  Installations of noise barriers;  construction machinery should be located away from settlements;  careful planning of machinery operation and the scheduling of such operations;  controlled blasting should only be carried out with prior approval from the Engineer in charge;  contractors should be required to fit noise shields on construction machinery and to provide earplugs to the operators of heavy machines; and  only controlled blasting should be conducted.

213. Trees will be planted along the roads to act as natural barrier to noise. Further, physical noise barriers have been provided in the subproject design at sensitive locations. These physical noise barriers can be constructed from earth, concrete, masonry, wood, metal, and other materials. To effectively reduce sound transmission through the barrier, the material chosen must be rigid and sufficiently dense (at least 20 kilograms/square meter). To effectively reduce the noise coming around its ends, a barrier should be at least eight times as long as the distance from the home or receiver to the barrier.

2.7 Topography and Appearance

214. Construction activities of the project road will bring permanent changes in the local-level topography and appearance of the project sites. There will be loss in aesthetic beauty of the project areas mainly due to the earthwork. Table 43 elaborates potential effects on the topography and appearance and appropriate mitigation measures.

Table 43: Potential Effects on Topography by the Proposed Road Sections Upgrading

SI. Construction Potential effect on Mitigation No. activity topography and appearance 1. Clearing of Scarring of landscape from Cut material should be used to vegetation for cutting and potential widen the road or disposed off widening of the erosion(short term and long at proper disposal sites. road term) may be caused. Cut slopes should be re- There may be minor vegetated immediately after permanent changes in the widening activities. landscape. 2. Stone quarrying Scarring of landscape and Stone quarrying should only potential landslides (rock be undertaken in legally slides/falls). There may be approved areas. Controlled permanent changes in the and environmental friendly landscape. quarrying should be carried out to minimise landslides and erosion. 3. Earthwork from Scarring of landscape due Borrow areas should be in borrow areas to unearthing activities. legally approved locations. As Minor but permanent soon as construction activities changes in landscape. are complete, they should be re-vegetated and brought back as far as possible to their previous appearance. 4 Waste disposal Disposal of cut soils and Cut off material should be debris at improper locations used to widen the road or which will make the area disposed of at proper disposal look untidy and sites. unattractive. 5 Establishment of Disposal of waste and litter Provision and allocation of labour camps at improper locations and proper waste disposal bins deforestation for fire-wood and sites are required. A will make the area look dirty supply of cooking gas should and unattractive. be provided by the contractor to eliminate the use of fire wood.

3. Ecological Resources

3.1 Wildlife

215. The proposed road alignment is not located inside or within a 10 kilometer distance from a legally protected or key biodiversity area which was identified as the corridor of impact.

216. The impacts of road building to wildlife includes direct and indirect mortality; destroying, degrading, and fragmenting habitat; serves as barriers to movement; and spurs domino effect brought by a change in land-use. Small animals that often disperse, large animals like ungulates and carnivores are at risk to road kills during project operation. Since improvement 99

will be carried out on existing roads wildlife habitat fragmentation is not expected. However construction work in forest areas may cause temporary disruption of wildlife movements in the project areas.

217. To avoid impacts to wildlife the following measures will be implemented:  Bridge design including approaches will take into account wildlife movements along riparian corridors,  Where smaller animals are known to disperse, road design will consider the construction of faunal culvert or pipe crossing  Where endangered and critically endangered bird species are known take territories along the road, strict noise control will be implemented particularly during construction period to avoid disturbance  Information and cautionary roadside signages will be installed to warn drivers of impending sensitive areas.

3.2 Vegetation

218. Part of the subproject roads (total three road in which two roads in Balaghat district, Khairlanji-Agasi Road, Sitapathaour-Mahakaipar-Goreghat Road and one road in Singroli district, Chitrangi-Garhwa Road) passes though the forest area. The density of vegetation in forest is 0.4 to 0.5. Removal of the existing vegetative cover and the uprooting of 2125 trees is an unfortunate activity, which will reduce the ecological balance in the areas. This will also enhance soil erosion. Scrub forests and vegetation will also be removed for improvement of subproject road sections. The loss of vegetative cover will mostly be permanent and only some might be revived through mitigation efforts. Another impact from road construction activities and deriving from the quarrying, preparation and transfer of stone chips and other earthwork; is the accumulation of dust on the surrounding vegetation. This leads to deterioration of the vegetative health, which in turn will affect the ecology as well as the aesthetic beauty of the area. Induced impacts may result from the following:  increased forest harvesting for fire-wood, construction timber, forage, medicinal plants and other products;  increased earth and rock extraction;  construction crew demands for wood as a fuel and for building materials;  construction crew demands for food and recreational hunting and fishing;

219. To minimise negative impacts on the vegetative cover the contract documents should specify that:  all wood building material for workers’ housing should be brought from outside the project area;  workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract;  all contract equipment and plants should be cleaned to the satisfaction of the project engineer in charge prior to their relocation to project sites;  during site clearance, care should be taken to ensure that the minimum area of vegetation area is affected; and  water sprinkling of trucks used as construction vehicles should be properly and regularly undertaken, so that dust deposition problem on vegetation are minimised.

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4. Human Use Values

220. Field reconnaissance surveys of the subproject roads were conducted to assess the environmental and social conditions. It was noted that since the proposed improvements will be carried out within available road width, relocation of structures will not be required. The widening options have been devised to avoid impacts of structures.

221. At certain locations on the roads, particularly at bridge /culvert sites, traffic will be temporarily diverted from the existing carriageway while construction is in progress and temporary traffic diversions will be managed within the ROW. In other instances, traffic may have to be diverted across adjacent private land, in which case compensation will be paid for any loss of crops or the replacement of damaged structures. In other situations, most frequently not at bridge sites, for example when bitumen surfacing is in progress, it may be required to close the road temporarily. In these circumstances, adequate radio and press releases should be made beforehand and a date/time given for the re-opening.

222. Most construction will be undertaken during the dry season when few crops are planted. Losses should be minimised during construction.

5. Sensitive Location Such as School, College and Hospital along the Project Road

223. The sensitive location such as school, college and hospital along subproject road within 100 meter from the edge of the existing road has been identified as given Table 25.

224. These sensitive structures are kept unaffected by the proposed improvement proposals. Short term impacts during the construction stage are expected. Measures such as timely scheduling of construction activities in these areas, provision of sign boards, appropriate noise barriers such as planting trees and / or raised boundary walls are adopted to minimize impacts.

6. Health, Safety and Hygiene for Construction Workers

225. Construction of the subproject road sections will result in the generation of waste. In isolated places, the amount of waste generated may be greater than normal because of substandard subsoil materials, which will need to the replaced.

226. The Contractor will be required to control the construction sites, keep it clean and provide facilities such as dust bins and collectors for the temporary storage of all waste. This waste should be adequately stored to avoid pollution of water supplies and water sources and to avoid dust formation. The Contractor will be responsible for the safe removal and/or storage of all waste in order to prevent environmental pollution of any type that may be harmful to people or animals.

227. All necessary safeguards should be taken to ensure the safety, welfare and good health of all persons entitled to be on the sites and to ensure that works are carried out in a safe and efficient manner. All personnel working at vulnerable site locations will wear safety helmets and strong footwear. It should be ensured that all workmen and staff employed on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets, the designated safety equipment when working over water - and that proper rescue equipment is available. Fire extinguishers and first-aid equipment will be kept at all sites. 101

228. The construction camps are anticipated to house up to 200 people for about two years. With this concentration of people, the potential for the transmission of diseases and illnesses will increase. The main health and safety risks during construction will arise from:  inadequate sanitation facilities in worker camps;  introduction of sexually transmitted, and other diseases, by immigrant workers; and  outbreaks of malaria, typhoid, cholera etc. amongst the labour force.

229. The following actions will be undertaken at construction camps and stipulated in construction contracts:  submit and obtain approval for a health and safety plan prior to the commencement of work;  provision of adequate health care facilities; and  workers will be required to undergo pre-employment medical screening and treatment (if required) and periodic health checks thereafter.

230. The subprojects will support a public health education programme for workers and villagers covering road safety, malaria, hygiene, and sexually transmitted diseases. The district health departments will also be invited to participate in monitoring and educating communities and workers affected by the project.

7. Nuisance to Nearby Properties

231. Nuisance to nearby properties is likely to result from:  noise and vibration from mechanical devices and construction plant;  dust during quarrying, construction and the trafficking of new surfaces prior to sealing;  gaseous emissions from heavy equipment; and  fumes from asphalt boiling sites.

232. Much of the subproject road sections are existing roads in plain terrains and presently air/dust pollution is not a major issue. Nonetheless, there will be regular watering of the road surfaces or the application of emulsion coats near villages, where dust is a nuisance. Noise generating equipment such as power generators and concrete mixers will be kept away from populated/commercial areas. Provisions will be incorporated into the contractor’s contract to require the use of dust suppression measures.

8. Interference with Utilities and Traffic

233. On the subproject roads, utilities interfere with the ROW at few locations that will have to be shifted / removed prior to construction. This should not be a major problem.

234. Traffic may experience minor delays when diverted around active construction areas, but will be more severely hampered at the locations where temporary road closures are necessary. Such hazard points will have proper signs indicating the nature of the problem envisaged.

235. Contractor will ensure that information on the timing of construction works and notifications of road closure (if any) is provided via the local media (radio, TV, newspaper etc.) or through the local community heads.

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9. Community Impacts

236. Construction camps may put stress on local resources and the infrastructure in nearby communities resulting to people raising grievances. This sometimes leads to aggression between residents and migrant workers. To prevent such problems, the contractor should provide the construction camps with facilities such as health care clinics, places of worship, and occasional entertainment. The use of local labourers during the construction will be promoted to minimise these problems.

10. Quality of Life

237. The impact of the improvements of subproject roads on the socio-economic environment will be significantly beneficial. Improved access and reduced travel time and cost will be major stimuli to economic growth, particularly in rural areas. Better access of agricultural goods to market will be important and a major contributor to poverty reduction.

238. Increased labour mobility will occur. This has both positive and negative impacts. Increased access is a two-way phenomenon, and the corollary to increased access to the project areas is increased access for the residents of these areas to more urban life-styles. Out- migration may result. There is also the likelihood of the relocation of homes and businesses to new road-side locations.

239. During construction, benefits to local people can be maximised if the contractor recruits construction workers locally regardless of gender. Where possible, he/she should also not discriminate in the employment of women.

11. Construction Materials

240. Adequate earth material is available from barren land in the vicinity. Estimated quantity for each road section is about 1,45,500 cum Aggregates (320000 MT) will be mostly sourced from licensed quarries available locally. Sand 80,000 cum will be taken from river beds after prior permission from competent authority.

241. Construction water requirement (avg. 300KLD and peak 400 KLD for each road sections) will be met through local rivers and other local streams. Domestic water requirement (50 KLD) for workers will also be met mainly through local streams. If needed, groundwater may also be abstracted.

242. Road maintenance, repair and new construction will continue to cause large demands for construction materials. There is a clear need for a better materials supply policy in each district to minimise environmental impacts of small-scale, poorly managed operations and improve the quality and reliability of supply. In some districts, it may be appropriate to develop centralised quarries, if an operator can be attracted. In any case, pre-designation of sources would give contractors a level playing field for bidding and minimise incentives for environmentally damaging cost cutting.

243. The engineering team as part of material survey has identified and recommended sources of the construction materials. Details are these sources are provided in Main Volume 1 (Material survey chapter) of Detailed Project Report. As a prior requirement of subproject, every new quarry and borrow area should also be subjected to a site specific environmental investigation work according to an approved plan; and should be left in a safe condition or 103

restored to a productive land use. Subject to these conditions, obtaining construction materials for subprojects will not cause unacceptable impacts.

244. Quarry and borrow pits may be filled with rejected construction waste and afterwards should be given a vegetative cover. If this is not possible, then the excavated slopes will be filled in such a way that they resemble an original ground surface.

245. Mitigation for Quarries  aggregates will be first sourced from licensed quarry sites (which are in operation) that comply with environmental and other applicable regulations;  occupational safety procedures/practices for the work force will be adhered to in all quarries;  quarry and crushing units will be provided with adequate dust suppression measures; and  regular monitoring of the quarries by concerned authorities to ensure compliance with environmental management and monitoring measures.

246. Mitigation of Borrow Areas  prior approval will be obtained from concerned authorities and all local environmental regulations be complied with;  within all identified borrow areas, the actual extent of area to be excavated will be demarcated with signs and access to the operational area controlled;  borrow pit plant and machinery will conform to CPCB and World Bank EHS noise emission regulations;  protective gear will be provided to the workforce exposed to noise levels beyond threshold limits and there should be proper rotation of such personnel; and  all operation areas will be water sprinkled to control dust levels to national ambient air quality standards.

247. The subprojects will require large amounts of bitumen or bitumen emulsion usually stored in drums. These empty bitumen drums are generally recycled as steel sheeting, or used in road construction as parapets or for river bank stabilisation. When supplied and used in this manner, bitumen is not regarded as a significant environmental hazard.

248. The subprojects will require the import, transport and use of fuel and oils. Minor diesel spills are common in region, especially around fuel stations. To mitigate these impacts following measures will be applied.  Secondary containment around fuel tanks and at fuelling stations will be built;  Oil and fuel spills, and other runoff from contaminated areas will be controlled; and  Equipment and fuel depots will be placed in safe zones away from drinking water sources and along river banks.

249. The subprojects provides an opportunity to assist the PIU and contractors in improving fuel handling practices so as to minimise future fuel spillage.

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F. Environmental Impacts - Operation Phase

1. Noise Vibration, Air Pollution, Runoff, Spoils of Hazardous Materials

250. The current low traffic flows along the subproject roads is expected to increase because of improved economic activities associated with better access. The larger numbers of vehicles will be an additional source of noise and gaseous emissions.

251. An incremental increase of about 3 to 5 dB(A) noise level is expected due to increased traffic over the designed life of the project i.e. 20 years. Most of these increase in noise level will be attenuated by natural means i.e. distance form source, obstacles from nearby and surrounding building and structures, difference in levels of vehicle and receptor as well as installation of recommended mitigation measures such as installation of noise barriers at sensitive location, planning of trees etc.

252. Repairs to culverts and new drainage work will eliminate/reduce the soil erosion problems presently caused by poor cross drainage. Also, the situation will remain good because these roads pass through area that are largely vegetated and plants have the capacity to absorb gaseous as well as noise pollutants. Bioengineering techniques (such as turging of slopes through rough grassing, tree plantation along the slopes etc.) may also help to absorb pollution.

253. Since the subproject roads are mostly passing through plain terrain and works will not include blasting of rocks (which is mainly requires in hilly terrains), therefore possibilities of Acid Rock Drainage (ARD) are very remote. ARD causes mainly due to leaching of sulphur containing materials from rocks that become exposed to atmospheric oxygen by blasting work.

2. Land Use and Settlements

254. The likely impacts on land use and settlement patterns are limited. Improved access will lead to increased migration, but this will occur gradually and over a prolonged period. There will be time for new residential areas to be established. There will be a need to control ribbon development.

3. Social Impacts

255. Specific benefits to local people will include:  easier communication;  easier access to markets (both internally and regionally) with savings in travel times and costs;  enhanced market efficiency through better distribution and accelerated deliveries etc.;  improved access to health, education and other social services;  employment generation;  improved technical skills; and  enhanced economic activity.

256. Likely adverse social impacts will include:  increased chances of exposure to communicable diseases, particularly during construction; 105

 influxes of new settlers leading to increased pressure on natural resources causing hardship to local communities relying on local/forest resources; and  rural-to-urban migration causing labour shortages in the depleted rural areas and other negative impacts in the urban areas.

G. Cumulative and Induced Environmental Impacts

257. According to the ADB Environment Safeguards Sourcebook 8 Cumulative Impacts is described as: “The combination of multiple impacts from existing projects, the proposed subprojects, and anticipated future projects that may result in significant adverse and/or beneficial impacts that cannot be expected in the case of a stand-alone project.” The sourcebook also describes Induced Impacts as: “Adverse and/or beneficial impacts on areas and communities from unintended but predictable developments caused by a project, which may occur at later or at a different location.

258. Economic activities supporting transport like fuel stations, automotive repair shops, lodging, and restaurants are expected to increase with increase of traffic and induce development in the project areas. The improved roads will provide better connectivity and result in (i) Reduction in travel time (ii) better mode and frequency of transport (iii) access to quality health care facilities, educational and other infrastructural facilities (iv) enhanced tourism activities in the areas, districts and state which in many terms will boost the local economy (v) better investment climate for industries creating more employment opportunities to local people.

259. In terms of environment safeguard issues the improved road surface is expected to result in less dust and noise due to traffic plying on the damaged roads. However, the increased traffic due to the improved road will generate more air pollution due to vehicle exhaust and noise. The smoother road conditions will also result in increase of traffic speeds, hence creating more risks for accidents amongst traffic users as well as the local communities in the subproject areas of four districts in Madhya Pradesh.

260. For addressing the impacts of air pollution and noise, regular maintenance of the road surface, maintenance and monitoring of newly planted trees and installation of noise barriers where necessary have been included in the EMP for implementation during operation stage. For addressing safety related impacts, regular maintenance of the road furniture include safety related furniture, enforcing rules against encroachment of structures and sensitive structures (schools, temples etc.) inside the ROW and implementation of the emergency response system has been included in the EMP for implementation during operation stage,

261. Information on future development projects along the project roads was not available. Hence, it is difficult to assess cumulative impacts from other projects which may get implemented in the project areas.Hoowever road upgrade projects usually do not have any cumulative environmental impacts except for wildlife habitat fragmentation, which is not the case here with eleven selected subprojects under MPMDR-2 project, since the road upgrade will be completed within the existing right of way.

8 Environment Safeguards, A Good Practice Sourcebook, Draft Working Document, December 2012

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H. Potential Environmental Enhancement/ Protection Measures

262. Appendix 9 to Appendix 12 of this IEE Report presents good environmental management practices and guide documents in the following aspects of road construction: 1. Tree Plantation and Management – Appendix 9 2. Borrow Area Management – Appendix 10 3. Emergency Management System – Appendix 11 4. Debris Disposal Management – Appendix 12

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VI. CLIMATE CHANGE IMPACTS AND RISKS

A. Climate Change Mitigation

263. The Transport Emissions Evaluation Model for Projects (TEEMP)9 developed by Clean 10 Air Asia was utilized to assess the CO2 gross emissions with and without the project improvements. The main improvement from the project that was considered for the model are better surface roughness with initially 2m/km which may deteoriate over a period but not less than 3.5 m/km and widening of roads from single lane (3.5m) to intermediate lane (5.5). These were translated into impacts on traffic speed and hence fuel consumption. The model also allows for the inclusion of impacts related to traffic congestion with and without project through provisions for inserting data on the traffic numbers, lane width, number of lanes and volume/capacity saturation limit.

264. Information that was fed into the model for projecting the CO2 emissions were: (i) The project will rehabilitate and widen approximately 197.09 km of the major district roads in the State of Madhya Pradesh, which will have eleven different sections having road length from 8 km to 33 km. (ii) The road configuration will change from single lane to intermediate lane with carriageway width of 5.5 m and will have an asphalt concrete surface. (iii) Existing road roughness is mostly 6.0 m/km and will be improved to 2.0 m/km, which may further reach upto 3.5 m/km during 7 years of road operations and hence will be resurfaced after every 7 years. (iv) Construction will take place over a period of 24 months in 2017-19 and road operations will begin in the end 2019. (v) The design life of the road is 20 years. (vi) Other improvements include the repair or reconstruction of damagedculverts, introduction of lined longitudinal and cross drains for the road andremoval of irregularities on the existing vertical profile and road safetyappurtenances.

265. Traffic forecasts were taken from the detailed project reports prepared for these nine road sections. Maximum PCU for 1.0 lanes and 1.5 lanes were considered as 7,000 and 12,000 respectively in consistent to IRC guidelines. The volume/capacity saturation li