IRB Pathankot Amritsar Toll Road Pvt. Ltd

Home , Amritsar district, Batala, Pathankot, Qilla Tek Singh, Said Mubarak, Sohian

Environment and Social Due Diligence Report

March 2012

IND: India Infrastructure Project Financing Facility II –IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Prepared by

India Infrastructure Finance Company Limited

This report has been submitted to ADB by the India Infrastructure Finance Company Limited (IIFCL) and is made publicly available in accordance with ADB’s public communications policy (2005). It does not necessarily reflect the views of ADB.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

IIFCL

Due diligence Report on Environment and Social Safeguards

Sub Project: Four Laning of Pathankot-Amritsar section of NH-15 under NHDP Phase- III on DBFOT Basis

SUB PROJECT DEVELOPER: IRB Pathankot Amritsar Toll Road Pvt. Ltd.

March 2012

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

CONTENTS

PROJECT BACKGROUND: ...... 5 1. SUB-PROJECT TITLE: ...... 5 2. SUB-PROJECT DESCRIPTION: ...... 5 3. CONCESSIONAIRE: ...... 6 4. EPC CONTRACTORS:...... 6 5. INDEPENDENT CONSULTANT: ...... 6 6. LENDER’S ENGINEER: ...... 6 7. STATUS OF SUB-PROJECT IMPLEMENTATION: ...... 6 DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS: ...... 7 8. AVAILABILITY OF EIA/EMP REPORTS: ...... 8 9. VISIT TO SUB-PROJECT LOCATION: ...... 8 10. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: ...... 8 11. CATEGORIZATION OF SUB-PROJECT: ...... 9 12. STATUS OF REGULATORY CLEARANCES: ...... 9 13. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE: ...... 11 14. ALTERNATIVE ANALYSIS: ...... 12 15. ENVIRONMENT AND SAFETY CLAUSES IN CONCESSION AGREEMENT AND EPC CONTRACT: ...... 13 16. EMP IMPLEMENTATION BUDGET: ...... 14 17. ENVIRONMENT MANAGEMENT PLAN (EMP) IMPLEMENTATION: ...... 14 17.1. institutional framework for emp implementation: ...... 15 17.2. ENVIRONMENTAL MONITORING: ...... 15 18. SITE VISIT:...... 15 19. CONCLUSION AND RECOMMENDATION: ...... 16 DUE DILIGENCE ON SOCIAL SAFEGUARDS ...... 18 20. DUE DILIGENCE OF SOCIAL IMPACTS: ...... 19 21. MINIMIZATION OF SOCIAL IMPACTS: ...... 19 22. PUBLIC CONSULTATION: ...... 19 23. LAND ACQUISITION IN THE SUB-PROJECT: ...... 20 24. RESETTLEMENT IMPACT IN THE SUB-PROJECT: ...... 20 24.1. Impact on private structure ...... 20 24.2. Impact on Religious properties ...... 21 25. COMPENSATION AND ENTITLEMENT: ...... 21 26. INSTITUTIONAL ARRANGEMENT:...... 21 27. GRIEVANCE REDRESSAL MECHANISM: ...... 21 28. MONITORING AND EVALUATION: ...... 21 29. EMPLOYMENT GENERATION AND INCOME RESTORATION: ...... 22 30. SITE VISIT:...... 22 31. CONCLUSION AND RECOMMENDATIONS: ...... 22

LIST OF TABLES: TABLE 1 : Project Salient Features…….……………………………………………………………………………………..5 TABLE 2 : Status of Regulatory Clearances Obtained ……………………..……………………………..10 TABLE 3 : Participation in consultation meeting for environment, Health & Safety issues………12 TABLE 4 : Affected families as per the type of structure………………………………………………….……..20

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

APPENDICES:

Appendix I: EIA/EMP Report Appendix II: Copies of Relevant Clearances, Consents and Permits

Appendix III: Concession Agreement Appendix IV: EPC Agreement

Appendix V: Implementable EMP Appendix VI : QHSE Policy

Appendix VII : Resettlement Action Plan (RAP) Appendix VIII : Letter related to the disputed land

Appendix IX : Sample Labour sheet

Photoplate-I: Site Visit Photographs

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

PPRROOJJEECCTT BBAACCKKGGRROOUUNNDD:::

1. SSUUBB---PPRROOJJEECCTT TTIIITTLLEE:::

1. NHAI has taken measures to increase the capacity Pathankot to Amritsar Section of NH-15 from Km. 6.082 to Km 108.502 in the state of Punjab by widening it to 4-lanes under NHDP III B on Design, Build, Finance, Operate and Transfer Basis. 2. SSUUBB---PPRROOJJEECCTT DDEESSCCRRIIIPPTTIIIOONN:::

2. The project road section is a part of National Highway No. 15 (NH-15) and is located in the North-Western part of Punjab. The project road passes through two districts of Punjab i.e. Gurdaspur and Amritsar. The 102.42 km of the project road covers two district headquarters – Gurdaspur and Amritsar four tehsil headquarters – Pathankot, Gurdaspur, Batala and Amritsar town. NH-15 starts from Pathankot and traverses through Gurdaspur-Amritsar-Bhatinda- Ganganagar-Bikaner-Jaisalmer-Barmer and ends at Samakhaiali near Kandla Port in Gujarat and has a length of 1526 Kms. The length in Punjab state is 350 Kms only.

3. The awarded project corridor of Package-APBOT, DBFOT, Phase-III starts from existing chainage km 6.082 at junction with NH-I A near Pathankot and terminates at chainage km 108.502 at Amritsar covering two districts namely Gurdaspur and Amritsar of the state of Punjab considered under the Rehabilitation and Up-gradation of NH-15.

4. The proposed widening and strengthening work would mainly involve: (i) widening of existing two lane road into four lane divided carriageways; (ii) new construction of 4 lanes; (iii) Pavement strengthening and provision of drains, service roads, sidewalks, pedestrian crossing, cattle crossing, underpasses, bus bays and truck lay byes etc. The project salient features are given in table 1.

Table 1: Project Salient Features

Particulars Project Road Length 102.42 Km Terrain Mostly Plain and land slopes gently from North- to South. Bypass Dinanagar, Dhariwal, Batala, Kathunangal, Verka and Gurdaspur 4 Nos. Major Bridges

6 Nos. Minor Bridges

Railway Over Bridge 5 Nos. Pipe Culverts 235 Nos. Vehicular Underpass (VUP) 14 Nos. Box/Slab Culverts 82 Nos. Toll Plaza 02 Nos. Source: LIE’s Monthly Progress Report, August 2011

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Project Facilities: Further as part of the project, various project facilities shall be provided which will also put advantage to the environmental and safety safeguards of the project. The project facilities to be provided as part of the concession agreement include:

Road side, furniture (e.g. Traffic Signs and Pavement Markings, Concrete Cash Barriers, Metal beam crash barrier, Separators (MS Railing); Toll Plaza at two locations (km 16.000 and km 88.500); Pedestrian facilities Landscaping and Tree plantation including median plantation; Truck Lay Bays Bus bays and Bus shelters Highway lighting; Highway patrol; Ambulances; Emergency Call Boxes (ECBs) at every 2 kms.

3. CCOONNCCEESSSSIIIOONNAAIIIRREE:::

5. NHAI has appointed M/s. IRB Pathankot Amritsar Toll Road Pvt. Limited as the concessionaire for this sub-project. The Concession Agreement was signed on 16th November 2009 between NHAI and M/s. IRB Pathankot Amritsar Toll Road Pvt. Limited. The financial closure has been achieved on 19th March 2010.

4. EEPPCC CCOONNTTRRAACCTTOORRSS:::

6. M/s. IRB Pathankot Amritsar Toll Road Pvt. Limited has signed the EPC contract agreement with M/s IRB Infrastructure Developers Ltd. 5. IIINNDDEEPPEENNDDEENNTT CCOONNSSUULLTTAANNTT:::

7. M/s ICT Pvt. Ltd. has been appointed as the independent consultant for the project.

6. LLEENNDDEERR’’’SS EENNGGIIINNEEEERR:::

8. M/s. Feedback Ventures Pvt. Ltd. has been appointed as Lender’s Engineer for the project.

7. SSTTAATTUUSS OOFF SSUUBB---PPRROOJJEECCTT IIIMMPPLLEEMMEENNTTAATTIIIOONN:::

9. Physical Progress: The construction of 4 ROBs, 4 minor bridges, 2 Flyovers, 1 major bridge are in progress. 85 Hume pipes and 23 Box culverts has been completed. Construction of 7 Vehicular Underpasses has been started.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

DDUUEE DDIIILLIIIGGEENNCCEE OONN EENNVVIIIRROONNMMEENNTTAALL SSAAFFEEGGUUAARRDDSS:::

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

8. AAVVAAIIILLAABBIIILLIIITTYY OOFF EEIIIAA///EEMMPP RREEPPOORRTTSS:::

10. NHAI through its consultant M/s SPAN Consulting Engineers Pvt. Ltd. has prepared the Environmental Assessment and Environment Management Plan. A copy of the EIA/EMP report is given in Appendix-I.

9. VVIIISSIIITT TTOO SSUUBB---PPRROOJJEECCTT LLOOCCAATTIIIOONN:::

11. As part of the preparation of the ESDDR, the sub-project was visited by the Environmental and Social safeguard specialists of IIFCL during 11th -12th of August 2011 for field verification of Environmental safeguards as reported in the EIA/EMP reports and consultation with the concessionaire. The site visit photographs are given in Photoplate-I.

10. EENNVVIIIRROONNMMEENNTTAALL SSEENNSSIIITTIIIVVIIITTYY AANNDD DDUUEE DDIIILLIIIGGEENNCCEE:::

12. The environmental sensitivity of the NH-15 section between Pathankot-Amritsar sections has been assessed by reviewing the Environmental Assessment and Management Plan, prepared as part of the project preparation, supplemented by field visit and consultation with the concessionaire. The environmental sensitivity assessment is given below:

The project road mainly lies in plain terrain and is criss-crossed by Upper Bari Doab Canal(UBDC) System all along its length; There are numerous bridge structures, minor and major, across these canals, distributaries and drains;

There is no declared wildlife/protected area situated within 10 km of the project corridor;

There are no known rare, threatened or endangered fauna species within the project area;

The widening and up-gradation of this NH section involves diversion of 137.6075 Ha of forest land as per forest Clearance obtained for this project vide letter no. F.No. 8-17/2010-FC dated 18th October 2010;

As per EC Letter, about 20150 nos. of road side tree cutting is involved as part of the project. To compensate thrice number of tree plantation shall be undertaken. For the diversion of 137.6075 Ha of forest land, compensatory afforestation will be taken up over double of degraded forest land (238 Ha) by the forest dept. at the cost of project authority. Net present value (NPV) of the forest area shall be charged by state Govt. The saplings shall be maintained for 5 years. The cost provision for felling, and plantation of new saplings has been made;

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

There are no archeological monuments and sites within corridor of impact for this project;

There are 4 major bridges, 6 minor bridges,5 ROBs,5 Fly overs,235 Pipe Culverts, 14 Vehicular Underpasses and 82 Slab/Box Culverts structures are going to be constructed along the entire length of the project road. ;

Public consultations have been conducted during the environmental studies to disseminate the project information and to record the views/aspirations of the local people along this NH section.

Elaborate environmental management and monitoring programme has been suggested for this NH section;

The concessionaire has undertaken the implementation of environment management measures as per agreed EMP including physical monitoring of environmental parameters during the construction stage of the project; and,

As per EIA/EMP report, a cost provision of INR 17.13 million has been proposed for Environment Management and monitoring plan for this project.

Periodical environmental management and monitoring during the project implementation is being carried out by the concessionaire.

11. CCAATTEEGGOORRIIIZZAATTIIIOONN OOFF SSUUBB---PPRROOJJEECCTT:::

13. The sub-project can be classified as category B based upon ADB’s EA requirements as per their Safeguard Policy Statement (2009). This classification is based on the review of the EA report and other available documents, field verifications of the sub-project with respect to the environmental sensitivity among others. 12. SSTTAATTUUSS OOFF RREEGGUULLAATTOORRYY CCLLEEAARRAANNCCEESS:::

14. The statutory clearances required as part of the proposed widening and strengthening of NH- 15 section between Pathankot-Amritsar sections was assessed and current status of availability of such clearances are given in Table 2. The Environment (Protection) Act, 1986 (EPA-1986) provides holistic framework for the protection and improvement to the environment. Under the EPA-1986, certain development projects have been identified requiring environmental clearance as defined under EIA notification dated 14th September 2006 including all its amendments.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Table 2: Status of Regulatory Clearances Obtained

Sl. No. Clearances Statutory Current Status of Clearance Required Authority 1 Environmental Ministry of NHAI has been granted the Environmental Clearance Environment Clearance on 10th April, 2007 by MoEF vide letter and Forests, no. 5-11/2007-IA-III. New Delhi 2 Forest Ministry of Approval for diversion of 137.60 Ha of forest land Clearance Environment falling at NH-15 at Chainage 6.0082 km to 98.050 and Forests, km received on 18.10.2010 New Delhi Compensatory Afforestation is required to be taken up by the forest department over 238 ha on double the degraded forest land at the cost of project authority. The legal status of the land will remain unchanged.

Additional amount of NPV of the diverted forest land shall also be charged by the state government from the user agency.

3 Tree Cutting & Punjab State Approval for tree cutting and transfer of trees logs transfer of Forest Dev. from Pathankot –Amritsar Road involved in the Tree Logs Corpn. Ltd., diversion of 137.6076 ha of forest land for Permission Amritsar widening of this road in Forest Division of Amritsar and Gurdaspur, at reserve price fixed by the state government.

4 Consent to Punjab Consents has been received from Punjab Establish and Pollution Pollution Control Board for construction work of Operate Control Board the highway under section 25/26 of the water (prevention and control of pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981. These consents are taken for establishment at following sites : 1. Phakhar Pura Village, Near Jainitipur, Batala Road, Amritsar (Consent Order no. ZO-ASR/ASR/NOC/HM/2010/F-186, date of issue: 01-10-2010 i. HMM: 160 MT/hr ii. Concrete Mix: 30 m3/Hour iii. Wet Mix Macadam: 200 MT/hr

2. Madhopur Village, Tehsil Pathankot, Gurdaspur District (Consent Order no. ZO-ASR/HSP/HM/CTO/WPC/2010/F-126, date of issue: 22-07-2010(Consent to operate for Hot Mix Plant under section 25/26 of the water (prevention and control of pollution) Act, 1974 and HMM Plant Consent Order No. ZO- ASR/ASR/HM/CTO/APC/2010/F-135,date of issue :22-07-2010 under section 21 of 10

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Air (Prevention & Control of Pollution) Act, 1981. 3. Permanand Village, Tehsil Pathankot, Gurdaspur District (Consent Order no. ZO-ASR/HSP/NOC/2011/F-183, date of issue: 13-04-2011, Validity: 12-04-2012),

iv. Concrete Mix Plant : 240 cu mts/day

5. Quarry State Govt. Quarry operations will be carried out in Approvals Dept. of association with licensed contractors who have Mining & been allocated stone material extraction Geology permission by Dept. Of Mining & Geology. Copies attached. 6. Diesel Storage Chief Permits/License has been obtained from CCoE License Controller of regarding fuel storage at site office of Pakharpura Explosives, Village, Amritsar district. North Circle, Faridabad

15. Copies of all relevant clearance, approvals and permits are given in Appendix-II.

13. PPUUBBLLIIICC CCOONNSSUULLTTAATTIIIOONN AANNDD IIINNFFOORRMMAATTIIIOONN DDIIISSCCLLOOSSUURREE:::

16. Public Consultation were done in two ways. A number of roadside people were interviewed based on a written structured questionnaire. Also a number of interactive sessions were organized with local people to have their opinions on the road development project.

17. Consultations were carried out at the design stages to identify as follows: Location specific social and environmental issues to be addressed through designs; Socio-economic profile of community along the project routes; Extent of likely impact due to the project; Expectations and reservations of people towards project; and Resettlement and rehabilitation options.

18. Local level consultations were carried out through focus group discussions with the community residing along the highway to select the best alternative to minimise impacts. The venues of the meetings were the villages/settlement along the project corridor. At these meetings, the people were formally invited covering project-affected persons. prominent village persons, village panchayat members, teachers, health workers and others including women. The consultations were held based on a structured questionnaire. At meetings, these

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

questionnaires were distributed and people were informed about the subsequent meeting when their responses could be recorded. Three villages participated in the public consultation including 19 PAPs. Summary of participation in Consultation meetings is given as Table 3.The questionnaire –based surveys and Focus Group Discussions were conducted during the month of January 2005.

Table 3: Participation in Consultation Meetings for Environment, Health & Safety Issues

Project Impacted Consultation Meetings PAPs Villages Male Female

Sarna 26 1 8

Parmanand 19 0 0

Bariar 23 0 11

Japuwal 17 0 0

Babri 19 3 0

Said mubarak 21 0 0

Jaintipur 16 0 0

Pakharpur 18 0 0 Total 159 4 19

Source: Chapter-8 on Public Consultation, EIA Report

14. AALLTTEERRNNAATTIIIVVEE AANNAALLYYSSIIISS:::

19. Different alternatives of the project were considered and the selection of the option was based on the most reasonable and potentially viable alternatives for the proposed project activities. The present proposal is strengthening and widening of the existing Highway section. Three major options have been studied with respect to the project, i.e. (i) No Project Scenario, (ii) Widening within available width of ROW and (iii) Widening upto required RoW and selecting widening alignment considering environmental and social aspects. The alternative assessment is summarized here:

20. “No Project Scenario”: The capacity of the present highway is insufficient for handling increasing volume of traffic over time. It will impact on traffic movements resulting in lowered traffic speed and increase in accidents due to less traffic safety. Although in “no project scenario”, there won’t be any land acquisition, no forest land diversion and no cutting of trees but the population growth, increase in traffic volumes and the economic development along the corridor would continue to occur and will exacerbate the already critical situation. The 12

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

existing unsafe conditions and the adverse environmental consequences, in terms of environmental quality along the highway, would further deteriorate in the absence of the proposed improvements. Therefore, the no-action alternative is neither reasonable nor prudent, as it would amount to failure to initiate any further improvements and impede economic development.

21. “Widening within available width of ROW”: This is to remain within the existing alignment and widening the corridor within the available land within the existing right of way to avoid fresh acquisition of land, which may be sensitive to environment and social aspects. Bottlenecks will be removed for couple of years but the condition will deteriorate in future. Traffic speed will be limited at several sections and traffic safety will improve but some sections will be more accident prone due to more traffic. Improved facilities, e.g. parking, service road cannot be provided in all sections and more no. of trees on both sides will be cut and there will be less space for new plantation. There will be less improvement in aesthetics which will further deteriorate due to loss of trees.

22. “Widening upto required RoW and selecting widening alignment considering environmental and social aspects”: This option will improve the capacity of the highway of traffic movement for future and no congestion envisaged. Traffic speed will increase at a uniform rate and no future bottlenecks are envisaged. Traffic safety will improve substantially due to widened road, median and proper design of intersections etc. Due to new design, drainage condition will improve along entire stretch. Improved facilities e.g., parking, service road etc. will be provided in all sections. Although there will be acquirement of forest and new land which may have some environmental impacts. But realignment and bypasses has been provided in this option to avoid loss of structures and resettlement & rehabilitation issues. This will also help in less no. of cutting of trees on both sides of road and provide more space for new plantation which will help in improvement of aesthetics.

23. The analysis shows that positive/beneficial impacts of “third option” scenario will outweigh those of the “first two” scenarios, which will result in deterioration of the present environment, and quality of life. The above comparison shows that third option will be suitable for the proper road design and future traffic requirement. Hence, “With Project scenario with widening option” with few reversible impacts is considered a more acceptable option than the “Without Project” scenario.

15. EENNVVIIIRROONNMMEENNTT AANNDD SSAAFFEETTYY CCLLAAUUSSEESS IIINN CCOONNCCEESSSSIIIOONN AAGGRREEEEMMEENNTT AANNDD EEPPCC CCOONNTTRRAACCTT:::

24. As per article 5 under obligations of Concessionaire in concession agreement, the concessionaire shall comply with all applicable laws and applicable permits (including renewals as required) in the performance of its obligations under this agreement. It is also mentioned that Concessionaire shall ensure and procure that its contractors comply with all applicable permits and applicable laws in the performance by them of any of the

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Concessionaire’s obligations under this agreement. Concession agreement (Vol. I & II) for this project is attached as Appendix-III. Safety requirements are given under Article 18 in which it is specified that the Concessionaire shall comply with the provisions of applicable laws and applicable permits and conform to good industry practices for securing the safety of the users. Compliance with applicable permits has also been specified in Schedule -E of Concession agreement. As per the schedule- L of CA, the concessionaire has to ensure adherence to safety requirements during all phases of construction, maintenance and operation to reduce injuries, loss of life and damage to property. The concessionaire shall abide with applicable laws and applicable permits, manual for safety in road design, issued by MORTH, relevant standards/guidelines of IRC relating to safety In accordance with the provisions of CA and good industry practices relating to safety of users. NHAI shall appoint an experienced and qualified firm or organization as a safety consultant for the project for carrying out safety audit of the project highway in accordance with the safety requirements.

25. Copy of EPC Contract has been attached as Appendix-IV. As part of EPC Contract, under clause of obligations of the contractor, it is specified that the contractor shall comply with all Applicable Laws and Applicable Permits and secure all applicable permits and other necessary permits and authorizations for the construction and completion of the project highway .Contractor will discharge its obligations in accordance with Good Industry Practice and in accordance with the Safety Requirements.

16. EEMMPP IIIMMPPLLEEMMEENNTTAATTIIIOONN BBUUDDGGEETT:::

26. As part of the project, detailed EMP measures has been undertaken including a budget for implementing the same. The EMP budget exclusively includes the following measures: Environmental Monitoring and Training; Road side Tree plantation and maintenance; Landscaping; Safety signs and safety provisions at construction sites Water sprinkling during construction; Environmental Measures in the construction camps;

17. EENNVVIIIRROONNMMEENNTT MMAANNAAGGEEMMEENNTT PPLLAANN (((EEMMPP))) IIIMMPPLLEEMMEENNTTAATTIIIOONN:::

27. The environmental management plan as appeared in EIA report is given in Appendix-I, which describes the proposed mitigation measures that would be adopted during the construction and operation stages of the project. Environment Management Plans implemented for this project has been attached as Appendix-V. The concessionaire is committed to comply with good practices related with environment & safety during development of its projects and has adopted Quality, Health, Environment and Safety Policy which is attached as Appendix-VI.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

17.1. INSTITUTIONAL FRAMEWORK FOR EMP IMPLEMENTATION: 28. The project institutional framework as given in the project EMP indicates that the overall implementation responsibility of the EMP lies with the Project Implementation Unit (PIU); Project Director at PIU is supported by the Environment Officer of NHAI. NHAI has appointed Central Road Research Institute (CRRI) as safety consultant for carrying out safety audit of the project highway in accordance with the safety requirement and shall take all other actions necessary for securing compliance with safety requirements. During execution of works, the concessionaire & EPC contractors have taken reasonable steps to protect the environment on and off the site and avoid damage or nuisance to persons or to property of the public or other resulting from pollution, noise or other causes arising as a consequence of their method of operation. On the concessionaire end, Safety cum Environmental Engineer has been appointed during construction phase of this road project who will monitor and supervise the construction project managers of the contractor to take care of the implementation of the Environment, Safety and labor related aspects. Chief Project manager of EPC Contractor is responsible for implementing the EMP during all phases of construction and ensures that all subcontractors are aware of and comply with the EMP.

17.2. ENVIRONMENTAL MONITORING: 29. The job of environmental monitoring for Pathankot Amritsar road project has been outsourced to an Environmental Laboratory namely M/s. Envirotech. As informed by concessionaire, Periodic Environmental monitoring is being carried out on regular basis for entire stretch. The field reports of various environmental components will be received at quarterly basis. IIFCL has requested to provide the latest copy of Environmental Monitoring report.

18. SSIIITTEE VVIIISSIIITT:::

30. A site visit was undertaken by IIFCL’s Environmental and Social Safeguard specialists during 11th -12th of August 2011 to review the implementation of the project environmental safeguards. During the site visit it has been observed that:

Regular water sprinkling is being done in high dust generation areas like road construction sites and construction plant areas. Plantation has been done along the boundary of camp sites to develop a green belt and overall housekeeping is good in the camp and plant site Provision of first aid boxes has been done in camps, plants & construction site and agreements has been done with local hospitals for any emergency issues Provision of vehicle has been done at site for emergency works Tree cutting for forest areas falling under RoW expansion has been completed. Topsoil stockpiling has also been practiced during soil excavation activities for this project. Proper traffic diversions and appropriate signages are being provided at the site to prevent any disruption to the highway traffic. Manpower is also deployed at diversion locations to ensure safety to prevent any traffic congestion..

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

Workers are being provided with the required safety gears to be worn during execution of work. Necessary barricading and safety precautions for deep excavations are also being ensured. Work safety signages have been provided throughout the project highway and also at Construction site offices. The labour camps are provided with adequate drinking water and sanitation facilities. Provision of soak pits of adequate capacity and septic tanks have been made.

31. The site visit photographs for the environmental safeguard measures and progress of construction work details are given in Photoplate-I.

19. CCOONNCCLLUUSSIIIOONN AANNDD RREECCOOMMMMEENNDDAATTIIIOONN:::

32. Based upon the available documents and site visit, it is concluded that the concessionaire through their EPC contractor has undertaken adequate environmental safeguard measures. The conclusions for the sub-project are given below: The sub-project has been prepared by NHAI as per its own funding requirement and not in anticipation to ADB operation.

The sub-project has necessary national and local level environmental clearance as well as permits and approvals for project implementation as given in Appendix-II.

Concessionaire has confirmed through written communication that all pending statutory environmental clearances /approvals /consents will be obtained (or renewed as the case may be) immediately;

The sub-project does not affect any eco-sensitive zones as declared by MoEF. Also the project does not pass through any national park or wild life sanctuary area. No historical monuments are affected due to this road project.

Concessionaire has confirmed that continued compliance is being carried out with terms and conditions stipulated for according statutory environmental clearances /approvals /consents by the facility owner and the civil works contractors;

Concessionaire has confirmed that the funds for diversion of forest land and compensatory afforestation have been deposited with the regulatory authorities by the Project in time bound manner;

During site visit and discussion with the project developer, the implementation of EMP and environmental monitoring system were found adequate.

Periodical environmental management and monitoring during the project implementation is being carried out by the concessionaire.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

The sub project may also have a positive GHG emission reduction due to less fuel consumption for the same traffic density.

33. Based on the site visits and due diligence findings, it can be deduced that the sub-project has no significant environmental safeguard issue.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

DDUUEE DDIIILLIIIGGEENNCCEE OONN SSOOCCIIIAALL SSAAFFEEGGUUAARRDDSS

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

20. DDUUEE DDIIILLIIIGGEENNCCEE OOFF SSOOCCIIIAALL IIIMMPPAACCTTSS:::

34. The Social safeguard due diligence of the NH-15 section between Pathankot-Amritsar sections has been assessed by reviewing the Resettlement Action Plan (RAP) as prepared by NHAI for the project (Appendix VII), supplemented by field visit and information provided by the concessionaire.

21. MMIIINNIIIMMIIIZZAATTIIIOONN OOFF SSOOCCIIIAALL IIIMMPPAACCTTSS:::

35. As detailed in RAP, efforts have been taken during the project designing stage to minimise the negative social impact by making provisions for bypasses, eccentric widening at few locations and concentric widening at few more locations as detailed below:

a) Bypasses

36. Bypasses have been proposed where impact of widening was high on structures and affected people. Bypasses have been proposed in 5 stretches. These alternatives have been adopted keeping in mind the prime objective of reducing displacement of the people and disruption of livelihoods. These alternatives have helped in reducing the impact substantially. A total of 1753 families are being saved because of proposition of bypasses. Bypass at Dinanagar, Dhariwal, Batala, Kathunangal and Verka was decided in view of the enormous impact on built up area through the town.

b) Side Widening

37. Left side widening has been proposed at 13 locations, which covers about 30.73 km of project road stretch. Right side widening has been proposed at 8 locations and covers 13.200 km of project road.

c) Central widening

38. As mentioned in RAP, there are as many as 6 small sections of the road where symmetrical widening have been proposed since these sections pass through settlement area. It has been proposed in 6.65 km road length.

22. PPUUBBLLIIICC CCOONNSSUULLTTAATTIIIOONN:::

39. As mentioned in RAP, public consultations and focus group discussions were held at ten locations during the fieldwork and five after the completion of Census Survey. Public consultation and participation was undertaken by organizing Focus Group Discussions (FGDs) at village level. People participating in the group discussions were informed about the project and then members were asked to provide their concern with regard to development work. On an average, 12-15 persons including women at 5 locations who are likely to be

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

affected because of the project or otherwise took part in the above process at each location. The main issues raised during these public consultations were related to adequate compensation for the loss, providing employment opportunities to the local people, relocation of religious structures in consultation with the local people. A detail of public consultation is given in Chapter 6 of Appendix VII.

23. LLAANNDD AACCQQUUIIISSIIITTIIIOONN IIINN TTHHEE SSUUBB---PPRROOJJEECCTT:::

40. The total length of the project road is 102.42 Km and the existing ROW of the project road varies from 26 to 30 m. As per the LE report, the total land to be acquired for the project road is 361.731 Ha. The land acquisition has been carried out by NHAI after publishing Gazette notification for the entire stretch.

41. As mentioned in the LE report of August 2011, NHAI has handed over 91.15% of land to concessionaire and only 55.716 Ha (8.85% of the total land to be acquired) is yet to be handed over to the concessionaire.

42. As informed by the concessionaire, there is one pending case related to a disputed land. The case is being dealt by the concerned authority. Concessionaire has intimidated the Conssessioning Authority regarding the pending status of the case. The letter related to the disputed issues is also attached as Appendix VIII.

24. RREESSEETTTTLLEEMMEENNTT IIIMMPPAACCTT IIINN TTHHEE SSUUBB---PPRROOJJEECCTT:::

24.1. IMPACT ON PRIVATE STRUCTURE 43. As informed by the concessionaire, 803 families are being affected due to the widening of the project road. Out of these affected families, only 143 are losing their residential structures and 569 are losing their commercial structures. The details of the affected families as per the type of structure is given in table 4 below:

Table 4: Affected families as per the type of structure

Sl. No. Type of structure Number of affected families 1 Residential structure 143 2 Commercial structure 569 3 Residential cum commercial structure 49 4 Boundary wall 42 Total 803 Source: Resettlement Action Plan

44. As informed by the concessionaire, all the affected families have been compensated for the loss of structures before the start of any civil activity and there is no relocation of any affected family for the sub-project.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

24.2. IMPACT ON RELIGIOUS PROPERTIES 45. As documented in RAP report, 16 religious structures are likely to be impacted due to the widening of the project road. Relocation of the religious structures has been discussed with the local people during the public consultation and Focus Group Discussion (FGD).

25. CCOOMMPPEENNSSAATTIIIOONN AANNDD EENNTTIIITTLLEEMMEENNTT:::

46. As mentioned in RAP, the affected families are entitled to receive compensation for the loss of land and structure. They are also entitled for R&R assistance. As per the RAP, a total of ` 1729.66 million has been considered as R&R budget which includes Compensation for land and structure, R&R assistance to the affected people, support for implementation of RAP and monitoring and evaluation. Details of R&R budget is given in Chapter 9 of Appendix VII.

47. The land acquisition has been done by NHAI and the compensation for the loss of properties is decided by Competent Authority. The payment of compensation for the land acquisition and the distribution of R&R assistance are done by NHAI as per the applicable policies.

26. IIINNSSTTIIITTUUTTIIIOONNAALL AARRRRAANNGGEEMMEENNTT:::

48. RAP provides a detailed mechanism for the appropriate organisation and implementation of the plan. A social cell will be created which will be responsible for the implementation of the action plan. There will be a Resettlement and Rehabilitation (R & R) officer and a land acquisition officer, who will be supported by R & R manager (of Executive Engineer Rank) for each package. In addition Non-government Organisations (NGOs) which have relevant experience in implementation of R & R projects will be contracted to provide assistance to Implementing Authority as well as affected persons. The district level committees will be set up to facilitate the finalisation of replacement value and all grievances of the people.

27. GGRRIIIEEVVAANNCCEE RREEDDRREESSSSAALL MMEECCHHAANNIIISSMM:::

49. As informed by the Concessionaire, no grievances have yet been received from the local people. However, as per the procedure, if any grievances received then they are being forwarded to NHAI for appropriate action.

28. MMOONNIIITTOORRIIINNGG AANNDD EEVVAALLUUAATTIIIOONN:::

50. There is provision in RAP for Monitoring and Evaluation (M & E) of RAP implementation. The social cell of the Project Implementing Authority will undertake the monitoring progress and an external agency will be contracted for annual evaluation of the project.

Environment and Social Due Diligence Report IRB Pathankot Amritsar Toll Road Pvt. Ltd.

29. EEMMPPLLOOYYMMEENNTT GGEENNEERRAATTIIIOONN AANNDD IIINNCCOOMMEE RREESSTTOORRAATTIIIOONN:::

51. As informed by the concessionaire, both skilled and unskilled workers from the local area are being engaged in the construction activities. A sample list of labourers employed from the nearby villages is attached as Appendix IX.

30. SSIIITTEE VVIIISSIIITT:::

52. A site visit was being undertaken by IIFCL’s Environmental and Social Safeguard specialist during 11th-12th of August 2011 to review the implementation of the environment and social safeguards. The observations of the site visit is briefed below: As informed by the concessionaire, land acquisition has been done by the Concessioning Authority. Measures have been taken by the developer to minimise the loss of religious structures. It was noted during the site visit that the ROW has been adjusted to save the religious structures. 31. CCOONNCCLLUUSSIIIOONN AANNDD RREECCOOMMMMEENNDDAATTIIIOONNSS:::

53. Based upon the available documents and site visits it is concluded that the concessionaire has undertaken adequate social safeguard measures for the implementation of the project. The conclusions for the sub-project is given below:

The sub-project has been prepared by NHAI as per its own funding requirement and not anticipation to ADB operation.

The land acquisition has been done by NHAI and the compensation has been paid to the affected families before handing over the land to the concessionaire.

Adequate measures have been adopted for the minimization of social impacts during the planning stage of the sub-project. The design has been finalized with due consideration so that the alignment do not pass through any congested settlement area. The congested settlement area has been avoided by providing bypasses and provision of new alignment, realignment and geometrical improvement of the project road.

Local people’s view have been given due consideration during the implementation of the project. The affected religious properties have been relocated by the concessionaire after consultation with the local people.

Local labour is being engaged in the construction activities for skilled as well as unskilled activities.

Based on the site visits and due diligence findings, it can be deduced that the sub- project has no significant social safeguard issue.

SCPL/632/RH/DPR/VOL-IV(A)

National Higgyhways Authorit y of India (Ministry of Road Transport & Highways, Government of India)

Detailed Project Report for four/six laning from Amritsar to Pathankot (Total Length - 101 kms) on NH-15 in the State of Punjab under NHDP IIIA

PATHANKOT

SARNA [KM 7]

DINANAGAR [KM 25]

GURDASPUR [KM 40]

DARIWAL [KM 51]

BATALA [KM 70]

KATHU NANGAL [KM 91] AMRITSAR

FINAL DETAILED PROJECT REPORT VOLUME - IV PART-A : ENVIRONMENTAL ASSESSMENT & MANAGEMENT PLAN November, 2006 Span Consultants Pvt. Ltd. (An ISO 9001:2000 Certified Company) Consulting Engineers, Architects & Planners SPAN HOUSE, 92-C, Gurudwara Road, Madangir, New Delhi – 110 062 4/6-laning of Amritsar – Pathankot Section km 5.6 to km 102.860 of NH-15 Final Detailed Project Report Volume IV (A) EIA/IEE & EMP

TABLE OF CONTENTS

EXECUTIVE SUMMARY...... 1 0.1 INTRODUCTION ...... 1 0.2 DESCRIPTION OF THE PROJECT ...... 1 0.3 ANALYSIS OF ALTERNATIVES ...... 2 0.4 ENVIRONMENTAL REGULATIONS AND POLICIES ...... 2 0.5 METHODOLOGY ...... 3 0.6 ENVIRONMENTAL SETTINGS ...... 3 0.7 ASSESSMENT OF ENVIRONMENTAL IMPACTS ...... 8 0.8 PUBLIC CONSULTATION ...... 10 0.9 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ...... 11 0.10 INSTITUTIONAL REQUIREMENT AND ENVIRONMENTAL MONITORING PLAN ...... 12 0.11 FINDINGS, RECOMMENDATIONS AND CONCLUSION ...... 14 FINDINGS OF THE STUDY ...... 14 RECOMMENDATIONS ...... 14 CONCLUSION ...... 15 CHAPTER 1.0 INTRODUCTION ...... 16 1.1 THE PROJECT AND PROJECT PROPONENT ...... 16 1.2 BRIEF DESCRIPTION OF THE PROJECT ...... 17 1.3 PURPOSE OF THE REPORT...... 17 1.4 SCOPE OF PRESENT REPORT ...... 18 CHAPTER 2.0 DESCRIPTION OF THE PROJECT ...... 20 2.1 BACKGROUND ...... 20 2.2 PROPOSED DEVELOPMENT ...... 20 2.3 SALIENT FEATURES ...... 20 2.4 PRESENT CONDITION OF THE ROAD ...... 25 2.5 TRAFFIC SCENARIO ...... 26 2.6 PROPOSED PROJECT DESCRIPTION ...... 27 2.6.1 Final Alignment Proposal ...... 28 2.6.5 Interchanges ...... 41 2.6.6 Underpasses & Subways...... 42 2.6.7 Bus Bays ...... 44 2.6.8 Wayside Amenities ...... 44 2.6.9 Toll Plaza ...... 44 2.6.10 Construction Packages ...... 45 2.6.11 Implementation ...... 45 CHAPTER 3.0 ANALYSIS OF ALTERNATIVES ...... 46 3.1 SELECTION OF ALTERNATIVES ...... 46 3.2 ALIGNMENT SELECTION ...... 46 3.3 BYPASSES ...... 48 CHAPTER 4.0 ENVIRONMENTAL REGULATIONS AND POLICIES ...... 49 4.1 INTRODUCTION ...... 49 4.2 KEY ENVIRONMENTAL LAWS AND REGULATIONS ...... 49 4.3 ENVIRONMENTAL CLEARANCE ...... 52 4.5 ENVIRONMENTAL POLICY AND GUIDELINES OF WORLD BANK / ASIAN DEVELOPMENT BANK ...... 53 CHAPTER 5.0 METHODOLOGY ...... 57 5.1 APPROACH TO EIA STUDY ...... 57

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5.2 STEPS IN EIA ...... 57 CHAPTER 6.0 ENVIRONMENTAL SETTINGS ...... 62 6.1 PHYSICAL RESOURCES ...... 62 6.1.1 Physiography ...... 62 6.1.2 Geology and Soil ...... 62 6.1.3 Climate...... 62 6.1.4 Air Quality ...... 67 6.1.5 Surface water and Ground water ...... 68 6.1.6 Noise ...... 72 6.2 ECOLOGICAL RESOURCES ...... 72 6.2.1 Forest Roadside Plantation ...... 72 6.2.3 Fauna ...... 75 6.3 ECONOMIC DEVELOPMENT ...... 76 6.3.1 Industrial Scenario of Punjab ...... 76 6.3.2 Minerals ...... 76 6.3.3 Transport and Communication ...... 76 6.3.4 Agriculture ...... 78 6.3.4.1 Agricultural production in different season ...... 79 7.1 INTRODUCTION ...... 87 7.2 IMPACT DURING DESIGN PHASE ...... 92 7.3 IMPACT DURING CONSTRUCTION PHASE ...... 92 7.3.1 Possession and Displacement ...... 92 7.3.2 Land Requirement ...... 92 7.3.3 Soil Erosion ...... 92 7.3.4 Air Quality ...... 93 7.3.5 Noise ...... 95 7.3.6 Water Resources ...... 95 7.3.7 Rivers, Canals and Nallahs ...... 96 7.3.8 Trees ...... 97 7.3.9 Fauna ...... 99 7.4 IMPACT DURING OPERATION PHASE ...... 99 7.4.1 Air Quality ...... 99 7.4.2 Noise ...... 99 7.4.3 Water Quality ...... 99 7.4.4 Flora and Fauna ...... 100 CHAPTER 8.0 ...... 101 PUBLIC CONSULTATION ...... 101 8.1 NEED ...... 101 8.2 OBJECTIVES ...... 101 8.2.1 Identification of Issues ...... 102 8.2.2 Identification of Stakeholders ...... 102 8.2.3 Location Specific Consultation Needs ...... 103 8.2.4 Design Stage ...... 103 8.2.5 Implementation Stage ...... 104 8.2.7 Issues Raised During Consultations ...... 104 8.2.8 Perceived Impacts ...... 104 8.3 FOLLOW UP CONSULTATION PROGRAMME ...... 107 8.3.1 Information Disclosure ...... 107 8.3.2 Continued Consultation ...... 107 CHAPTER 9.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ...... 109 9.1 INTRODUCTION ...... 109

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9.2 DESIGN PHASE ...... 109 9.3 CONSTRUCTION PHASE ...... 113 OPERATION PHASE ...... 121 ENVIRONMENTAL ENHANCEMENT ...... 122 CHAPTER 10.0 INSTITUTIONAL REQUIREMENT AND ENVIRONMENTAL MONITORING PLAN ...... 124 INTRODUCTION ...... 124 IMPLEMENTATION OF ENVIRONMENTAL MITIGATION MEASURES ...... 124 MONITORING OF ENVIRONMENTAL QUALITY ...... 129 INSTITUTIONAL REQUIREMENT – CAPACITY BUILDING ...... 131 ENVIRONMENTAL COST ...... 132 11.1 FINDINGS OF THE STUDY ...... 135 11.2 RECOMMENDATIONS ...... 135 11.3 CONCLUSION ...... 136

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EXECUTIVE SUMMARY

0.1 INTRODUCTION

Government of India has taken up an impressive programme for improving the road connectivity and road condition across the country. This development programme is intended to maintain the higher growth for economic and social progress. The project road section is a part of National Highway No. 15 (NH-15) and is located in the North-West of Punjab. The project corridor starts from existing chainage km 6.082 at Junction with NH - 1A near Pathankot and terminates at chainage km 102.860 at Amritsar covering two districts namely, Gurdaspur and Amritsar of the state of Punjab. The 97 km of the project road covers two district head quarters – Gurdaspur and Amritsar four tehsil headquarters – Pathankot, Gurdaspur, Batala and Amritsar.The project road from km 6.082 to km 80.750 lies in Gurdaspur District, while the project road from km 80.750 to km 102.860 lies in Amritsar District.

New development may cause different types of impacts on its surrounding environment and on human beings. To assess the impact and to ensure environmental quality, environmental impact assessment is a necessary exercise. The Environmental Impact Assessment provides tools for decision-making as well as it also helps in ensuring the sustainable development with least environmental damage by providing proper Management Plan.

0.2 DESCRIPTION OF THE PROJECT

Road section Pathankot - Amritsar is a part of NH-15. NH-15 starts from Pathankot and traverses through Gurdaspur –Amritsar – Bhatinda – Ganganagar – Bikaner – Jaisalmer- Barmer and ends at Samakhiali near Kandla Port in Gujarat and has a length of 1526 km. The length in Punjab is 350 km only. The project road lies in Gurdaspur District from Km 6.082 to Km 80.750 and Amritsar District from Km 80.750 to km 102.860 with a total length of about 97 kms. The present study incorporates detailed engineering for developing 4 – Lane divided carriageway, partially access controlled highway. Starting from Pathankot, NH-15 traverses through the State of Punjab, passing through the districts of Gurdaspur, Amritsar, Firozpur, Faridkot, Moga, Muktasar & Bhatinda.

NHAI has taken measures to increase the capacity of this highway section by widening it to 4-lanes. Under this project it is proposed to upgrade the section from km 5.6 to km 80.750 in Gurdaspur district and from km 80.750 to km 102.860 in Amritsar district as a part of the project between Pathankot and Amritsar.

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There are 31 villages on the route. 95 percent of the road is two lane and a meager 5 percent is 4- lane. About 15 percent of the road has ROW of 60 m , 22 percent of road has ROW between 30 – 45 m and nearly 65 percent of the road has ROW less than 30 m. There is 1 bridge above 60 m long, 6 bridges within 30 to 60 m long and rest 6 bridges of less than 30 m long. There are 5 level crossing on the project road.

The project road passes through Pathankot, Sarna, Dinanagar,Gurdaspur , Dhariwal, Batala and Verka towns/townships and 31 villages situated on both sides, with thickly populated builtup areas having along side religious places, houses, markets and institutional areas. Since improvement of some of the sections, passing through such builtup areas is not feasible due to varying constraints, bypasses have been proposed.

Road construction requires stone, soil and sand. Suitable areas for quarries and borrow – pits have been identified.

0.3 ANALYSIS OF ALTERNATIVES

Three alternative options were considered for the project. These were:

Option 1:No action, the road remaining as it is.

Option 2: Widening within the existing ROW. This is to remain within the existing alignment and widening the corridor within the available land within the existing right of way to avoid fresh acquisition of land,which may be sensitive to environment and social aspects.

Option 3: Widening upto required ROW and selecting widening alignment considering environmental and social aspects. This alternative covers widening by central, left or right alignment as feasible.

The comparison considering different aspects e.g. traffic movement, environment, safety etc showed that Option 3 is most suitable for the proper road design and future traffic requirement.

0.4 ENVIRONMENTAL REGULATIONS AND POLICIES

Environmental clearance for a project is issued in accordance with the Environment Impact Assessment Notification, 1994 under Environment (Protection) Act, 1986. The project proponent has to make an application in a specified Performa, which shall be accompanied by an Environment Impact Assessment (EIA) Report/Environmental Management Plan prepared in accordance with the guidelines issued by MoEF, GOI. The notification in Schedule-I lists 32 categories of projects that require preparation of EIA and subsequent clearance from MoEF if the investment is more than Rs.100 crores. In the present case where land acquirement is not marginal and about 338.4 hectares of land has to be acquired, the project would require environmental clearance from MoEF, GOI.In the present project five Bypasses have been proposed in the entire road stretch. Individual bypasse have project cost less than Rs. 100 crores, so public hearing will not be required for this project.

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However, public consultation will be conducted at several places to have public opinion. It will also require Forest clearance from Ministry of Environment and Forest, Government of India and No Objection Certificate from Punjab Pollution Control Board

Asian Development Bank has a strong and meaningful Environmental Policy which caters for people and environment. ADB’s Environment Policy contains five main elements: (i) promoting environment and natural resource management interventions to reduce poverty directly, (ii) assisting developing member countries (DMCs) to mainstream environmental considerations in economic growth, (iii) helping maintain global and regional life support systems that underpin future development prospects, (iv) building partnerships to maximize the impact of ADB lending and nonlending activities, and (v) integrating environmental considerations across all ADB operations.

0.5 METHODOLOGY

Environmental Impact Assessment is a holistic process which requires to consider all aspects of environment which may be impacted due to the proposed project. The major issues of consideration are: i) identification of potential impacts due to the project; ii) baseline scenario; iii) assessment of impacts; iv) mitigation measures and v) environmental management plan. Environmental Impact Assessment Manual by MoEF has been followed for the study.

A Screening Report was prepared to identify the important issues on environment from a preliminary study. Reconnaissance survey along the project road was carried out by a team of environmental and social experts. The study was carried out in details for the environmental components like Air, Water, Noise, Soil and Biological by field monitoring. Mitigation measures have been suggested based on environmental and social criteria and also relying on best engineering practices. Besides the mitigation measures, environmental enhancement programmes have also been considered. Public consultation was carried out. Finally an environmental management plan has been developed to ensure the implementation of the mitigation measures and other environmental improvement activities underling specific responsibilities of different participating organisations. A budgetary cost estimate for environmental measures has also been presented.

0.6 ENVIRONMENTAL SETTINGS

Physical Resources: The project road lies between Latitude 32o-17’-10” to 31o-38’-10” and Longitude 75o-39’-17” to 74o-53’-10”. The topography is plain and land slopes gently from North- to South. There are no rivers across the project corridor.

The Tropical Arid Brown Soil covers parts of Amristar, the south-western half of Gurdaspur tehsil

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and Batala tehsil. The soil is deficient in nitrogen, potash and phosphorus. Water-logging, alkalinity and salinity pose serious problems. The texture of the soil is sandy loam in south-western half and in the flood plains of the rivers but in the north-western half the texture becomes clayey. The fertility of the soil varies from medium to high.

The Grey Brown Podzolic Soil is found in the Pathankot tehsil of Gurdaspur. Because of surface run-off, the soil is not influenced by leaching, hence profile development is poor. Since the rainfall is heavy, gully erosion is a serious problem in Pathankot & Gurdaspur areas. Acidity is from medium to high. The Soil lacks in phosphorous, calcium and zinc. Phosphorus fixation in the soil is high.

The highest day time temperature is recorded during the months of May and June. It is more than 40 oC at Amristar. The minimum temperature is recorded during the month of January, when the sun's rays are more oblique as compared to the other months. The cold winds check the rise in day temperature.

Mean maximum temperature of region is 35.5oC but maximum temperature reaches above 46.9oC.July, August and September are considered rainy season. Average annual rainfall is 656 mm and 80 percent of it falls in these three months. Cold season prevails from middle of November to February. Mean minimum temperature is 11.7 oC but temperature may go down to –1.0 oC. Mean relative humidity is about 76 %. Mean wind speed is higher during monsoon months and quite low during winter months. The road passes through seven townships and a number of villages and settlements. These townships and most of the villages have been bypassed by proposing five bypasses . In this way major areas where air quality could have been an issue has also been avoided. There is no major source of industrial emission close to the project road. The project road still does not have very high traffic so in the rural background the dispersion of auto emission is adequate.

The road mainly passes through agricultural areas and as such air quality is expected to be quite satisfactory except high level of natural dust in this region due to its topography and climate. Only in the village sectors local burning of fuels like wood, cow dung may pose some air quality problem in some pockets in some part of the day and also during some specific climatic condition.

Air quality was monitored at four places representing different background scenario covering all sections of the road. It can be seen that SPM and RPM are quite high, Maximum SPM value was 133 microgram/cu.m and average ranged from 123.75 - 127 microgram/cu.m . This higher dust concentration is due to dry season. Ambient concentration of Sulphur dioxide and Nitrogen Oxides are quite low. Carbon monoxide concentration is low. Overall ambient air quality is quite well.

There are no rivers across the project road. However Upper Bari Doab Canal crosses the project road at three locations - (km 6.987, km 51.300 and km 91.250), while Hydel Canal crosses at km 11.936 and a flood drain crosses the project road. River Ravi flows along India –Pakistan international border from North to South. During heavy floods, the flood water overtops the banks, but with the marginal bunds along the river, the flooding of the road is avoided. These are all important environmental components during construction and operation.

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Surface water quality was monitored at two locations – Hydel Canal (at km 11.936) and Upper Bari Doab Main Canal (at km 91.250). The water quality of Hydel Canal shows that water is mildly hard, total dissolved solids is moderate, just within the drinking water standard of 500 mg/l. BOD level was not detectable.The water quality of Upper Bari Doab Main Canal is similar. BOD level was not detectable. The water samples were collected during peak summer where there was nominal flow of water. Water quality will change in monsoon. Ground water quality was monitored at two Locations – at village Bariar (from tubewell) and at village Kandial (from handpump). Ground water results show more dissolved solids than the surface water and much within drinking water standard (IS-10500). pH was within 7.02-7.3. Magnesium concentration is on higher side. The other parameters are within the drinking water limits.

Background noise was monitored at 5 places. Noise levels mostly are within the desirable limits.

ECOLOGICAL RESOURCES

The total area under forests in Amritsar district is about 14,800 ha and in Gurdaspur district is about 2,69,00 ha of, which is about 2.91 percent and 10.34 percent of total area of punjab. The project road does not pass through any Reserved forest area, National park or Sanctuary.However road side plantation within the ROW has been declared as Protected Forest by the State Government.

The area along the project road is mostly agricultural. The plantation all along the road is normal except for some places where it is dense and mostly consists of Eucalyptus trees (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini),Babul (Acacia Arabica), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. In total there are about 26774 trees presently along the road between km 5.6 to km 102.860.

The project corridor from Km 5.6 to Km 80.750 falls under the district Gurdaspur. The most common trees in the stretch are Eucalyptus trees (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. A total of 21420 trees are found in this stretch of the project corridor, with 11306 trees on Right Hand Side (RHS) and 10114 trees on Left Hand Side (LHS).

The remaining stretch from Km 80.750 to Km 102.860 falls under the Amritsar district. Eucalyptus trees (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini),Babul (Acacia Arabica), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. A total of 5354 trees are found in this stretch of the project corridor, with 1888 trees on Right Hand Side (RHS) and 3466 trees on Left Hand Side (LHS).

Monkeys are observed along the project road which cause a good deal of damage to crops.

Livestock reared in these districts are cows, buffaloes, sheep, goats, ponies, mules, donkeys and pigs. Common birds like koyal, crow, parrot, sparrow etc. are seen here.

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ECONOMIC DEVELOPMENT

Industrially, Punjab is one of the advanced States in the country. Amritsar is famous for various industries. There are large and medium scale industries like textiles, textile finishing, embroidery, roller flour mills, oil mills, wood screw and machine screw industry, chemical, milk plant, distilling, sugar and northern railway locomotive workshop. The most important small scale industries are machine tool industry, hosiery, thermometer, food products, chemical, rubber goods, musical instrument, oil & perfumes, handloom weaving and handicrafts. In Amritsar total number of registered factories is 1658. Amritsar district ranked second in the number of total registered factories. Gurdaspur district has not been industrially developed. Basically some important large scale industrial units are textile, machine tools & agricultural implements, sugar mills, milk plants, wheat flour mills and rice-shellers. There are also a some number of medium and small scale industrial units engaged in manufacturing of machine tools & agricultural implements, conduit pipes, soap making, cycle parts, handlooms, shoe making, leather tanning, pottery, phulkari and kashidkari. in district Gurdaspur. Total number of registered factories are 668.

The whole of Amritsar district is composed of recent deposits known collectively as the Indo- Gangetic alluvium, which consists of the alluvial sand, clay and loam. Apart from the clay used for brick making. Amritsar is an important saltpeter producing district but its production has declined over the years. On the whole Amritsar district is poor in minerals and mining wealth. The minerals found in Gurdaspur district are building stones, foundry sand, calc-tuffa, limestone, ochre, saltpeter, fullers-earth etc. The building material such as boulders, shingle, sand, brick earth occur at the same place both in the ephemeral and perennial streams as well as on the hill tops. Brick earth is found throughout the district.

Road is a harbinger of overall development. All the developmental activities in the sphere of agriculture, commerce, education, health, social welfare even the situation like maintenance of law and order are largely connected with sufficient availability of roads. A well developed network of transport and communication is the demand of time for rapid economic growth.The total number of motor vehicles registered with the Transport department of the State was 29.10 lakhs upto 2001, which has reached 33.07 lakhs by the end of the year 2003, showing an increase of 6.61 percent.

Agriculture plays a vital role in the economic development of the state and continues to be the backbone of State’s economy in terms of employment and contribution to State Domestic Product. More than 50 percent of the population is engaged in agriculture based activities and thus depend on agriculture for livelihood. The principal crops of the state are barley, wheat, paddy, maize and sugarcane. Among the fodder crops are Bajra and Jowar. The green fodder, is very popular with the farmers for feeding milch cattle. Main source of irrigation are canals and tube wells.

As per Forests Department records, the total forests cover is 3054.28 sq.Km which amounts to approx. 6% of the total geographical area. As per FSI(2000) the forest cover based on satellite data is 1412 Sq.Km. This amounts to only 2.8% of the state `s geographical area. Out of this 517 sq.Km is dense forest cover and 895 sq.Km is open forest.

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SOCIAL AND CULTURAL RESOURCES

As per 2001 Census the total population of Amritsar and Gurdaspur districts stands at 5171096 of which female population constitutes around 47% of the total population of the districts. Out of the total population of the Amritsar and Gurdaspur districts, 60.12 % and 74.60 % live in rural areas while 39.88 % and 25.40 % of the total population of the districts live in urban areas. The corresponding proportions of rural and urban population in the State are 66.04 percent and 33.96 percent respectively.

The sex ratio reflects the socio-economic and demographic characteristics of the population. It is an important indicator of migration and gender equity (in a developing country context) since it helps to point out the employment opportunity in the districts. There are 874 and 888 females for every thousand males in Amritsar and Gurdaspur district as against the State average of 874. The sex ratio figure for rural area of district Amritsar is less as compared to State average of 887 whereas for urban area it is more as compared to State average of 845. But sex ratio of rural and urban of district Gurdaspur is very high as compared to State rural and urban sex ratio. When districts are arranged in the descending order of sex-ratio, Gurdaspur & Amritsar district occupies 3rd and 11th position respectively.

The population density of Punjab is 482 per sq. km. The population density of Amritsar district is 603 per sq.km, and Gurdaspur district is 588 per sq. kms.

SC and ST constitute vulnerable groups of the society. The SC and ST are those castes and tribes which have been notified as such by the Presidential Order in accordance with the Article 341 and 342 of the Indian Constitution. Scheduled Castes share 28.01 and 24.70 percent of the total population of Amritsar and Gurdaspur districts respectively.

As per 2001 Census, literacy rate in Punjab was 69.95 percent. The literacy rate of Amritsar and Gurdaspur district is 67.85 and 74.19 percentage respectively. Male-Female differentials in literacy rate are wide in the State. As against 73.58 percent literacy rate for males it was only 61.41 percent for females in Amritsar district. But in Gurdaspur district 80.44 percent literacy rate for males and 67.31 percent for female. The literacy rate for Gurdaspur district is slightly higher than the state average.

The work participatison rate for total workers is defined as the percentage of total workers to total population. In a similar way it is defined as main and marginal workers. The main workers are distributed in nine industrial categories of economic activities as per 2001 Census. The work participation rate at 37.58 percent for the State as a whole is comparatively slightly higher than the work participation rates of Amritsar and Gurdaspur districts i.e. 35.99 percent and 33.44 percent respectively. The relative importance of the main spheres of economic activity may be gauged from the pattern of distribution of main workers in cultivation, agricultural labour, household industry and other economic activities.

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workers of the districts as against the State average of 55.26 percent. The proportion of main workers in agricultural sector is very higher of the total main workers in the district. The economy of the district is also distributed among manufacturing, process, service and repair in other than household industry, trade & commerce and other services together constitute 38.69 and 35.04 percent respectively in Amritsar and Gurdaspur of the total main workers of the districts as against state average of 36.20 percent.

0.7 ASSESSMENT OF ENVIRONMENTAL IMPACTS

After studying the existing baseline environmental scenario, initial field surveys, reviewing the process and related statutory norms, the major impacts can be identified and assessed during the design, construction and the operation phases.

The major impact associated with Design or Pre-construction phase deals with loss of land, properties and livelihood due to acquisition of properties. The design of alignment also decides the acquiring or impacting waterbodies, forest, cultural sites etc. In case of present project road, the major issue at design stage has been the land availability on the existing road corridor at the town and village sections. To avoid extensive damage to public properties and livelihood, five major bypasses have been proposed. Also by widening on one side of the road, alignment design has saved 30 percent of the roadside trees. As the land taken for widening and bypasses is agricultural land so proper compensation will be paid for that and overall impact would not be significant.

Construction phase starts from taking possession of the site. The possession of land is the first major step in the project construction. Being an existing road there will be limited land acquisition except in cases of bypasses. About 155.80 ha of new land will have to be acquired for bypasses and about 182.60 ha of land will be required for widening of the road. The most important issue in land environment for road construction or improvement is the soil erosion. The construction activities require excavation of soil and removal of vegetation. These activities lead to loss of topsoil leading to localized ecological degradation. Soil erosion is one of the common problems for all types of land related work. However there is no major source of soil erosion along the project road, except for Upper Bari Doab Canal. Construction of new bridges and improvement of present bridges will be required. New construction activities will have to take care of this issue. Excavation of borrow pits and quarries is the other important activity which have impact on land environment beyond the COI. Mitigation measures for borrow pits and quarries have also been suggested latter.

Impacts on air quality during construction are because of generation of dust due to earth moving activities on road side, generation of dust due to excavation and handling of construction materials, emission of gaseous pollutants like Sulphur dioxide, nitrogen oxides, hydrocarbon, particulates, carbon monoxide etc. from heavy vehicles and generation of dust due to movement of these vehicles. By changing alignment and proposing bypasses a number of sensitive places have been avoided. Observing environmental regulations regarding use of vehicles, crusher plants and asphalt mixing plants will also mitigate the air pollution within acceptable limit.

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Construction phase noise is very much a temporary affair. Alignment changes have avoided a number of sensitive places. Avoiding work after evening near residential areas will also reduce the potential noise pollution.

Water resources can be impacted in different ways during construction of the roads. Widening and change of alignment can directly impact a waterbody by filling it partially or totally. Construction work closely to a waterbody used by community can cause significant disturbances to the users. Construction work can also have significant impact on the public water supply by destroying it, closing access to the users or by using it for the construction work. Construction of bridges over canals and drains can have significant impact on those waterbodies during construction.

The other impact on water resources is the requirement of water for construction purpose. Water will be required for earthwork, compaction and other construction purposes.

The road passes through a dry area with much moderate rainfall. The contractor will have to use bore wells to lift the ground water. However necessary permission from local ground water authority will have to be taken if applicable.

The road has tree /plantation on roadside. Widening and maintenance activities can cause severe impact on these trees and plantation by removing them. This will also lead to induced impact on local fauna and ecology. The loss of trees is also important for road users as these trees provide shade to the road users. Loss of the trees also can have such direct impact on local community. The impact will depend on the number, density, type of species of trees on the road.

In total about 19702 trees are likely to be felled between km 6.082 to km 102.860 of which there are 9022 trees on Right Hand Side (RHS) while there are 10680 trees on Left Hand Side (LHS). Due to alignment design, bypasses, about 30 percent of the trees will be saved. Also compensatory plantation and plantation along the total road will be carried out as detailed in chapter on mitigation measures. With the proposed mitigation measures, there will be several times more trees after the project is completed.

Roadside fauna are mainly based on the trees. Cutting of trees during construction phase will no doubt have immediate impact on a number of avifauna and other creatures. With the mitigation measures proposed it will be possible to keep the impact at minimum level.

During operation phase major impact is caused by vehicular pollution. Impact during operation phase is continuous and to some extent unavoidable. Also emission regulations are being made stringent day by day. Already lead has been abolished from petrol in all metropolitan cities and is expected to be abolished from the entire country very soon. Indian emission standards are now following to meet Euro II norms. So even increased number of vehicles will not increase the quantum of air pollutants.Vehicle movement produces noises that have impact on roadside users. The extent of noise depends upon traffic flow, road condition, speed of vehicle, use of horn etc. With higher vehicle speed and free traffic flow, noise level shall reduce after widening of the road.

During operation phase there is less possibility of any impact on waterbody. However water quality

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can be impacted due to washing of the vehicles near the canals, waterbodies etc. Washings from road can contain oil which may end up in the waterbody.

The widening of the road will increase traffic load , which can impact the movement of the animals crossing the road and can cause accidents. The disturbance in movement of animals can have impact on their life-cycle including breeding, going to waterholes etc.

0.8 PUBLIC CONSULTATION

As part of the project preparation, to ensure that the community support is obtained and the project supports the felt needs of the people; public consultations were carried out as an integral component. A continuous involvement of the stakeholders and the affected community was obtained. Building on the feedback on the consultation sessions has led to substantial inputs into the project preparation – including influencing design. The chapter on consultation documents deals with the issues that are close to the community, their aspirations and their addressal by the project. Based on the community consultation the key environmental, health, safety and social issues identified included air quality, noise levels, water pollution and drinking water sources, roadside trees& tree plantation, water borne diseases, HIV / STD, employment opportunity during civil works, location of labour camps and hot mix plant sites, safety issues, resettlement options and land acquisition etc.

An initial list of stakeholders was prepared while carrying out analysis of alternatives, identification of specific issues, and preparation of initial mitigation and management plans. The stakeholders include directly affected people losing assets or employment and communities affected due to loss of common property; indirectly affected people including roadside villagers prone to air and noise pollution, accidents, communicable diseases, etc.; villagers deriving products from the roadside vegetation and those loosing access; agencies having local knowledge to contribute like the village panchayat and NGOs and agencies that might need to be responsible for impact management like Department of Forest, SPCB etc.

Census of all the properties within 30 meters on either side of the centre line was carried out. To prepare the baseline and identify R&R options, 25% socio economic survey of the Project Affected Households were also conducted. Moreover local level consultations were carried out through focus group discussions with the community residing along the highway to select the best alternative to minimise impacts. At these meetings, the people were formally invited covering project-affected persons, prominent village persons, village panchayat members, teachers, health workers and others including women. A total of 159 participants including 4 females and 19 PAPs participated at the 8 villages. The social team also conducted separate consultation meetings.

In almost all meetings, the villagers seem to take their environmental resources for granted. None of the impacts on natural resources identified by the project team were perceived to be significant. In fact, their perception of important issues focused more on the socio-economic aspects of the proposed development – reduced travel time, timely and fair payment of compensation, etc. People were assured that all possible, and feasible actions would be taken up to ensure that such issues do not arise in the project. The only environmental issue, which was mentioned, was the tree cutting and plantation scheme. The villagers felt that the widening of the road shall lead to felling of trees

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and hence the reduction of greenery. The people were informed that the widening shall be done eccentrically to save trees and a compensatory plantation of around 202,000 trees shall be planted.

0.9 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Environmental Management Plan (EMP) is the key to ensure that the environmental quality of the zone under impact does not deteriorate beyond the expected level due to the construction and operation of the project. The Plan can be divided into three phases - (a) Design phase (b) Construction phase and (c) Operational phase.

Design has been based also on social and environmental criteria. Five (5) bypasses have been proposed to avoid major displacement and congestion in settlement areas. Service roads have been provided in a number of areas. Widening alignment on one side of the road and bypasses has also saved substantial number of trees. Underpasses will be provided for animal migration and movement at some specific location .

The impact of road construction starts with land environment and excavation from pre-selected locations. After excavation the borrow pits will be dressed to match with the surroundings. In specific cases borrow pits can be excavated in consultation with local people to use those pits as water harvesting points. Arable lands will be avoided for earth borrowing. If needed, topsoil will be separated and refilled after excavation.

To prevent air pollution, water will be sprayed during construction phase, in earth handling sites, asphalt mixing sites and other excavation areas for suppression of dust. Vehicles and machineries will be regularly maintained to conform to the emission standards stipulated under Environment (Protection), Rules 1986. Asphalt mixing sites shall be sufficiently away from residential areas. Noise levels of machineries used shall conform to relevant standards prescribed in Environment (Protection) Rules, 1986. Construction work generating noise pollution near the nursing home and residential areas should be stopped during night. Noise attenuation measures e.g. planting of trees and constuction of noise attenuation structures shall be taken as required. Some specific areas have been identified for air and noise quality control.

Construction camps will be organised in a planned manner. Workers shall be provided proper sanitation facilities including toilets. Camps will have water supply facilities like tube wells or from other sources, so that local water sources are not affected.

Besides above, the compensatory afforestation shall be undertaken by the Forest Department on the equivalent area of land to be acquired by the Forest Department at the cost of the project authorities. The cost of plantation shall also be borne by the project authorities.

The common species, which are to be affected due to tree felling from Km 6.082 to Km 80.750, in district Gurdaspur are Eucalyptus (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. A total of 15651 trees are to be cut in this stretch of the project corridor, with 7554 trees on Right Hand Side (RHS) and 8097 trees on Left Hand Side (LHS). A total of 5800 trees have

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been saved from cutting. In lieu of 15651 trees to be cut around 157,000 trees shall be planted as compensatory afforestation and additional plantation.

The common species, which are to be affected due to tree cutting from Km 80.750 to Km 102.860 in Amritsar district, are Eucalyptus (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) and Babul (Acacia nilotica). A total of 4051 trees are to be cut in this stretch of the project corridor, with 1468 trees on Right Hand Side (RHS) and 2583 trees on Left Hand Side (LHS). Around 1300 trees have been saved from cutting. In lieu of 4051 trees to be cut around 45000 trees shall be planted as compensatory afforestation and additional plantation.

Safety at different stages of construction is an important issue both for local people as well as for the construction workers. Signs will be posted on road before construction areas informing public and travelers about the work and safety provisions. Safe and convenient passage for vehicles, pedestrians and livestocks to and from the side roads and property across the road will be arranged during construction work. For explosive use, the contractor shall at all times make full liaison with and inform well in advance and obtain such permission as is required from all Government Authorities, public bodies and private parties whatsoever concerned or affected or likely to be concerned or affected by blasting operations.

Operation phase environmental aspects are more related to vehicular emission. All vehicles shall be checked for “Pollution Under Control” certificates and occasional spot testing of emission from vehicles will be carried out. Noise level for different automobiles have been prescribed in Environment (Protection) Rules, 1986. Signs will be posted to restrict blowing of horns in front of sensitive locations.

Environmental enhancement considers additional provisions,which can be included in the execution of highway widening project to enhance better road service facilities, public amenities, safety provisions and environmental quality. A number of measures have been suggested.

The workers camps by the road side are often an eye-sore. One of the important tasks of environmental enhancement will be to build model workers’ camps, which then can be replicated in all road construction projects.

0.10 INSTITUTIONAL REQUIREMENT AND ENVIRONMENTAL MONITORING PLAN

Environmental Monitoring Plan ensures that the environmental mitigation measures and enhancement programme are properly implemented and the responsibility for implementation is clearly entrusted. Implementation of this plan requires institutional support. Monitoring plan will consists of the following activities: i) Monitoring of Implementation of Environmental Mitigation Measures ii) Monitoring of environmental Quality. An implementation task list is formed and all the mitigation measures are included. The responsible authorities as identified will have to monitor whether all the recommended measures are being implemented or not, if implemented then to what level. A monthly reporting chart will be prepared which will be filled up by the responsible official.

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Monitoring of environmental quality during construction and during operation reflects the success of implementation of the mitigation measures. Monitoring will be conducted by the project authority with the help of an independent monitoring organisation with no connection with the project. Monitoring parameters, locations and frequency for air, water, noise quality have been detailed. A monitoring plan for plantation will be developed which will keep updated record of plantation activities

A separate environmental management group will be established to implement the management plan. The group shall ensure the suitability, adequacy and effectiveness of the Environment Management Programme. This group will arrange environmental engineers to train the construction engineers and supervising engineers on implementation of environmental measures. Contractors’ personnel shall also be given training. All monitoring activities details, results, standards, statutory requirements documents, plantation details, equipment performance, road activities related to environment etc. will be documented in a proper manner so that the relevant information are quickly available as required.

In Amritsar district appox. 20 ha of road side forest land will be required for the widening of the road. Cost of plantation (ie. Afforesttation) including maintanence for 5 years for appox. 1000 trees per ha will be Rs. 1.24 lacs/ha. Therefore 20,000 trees will be planted at a cost of Rs. 24.80 lakhs. The Net Present Value (NPV) for the forest - land diverted / to be diverted for non- forestry purposes will be @Rs. 9.2 lacs/ha, so the likely cost of land to be given to Forest Department in lieu of the forest land taken for road construction will appox. be Rs.184.0 Lakhs.

In order to maintain uniform 60 m ROW, apart from forest land , the agricultural land will also be acquired. The additional agricultural land will be available for Forest Department for compensatory afforestation. Appox. 34 ha of agricultural land will be available in which about 34,000 additional trees can be planted at a cost of Rs. 42.16 Lakhs.

In Gurdaspur district appox. 115 ha of road side forest land will be required for widening of the road. Cost of plantation (ie. Afforesttation) including maintanence for 5 years for appox. 1000 trees per ha will be Rs. 1.24 lacs/ha. Therefore 115,000 trees will be planted at a cost of Rs. 142.6 lakhs. The Net Present Value (NPV) for the forest - land diverted / to be diverted for non- forestry purposes will be @Rs. 9.2 lacs/ha, so the likely cost of land to be given to Forest Department in lieu of the forest land taken for road construction will appox. be Rs.1058.0 Lakhs

In order to maintain uniform 60 m ROW, apart from forest land, the agricultural land will also be acquired. The additional agricultural land will be available for Forest Department for compensatory afforestation. Appox. 114 ha of agricultural land will be available in which about 1,14,000 additional trees can be planted at a cost of Rs. 141.36 Lakhs.

A budgetary cost estimated to be Rs.1712.92 lakhs for the environmental management activities has been presented for the entire stretch from km 6.082 to km 102.860. Environmental mitigation measures which are part of engineering activities such as slope stabilization, road construction or implementation of air pollution control in crushers etc. are not included in this estimate.

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0.11 FINDINGS, RECOMMENDATIONS AND CONCLUSION

FINDINGS OF THE STUDY

The major findings of the study are:

a) The project road section is a part of National Highway No. 15 (NH-15) and is located in the North-Western part of Punjab. The project road passes through two districts of Punjab i.e. Gurdaspur and Amritsar. The 97 km of the project road covers two district head quarters – Gurdaspur and Amritsar four tehsil headquarters – Pathankot,Gurdaspur , Batala and Amritsar town.The cost of the project is about Rs. 861.77 crores including the bypasses.

b) The present road passes through a number of villages and towns which are quite congested. The road also does not have much ROW for widening.So this brought the problem of displacement of significant amount of people and property for widening.

c) The problem of dislocation of people has been solved significantly by providing five bypasses.

d) The selection of alignment for widening - right, left or centre as suitable- has significantly reduced the number of trees to be cut.

RECOMMENDATIONS

The EIA report has discussed the environmental issues in details and then suggested an Environmental Management Plan. The plan with proper implementation monitoring schedule needs to be followed. Major recommendations in these plans are given below:

a) An Environmental Management Group should be established to implement the Environmental Management Plan and continuous monitoring of the environmental quality.

b) About 284,000 trees will be planted along the total length of the road which will compensate for the tree cut during construction and increase the number of total tree cover along the road by more than two times.

c) No campsite, extraction of water and work after evening within residential area.

d) 33 Underpasses to be built to ease the movement of animals and pedestrians and cross traffic.

e) Air pollution and noise pollution control measures to be implemented during construction, specifically in the identified sensitive areas.

f) Waterbodies will not be impacted as far as possible.

g) Workers camp will be located away from waterbodies and will have proper water supply and sanitation facilities.

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h) All machineries shall conform to the noise and emission limits as per Indian laws.

CONCLUSION

The road development will no doubt have some impact on environmental components. However with detailed EMP as suggested in this report it may be concluded that the widening of this road will not have significant impact on the environment.

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CHAPTER 1.0

INTRODUCTION

1.1 THE PROJECT AND PROJECT PROPONENT

The project outlined in the previous chapter is being undertaken by the National Highways Authority of India (NHAI).

The National Highways Authority of India was constituted by an act of Parliament, the National Highways Authority of India Act, 1988. It is responsible for the development, maintenance and management of National Highways entrusted to it and for matters connected or incidental thereto. The Authority was operationalised in February 1995 with the appointment of full-time Chairman and other Members.

National Highways Authority of India (NHAI) is mandated to implement National Highways Development Project (NHDP). In addition to implementation of National Highways Development Projects, the NHAI is also responsible for implementing projects on National Highways, which are not part of NHDP (10000 km).

NHAI – Mandate:

1. Primary mandate is time and cost bound implementation of National Highways Development Project (NHDP) through host of funding options including from external multilateral agencies like World Bank, Asian Development Bank, JBIC, etc. Work mainly comprises of strengthening and four laning of high-density corridors around 13,146 kms. The components are:

- Golden Quadrilateral – 5,864 kms connecting Delhi-Kolkata-Chennai-Mumbai. - North-South – East-West Corridor – 7,300 kms connecting Kashmir to Kanyakumari and Silchar to Porbandhar.

2. Providing road connectivity to major ports.

3. Involving the private sector in financing the construction, maintenance and operation of National Highways and wayside amenities.

4. Improvement, maintenance and augmentation of the existing National Highways network.

5. Implementation of road safety measures and environmental management.

6. Introducing Information Technology in construction, maintenance and all operation of NHAI.

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1.2 BRIEF DESCRIPTION OF THE PROJECT

The project road section is a part of National Highway No. 15 (NH-15) and is located in the North- Western part of Punjab. The project road passes through two districts of Punjab i.e. Gurdaspur and Amritsar. The 97 km of the project road covers two district head quarters – Gurdaspur and Amritsar four tehsil headquarters – Pathankot, Dinanagar, Gurdaspur and Batala town.

The cost of the project is about Rs. 861.77 crores including the bypasses. The costs for individual major bypasses is as under:

(i) Dinanagar Bypass - Length 7.325 km Cost – Rs 48.00 crores (ii) Dhariwal Bypass - Length 7.116 km Cost – Rs. 50.00 crores (iii) Batala Bypass - Length 9.849 km Cost – Rs. 60.00 crores (iv) Kathunangal Bypass - Length 3.349 km Cost – Rs. 24.00 crores (v) Verka Bypass - Length 5.939 km Cost – Rs. 40.00 crores These costs are preliminary and subject to variation on detailed engineering and estimating.

Details of the project have been given in Chapter 2.0

1.3 PURPOSE OF THE REPORT

Road projects are meant for improving the quality of life for people and developing the country’s economy. For all positive impacts of the road projects, there may also be some significant detrimental impact on near by communities and natural environment. There may be impact on properties of people, their livelihood and other social components. Similarly there can be direct or indirect impact on flora, fauna, water resources, land use etc. To account for all these issues, environmental and social impact assessment is utmost necessary. These concerns for environmental and social issues in road projects have also become a part of legal requirements and requirements for obtaining financial support. Environmental considerations are therefore of prime importance in road projects.

New development may cause different types of impacts on its surrounding environment and on human beings. To assess the impact and to ensure environmental quality, environmental impact assessment is a necessary exercise. The objective of the Environmental Impact Assessment is characterization of the existing status of the environment, to identify the probable impact on the environment due to the proposed project, delineate the mitigative measures to reduce the impact and finally to assess the overall impact. The environment has a limited carrying capacity and it can only sustain a negative impact up to a level without further degradation. Several systems, however, temporarily disturb it leading to a new balance in order to re-establish the equilibrium between human activity and nature. But sensitive systems are not so resilient to cope up with changes in physical and natural Environment, thus not only leading to negative impact on them but also, socio- economic losses may occur. The Environmental Impact Assessment provides tools for decision- making as well as it also helps in ensuring the sustainable development with least environmental damage by providing proper Management Plan.

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It is also a statutory requirement to conduct environmental impact assessment prior to project implementation. Firstly, Asian Development Bank (ADB) requires environmental assessment of all project loans, program loans, sector loans, sector development program loans, financial intermediation loans, and private sector investment operations. The type of environmental assessment requirements for projects depend on the significance of environmental impacts. For projects with potential to have significant adverse environmental impacts (Category A) an environmental impact assessment (EIA) is required to address significant impacts. Projects judged to have some adverse environmental impacts, but of lesser degree or significance than those for category A projects (Category B), an initial environmental examination (IEE) is required to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report.

Secondly environmental clearance is required at the State and Central Government level for specific projects. The Government of India has issued Environmental Impact Assessment Notification in1994 as a part of Environmental (Protection) Act, 1986 which identified highway projects as one of the projects requiring prior clearance from the Ministry of Environment and Forests (item 21 of Schedule-I). Environmental Impact Assessment (EIA) study is thus a statutory requirement for Widening and Strengthening of Highway Projects

1.4 SCOPE OF PRESENT REPORT

Environmental assessment is a detailed process, which starts from the conception of the project and continues till the operation phases. The steps for environmental assessment are, therefore, different at different phases. The present report details the environmental setting of the project zone, reviews the existing legal requirements, collects the baseline data and then assesses the impact. Finally it offers an environmental management plan.

The report is structured as given below:

Chapter 1.0 Introduction: provides the introduction to the present EIA report.

Chapter 2.0 Project Description: provides the details of propose project activities.

Chapter 3.0 Analysis of Alternatives: discusses the alternative proposal considered for the project.

Chapter 4.0 Environmental Regulations and Policies: discusses key environmental laws and regulations relevant for EIA study and environmental clearance of the project.

Chapter 5.0 Methodology: discusses the methodology applied for the study.

Chapter 6.0 Environmental Setting: presents the existing environmental scenario from primary and secondary sources, which include monitoring of air, water, soil and noise quality.

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Chapter 7.0 Assessment of Environmental Impacts Identification: details the probable impacts on environmental components

Chapter 8.0 Public Consultation: describes the public opinion about the project on different aspects

Chapter 9.0 Environmental Management Plan: provides the management plan during construction and operation to implement the environmental mitigation measures.

Chapter 10.0 Institutional Requirement and Environmental Monitoring Plan: details the mitigation measures to be taken during design, construction and operation stages

Chapter 11.0 Findings, Recommendations and Conclusion.

Acknowledgement

We acknowledge the support of the following: District Collector’s Offices at Gurdaspur and Amritsar NHAI Environment Division Forest Offices at Gurdaspur and Amritsar District Pollution Control Board Offices at Gurdaspur and Amritsar Panchayat Officials Villagers along the route

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CHAPTER 2.0

DESCRIPTION OF THE PROJECT

2.1 BACKGROUND

Road section Pathankot - Amritsar is a part of NH-15. The road start from Pathankot and traverses through Gurdaspur –Amritsar – Bhatinda – Ganganagar – Bikaner – Jaisalmer- Barmer and ends at Samakhiali near Kandla Port in Gujarat and has a length of 1526 km. The length in Punjab is 350 km only. The project road lies in Gurdaspur District from Km 5.600 to Km 80.750 and Amritsar District from Km 80.750 to km 102.860 in Punjab State and has a length of about 97 kms.

The present study considers detailed Engineering for developing 4 – Lane divided carriageway, partially access controlled highway. Starting from Pathankot, NH-15 traverses through the State of Pubjab, passing through the districts of Gurdaspur, Amritsar, Firozpur, Faridkot, Moga, Muktasar & Bhatinda. The total length of the NH is about 350 km in the Punjab state. The project road under study is from km 6.082 to km 102.860 starting from Pathankot (at junction with NH-1 A) and ends at Amritsar (at its junction with NH-1 Bypass).

2.2 PROPOSED DEVELOPMENT

NHAI has taken measures to increase the capacity of this highway by widening it to 4-lanes. Under this project it is proposed to upgrade the section from km 6.082 to km 80.750 in Gurdaspur district and from km 80.750 to km 102.860 in Amritsar district as a part of the project between Pathankot and Amritsar.

The 97 km road covers two district head quarters – Amritsar and Gurdaspur; four tehsil headquarters – Pathankot,Dinanagar, Gurdaspur and Batala town. There are 31 villages on the route. 95 percent of the road is two lane and a meager 5 percent is 4- lane. About 15 percent of the road has ROW of 60 m , 22 percent of road has ROW between 30 – 45 m and nearly 65 percent of the road has ROW less than 30 m.The project road map showing important towns and settlements is given in Figure 2.1.

2.3 SALIENT FEATURES

Salient features of the Project Road are given as under:

 State : Punjab  Districts : Amritsar and Gurdaspur  Length of NH : 97 km  Kilometerage : Km 6.082 to Km 102.860  Towns : Important towns are given in Table 2.1

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Table 2.1 : Important Towns on Project Road

Town Chainage Status

Pathankot Km 0 Tehsil Headquarters

Sarna Km 7

Dinanagar Km 24 Tehsil Headquarters

Gurdaspur Km 40 District Headquarter

Dhariwal Km 51 Tehsil Headquarters

Batala Km 70 Tehsil Headquarters

Verka Km 101

Amritsar Km 108 District Headquarter

 Villages: There are 113 villages on the road. Table 2.2 provides the list of the villages.

Table 2.2 : List of villages on the Project Road

Sr. No. District Tehsil Village Km Remarks

From To

1 Gurdaspur Pathankot Malikpur 0.000 0.500

2 Behlolpur 0.500 0.700

3 Sarna 7.950

4 Narot Mehra 7.950 8.600

5 Rajprara 8.600 10.300

6 Jaswan Lehri 10.300 11.200

7 Kotli Muglan 11.200 13.100

8 Phangrian 13.100 13.625

9 Dhalorian 13.625 14.525

10 Jhakolarhri 14.525 15.125

11 Dhobra 14.775 14.925

12 Rashpalwan/Jagatpur 15.125 17.575

13 Shahidpur 17.575 17.825

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Sr. No. District Tehsil Village Km Remarks

From To

14 Gurdaspur Kanwan 17.825 18.800

15 Sarmo Lahri 18.800 19.125

16 Parmanand 19.125 21.525

17 Dalla Balim 21.525 22.325

18 Mugrala 22.325 22.875 Dinanagar Bypass

19 Talwandi 22.875 24.300

20 Dida Sainian 24.300 24.800

21 Dinanagar 24.800 26.100

22 Singowal - -

23 Daburji - -

24 Gawalia - -

25 Haripur 27.600 28.050

26 Lohgarh 28.050 28.375

27 Jhande Chak 28.375 28.650

28 Jahangirpur 28.650 29.050

29 Naurangpur 29.050 29.400

30 Paniar 29.400 31.600

31 Madowal 31.600 32.500

32 Bariar 32.500 35.200 Gurdaspur Bypass

33 Ramnagar Bhu - -

34 Mankur Singh - -

35 Gharala - -

36 Sahjada Nangal - -

37 Gurdaspur - -

38 Ojla - -

39 Nabipur - -

40 Jeewanwal 41.350 43.050

41 Babbri 43.050 44.150

42 Japuwal 44.150 45.000

43 Japuwal Dhariwal 45.000 45.850

44 Gurdasnangal 45.850 46.700

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Sr. No. District Tehsil Village Km Remarks

From To

45 Sohal 46.700 48.600

46 Rania 48.600 49.800

47 Dhariwal 49.800 50.550

48 Sohal Dhariwal bypass

49 Pirdi Sain - -

50 Fatehnangal - -

51 Shahpur - -

52 Lehal - -

53 Choudarpur - -

54 Mullianwali 53.300 53.950

55 Bidhipur 53.950 54.900

56 Kaler Khurd 54.900 55.700

57 Suchetgarh 55.700 57.400

58 Chuhar chak 57.400 58.700

59 Naushera Majja Singh 58.700 60.200

60 Batala Khokhar 60.200 61.800

61 Udowal 61.800 62.800

62 Maloduara 62.800 63.900

63 Gillanwali 63.900 64.900

64 Qila Darshan Singh Wala 64.900 65.000

65 Bhadurpur 65.000 65.700

66 Dakala Surjeet Singh Walon 65.700 65.800

67 Kandial 65.800 66.900

68 Sodhpur - - Batala bypass

69 Kala Nangal

70 Aima

71 Shampur

72 Amhadabad

73 Goluwal

74 Khatib

75 Suniya

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Sr. No. District Tehsil Village Km Remarks

From To

76 Dhir

77 Qila Tek singh - -

78 Qutib Nangal - -

79 Batala - -

80 Said Mubark 75.220 76.370

81 Hardo Jhande 76.370 77.570

82 Ghasitpur 77.570 78.970

83 Sheikpur 78.970 80.700

84 Amritsar Amritsar Jayantipur 80.700 81.000

85 Pakhar Pur 81.000 83.200

86 Talwandi 83.200 83.650

87 Abdal 83.650 84.850

88 Shanewali 84.850 86.250

89 Jhande 86.250 86.950

90 Alkre 86.950 87.650

91 Waryan Nangal 87.650 88.650

92 Kathunangal 88.650 91.000

93 Kotla Saidan 91.000 92.400

94 Gopalpura 92.400 93.800

95 Majiwind 93.800 94.800

96 Kot-Khurd 94.800 94.900

97 Jethuwal 94.900 96.300

98 Sohian Khurd 96.300 97.800

99 Mudhal 97.800 98.500 Verka Bypass

100 Fatehgarh Shukarchak 98.500 103.400

101 Verka - -

102 Othian - -

103 Vallah - -

 Land use: Land use along road is predominately agricultural. However, suburban & rural built up areas exist on both sides of project road.

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2.4 PRESENT CONDITION OF THE ROAD

 Carriageway: Present road is mostly a mix of two lane and 4- lane. Table 2.3 provides the length of carriageway width of the road. Table 2.3 : Width of Carriageway Type Length Two lane 93.5 km 4 – Lane 3.5 km

 Right of Way : The existing right-of-way (ROW) of the project road varies widely and ranges between 24m in congested built-up areas to 30 m in open. Generally it is 26 m to 30 m. In small stretches, the right of way is 45 m For Gurdaspur bypass (already constructed) the ROW is 60 m. For Batala bypass under construction the ROW is also 60 m. The existing ROW is, therefore, inadequate to accommodate upgraded facility of 4-lane divided carriageway with service roads through built-up sections and even without service roads in open stretches without resorting to land acquisition except for stretches where it is already 60m. The details of existing ROW is provided in Table 2.4.

Table 2.4 : Right of Way on Project Road

Sl. No. Chainage ROW (M) From To 1 5.600 7.00 26 2 7.000 42.00 25 to 26 3 42.000 49.00 32 to 34 4 49.000 50.00 24 5 50.000 68.00 31 to 34 6 68.000 73.00 28.5 to 29 7 73.000 77.460 24.39 8 77.460 81.78 45.73 9 81.780 86.620 24.39 10 86.620 91.230 45.73 11 91.230 94.301 24.39 12 94.301 99.500 27.43 13 99.500 103.0 30.0 34.2 [Gurdarpur Bypass] 14 41.650 60 66.40 [Batala Bypass under 15 construction] 73.200 60

Submergence: Existing road is mainly in embankment varying between 1 m to 1.5 m and is not prone to submergence, except for stretches passing through urban areas of Verka, Batala, Dhariwal and Dinanagar. In these urban sections, the road level is flat and bereft of any drainage system. During heavy downpour spells, the road gets flooded for lack of drainage facilities for a varying period and varying depth of submergence depending upon intensity and period of rainfall. The affected sections are given in Table 2.5

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Table 2.5 : Length and Depth of Submergence Location Section Length of Depth of Remedial Submergence Submergence Measures (m) (m) proposed Dinanagar Km 24/500 to km About 600 m 15 cm Bypass proposed 27/000 in scattered around Dinanagar stretches town. Dhariwal Km 50 to 53 About 700 m 15 cm Bypass proposed in scattered around Dhariwal stretches town Batala Km 70/00 to 72/00 Scattered 15 cm to 20cm Bypass proposed stretches about around Batala 800 m in town aggregate length Verka Km 100/200 to About 800 m 15 cm to 30 cm Bypass proposed 102/800 in scattered around Verka stretches town

 Pavement thickness : Pavement thickness varies from 470 mm to 770 mm but mostly above 400 mm. Table 2.6 presents the length and thickness of pavement at present.

Table 2.6 : Length and Thickness of Pavement Length Pavement Thickness 2-lane section 470 mm to 770 mm 4 – lane section 575 mm

Bridges and Railway Crossings : There is 1 bridge above 60 m length, 6 bridges within 30 to 60 m length and rest 6 bridges of less than 30 m length.

There are 5 level crossing existing on the project road as under:

 Km 13/820 - Jakholari  Km 37/820 - Gurdaspur  Km 53/800 - Mullianwali  Km 68/400 - Batala  Km 101/970 - Verka

 All level crossings are on Pathankot - Amritsar section of the road except for one at Batala which is on Batala Kadian branch line.

2.5 TRAFFIC SCENARIO

Table 2.7 gives the average daily traffic at the 5 survey locations based on average of 7 days traffic flows.

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Table 2.7: - Average Daily Traffic Volume (ADT) and Annual Average Daily Traffic Volume (AADT) ADT AADT (including Seasonal Factors) Motorised Including Motorised Including NMT Location only NMT only Veh’s PCUs Veh’s PCUs Veh’s PCUs Veh’s/ PCUs /day /day /day day

Sarna 16763 22790 20946 25768 15493 21364 19676 24342 (Km 7.200) Bariar village Just before Gurdaspur 12409 20208 14605 21955 11520 19010 13716 20757 Bypass (km 34.200) Sohal village, After Gurdaspur 12320 17249 14365 18702 11412 15159 13457 16612 Bypass (Km 48.000)* After Batala Bypass 12365 16040 16158 18857 11428 15007 15221 17824 (Km 73.200)

At Shanewal village 9464 13955 10638 15043 8691 12198 9865 13286 (Km 85.000)*

Note: * Additional Traffic Volume count surveys are conducted in October, 2004 (as the Primary surveys are conducted in June 2004).

2.6 PROPOSED PROJECT DESCRIPTION

Preliminary Assessment: The scope of work envisaged widening and strengthening of the project road from present status to 4-lane divided carriageway. The proposed upgradation will be mainly along the existing alignment. It has been proposed to have a uniform land width of 60 m for 4-lane divided carriageway along the existing road and 60m land width for bypasses around Dinanagar, Dhariwal , Batala, Kathunangal and Verka are proposed. This implies that the impact of road widening and upgradation will remain confined to 60 m along the existing road and 60m in case of bypasses. Simple calculation reveals that a total of 182.60 hectares of land area will be required for widening and upgradation along the existing project road only. Additional 155.80 hectares of land will be needed exclusively for providing bypasses. Thus a total of 338.40 hectares of land shall be needed for widening, upgradation and bypasses.

Religious structures: There are 27 religious structures of varying sizes on the project of which 13 structures are on left hand side and 14 structures on the right hand side. All structures belong to Hindu Community. As far as possible, affected religious structures shall be avoided by adopting suitable alternatives as these create emotive issues if proposed for shifting. If unavoidable, in

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consultation with village community, opinion leaders, trustees etc. amicable solution shall need to be found by consensus.

Common Resources: A large number of common properties (164 No.) are likely to be affected because of widening and upgradation of the project road. Hand pumps constitute 85 of the total potential affected common resources. All hand pumps belong to community people. Other common property likely to be affected are bus shelter (25 No.) and tube well (4 No.) Table 2.8 provides the information on common resources likely to be affected.

Table 2.8 : Common Resources likely to be Affected Type of common resources Number of common resources Left hand Side Right Hand Side Total Hand Pump 33 52 85 Govt. 1 2 3 School 9 11 20 Religious structure 13 14 27 Bus shelter 17 8 25 Tube Well 2 2 4 Total 75 89 164

2.6.1 Final Alignment Proposal Keeping in view the foregoing ground conditions, topographical features/condition of existing structures and the local constraints, the widening/upgradation scheme has been proposed as given below in Table 2.9.

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Table 2.9 : Widening/Realignment Proposal

Central Left Widening Right Widening Realignment Bypass Service Roads Widening Remarks From To From To From To From To From To Left Right

Package I

6.082 7/100 - 1.10 UBD Canal on left side. Built up area on RHS. Service road proposed on RHS

7/100 9/998 7/100 to 6/080 to Sarna Built up area. 10/000 10/000 Service roads proposed

9/998 13/300 11/100 to Irrigation minor on RHS 11/400 Built up area on RHS from

Km 11/100 to 11/400 of village Kotli, sevice road proposed on RHS 12/000 to 12/000 to For local Traffic 12/200 12/200

12/800 to 13/000 For local Traffic

13/300 14/475 Railway line crossing at acute angle. Realignment for ROB Proposed

14/475 22/600 14/500 to 14/500 to For Local Traffic 14/900 14/900 Irrigation minor on RHS 16/500 to 16/500 to 17/200 16/700

18/600 to 18/600 to For Local Traffic 19/300 19/300

20/800 - 20/800 Service roads on both sides 21/400 21/900 for Parmanand village

22/600 29/184 Bypass around Dinanagar on LHS proposed Built up areas of Arvi village, Dinanagar town and Jhandachak villages, congested area, market, residential, area.

29/184 29/900 29/000 to 29/000 to Built up area 29/500 29/500

30/000 to 30/000 to Paniar Village 31/300 31/100

29/900 34/450 Religious samadhi on LHS in Km 32.

32/800 to 32/800 to Built up areas on both sides 34/450 34/450 before Gurdaspur Bypass.

34/450 Gurdaspur bypass on LHS. (0) 6/150 Already completed. Widening from 2 lane to 4 lane proposed.

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Central Left Widening Right Widening Realignment Bypass Service Roads Widening Remarks From To From To From To From To From To Left Right

6/150 8/280 Gurdaspur bypass (41/700)

41/700 44/007 42/200 to 42/200 to Religious structures, 43/400 43/400 Cremation ground School on RHS

44/007 44/994 Religious place and structures on LHS

44/994 48/360 45/200 to 45/200 to Religious places on RHS 45/600 45/600

46/200 to 46/200 to Built up area 46/600 46/600

47/300 to 47/300 to Built up area 48/000 48/000

48/360 55/000 Dhariwal Bypass on LHS. Thickly congested, builtup area of Dhariwal.

55/000 57/980 Channel on RHS. Small platform type religious structure on LHS.

57/980 59/090 57/900 to 57/900 to Built up area of Naushera 59/000 59/000 Mazza Singh. Service Roads in built up area.

59/090 63/000 61/300 to 61/300 Built up area of Vadhuwal. 62/100 62/100 Main village on LHS.

63/000 65/300 64/000 to 64/000 to Service roads for Gillanvali 64/200 64/200 village

65/300 66/500

65/300 to 65/600 to Built up areas 66/600 66/300

66/500 74/900 Batala Bypass under construction on RHS 6.34 Km. Extension part to be aligned

74/900 80/400 75/600 to 75/600 to Tadyala Village 76/300 76/300 Gurdwaras on RHS 77/100 to 77/100 to Built up area of 77/500 77/500 V.Ghastipur. Service roads proposed.

80/400 82/400 80/600 to 80/600 to Built up areas of Jaintipur 82/500 82/500 Service roads proposed.

82/400 85/996 83/100 to Built Up Area 83/800

85/100 to 85/100 to 85/400 85/400

85/996 88/480 87/600 to 87/600 to Cremation shed on LHS 88/000 88/000 close to ROW

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Central Left Widening Right Widening Realignment Bypass Service Roads Widening Remarks From To From To From To From To From To Left Right

88/480 91/600 89/000 to 89/000 to Built up areas of Kathu 91/000 91/000 Nangal ,and Existing Bridge on LHS over UDBC which is skew with substandard approaches is a constraint.

91/600 94/400

94/400 95/980 Road side builtup structures & schools

95/980 97/710 96/800 to 97/200 to Religious structures on LHS 97/300 97/500

97/710 102/865 Bypass around Verka town - on LHS meeting NH-1 Bypass at 454/300 corresponding to 102/860 of NH-15

2.6.2 Bypasses The project road passes through a number of cities, towns, villages, big and small situated on both sides, with thickly populated builtup areas having along side religious places, houses, markets and institutional areas. Since improvement of some of the sections, passing through such builtup areas is not feasible due to varying constraints, bypasses have been proposed. Broad details of major bypasses proposed are as under:

Dina Nagar Bypass Project road passes through Dina Nagar town which is a Tehsil Head Quarter in Gurdaspur Distt. Built up area starts, with building activity such as road side shops, dhabas, small workshops etc. from km 23/100. After crossing Sirkalan Escape Channel, which outskirts Dinanagar town on left side, the township starts at km 24/250. The town is spread on both sides with market along road side and ends near km 28/000. The existing ROW through Dinanagar town ship is 26 m. The section of the road from km 24/400 to km 26/150 is a divided four lane carriageway and heavily congested. A number of streets and roads meet/ cross the project road in this section. Electric poles and lines, so also the telephone poles, water supply lines and service lines dot the existing ROW. There are schools and other educational institutes established along the road as well as the hospital. Main Bus Stand is also in the heart of the town. Railway station is on the right hand side opposite the bus stand. With this scenario and congestion, it is not feasible to improve the existing road passing through the town without resorting to large scale acquisition of commercial, institutional and residential properties, shifting and relocation of utilities and provision of long service roads, overpasses and underpasses for the cross traffic and extensive drainage arrangement. It has therefore been proposed to provide a bypass to Dinanagar town so as to avoid these traffic bottleneck.

There are two alternative alignment for the bypass as under:

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i) Alternative I: - On left hand side of Dinanagar Town ii) Alternative II: - On right hand side of Dinanagar town

Comparative merits and demerits of these alternative alignments are given as under:

Sl. No. Particulars Alternative-I Alternative II 1 Orientation Left hand side of existing road Right hand side of existing road 2 Start chainage 22/600 23/800

3 End Chainage 29/100 28/900

4 Approximate Length 7.0 km 7.5 km

5 Bridges 1 x 40 = 40 m 1 x 40 = 40 m 1 x 8 = 8 m 1 x 8 = 8 m Total = 48 m Total = 48 m 6 ROB - 2 Nos

7 Terain Plain Plain [Agri.] [Agri.] 8 Land Acquisition 42 Ha 45 Ha

9 Road crossings 5 Nos. 6 Nos.

10 Cross -Drainage CD Works - 8 Nos CD Works - 10 Nos Structure Irrigation syphons - 20 Nos. Irrigation syphons - 22 Nos. 11 Underpasses 5 Nos. 7 Nos.

12 Conclusion Considering the length, terrain, bridges, structures and CD works, alternative I is preferable over alternative II. In alternative I, there is no railway line crossing, thereby avoiding necessity of ROBs.

The proposed alignment is proposed to take off from km 22/600, out side the urban influence and shall merge with the main road at km 29/100, bypassing village Jhandachak also spread on both sides of the project road, between km 28/300 to km 28/900. The length of the proposed bypass shall be about 7.0 km.

Dhariwal Bypass Another important town and Tehsil Head quarter in Gurdaspur Distt is Dhariwal township, known for its woolen mill situated along the project road. The township is spread between km 48/200 and km 53/700. The existing ROW through Dhariwal town is 24 m to 34 m. There are markets, schools,

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institutional buildings, temples & Gurudwaras, hospitals, clinics and residential areas with a number of streets and roads meeting and/ or crossing the road. The entire ROW is laid out with utilities and civic service lines. The main bus stand is situated on the project road and Dhariwal railway station is close to the road. There is a level crossing in km 53/700 with approaches in sharp bends. Uppar Bari Doab Canal crosses the road in km 50/830 in the town with a number of smaller distributaries crossing through the stretch. There are sharp bends and substandard curves in the road through the town. These topographic road conditions do not make it feasible for upgradation of the road to 4/6 lane configuration. Any attempt to upgrade the road through the town shall necessitate large scale acquisition of built up structures on both sides, comprising of commercial, residential, religious and institutional creating rehabilitation and resettlement problems, besides shifting of cluster of utilities, construction of service roads, building of underpasses. On detailed site appraisal, following alternative alignments have emerged:

On left hand side of Dhariwal town including Bidipur village. Approximate length 7.5 km.On right hand side of Dhariwal town, an alternative alignment with a total lengrh of about 8.5 km is also feasible.

Comparative merits & demerits of the two alternative are given as under :

Sl. No. Particulars Alternative-I Alternative II 1 Orientation Left hand side of existing Right hand side of road existing road 2 Start chainage 48/500 47/800

3 End Chainage 55/600 55/600

4 Approximate Length 7.5 km 8.5 km

5 Bridges Canal bridge - 40 m Canal bridge - 40 m Drain -20 m Drain -20 m Irrigation disty - 2 Nos 10m each 6 ROB 1 No 1 No

7 Terain Plain Plain [Agri.] [Agri.] 8 Submergence Nil Nil

9 Land Acquisition 45 Ha. 51 Ha [Agri.]

10 Road crossing 9 Nos. 7 Nos

11 Cross -Drainage Irrigation syphons = 22 26 Nos. Structure Nos. 10 Nos. Other CD structures = 8 Nos.

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Sl. No. Particulars Alternative-I Alternative II 12 Underpasses 6 Nos. 8 Nos.

13 Conclusion Considering the length and the number of structures, it is seen that the alignment at alternative I has less length and the structures, as compared to that for alternative II.

Considering the pros & cons of the two alternatives it is seen that alternative I on LHS, taking off from km 48/500 from the main road & bypassing the road side built up area in extension of Dhariwal town and the main Dhariwal town ship, on its left along with its outskirts meeting the project near km 55/600, bypassing Bidipur village as well is better proposition as compared to Alternative II. This alignment avoids the level crossing sharp bends on the project road in km 53/700. However, the alignment shall cross the railway line and the main Uppar Bari Doab Canal in its alignment, which otherwise cannot be avoided even in the other alternative. Approximate length of the bypass shall be about 7.5 km.

Kathunangal Bypass The project road passes through built up area of Kathunangal town ship between km 89 & 91. There are Govt. buildings, electricity substation, religious places, shops, market and orchards along this stretch, with a number of streets & roads meeting the project. Although available ROW is 45 m but this would not be adequate enough to accommodate 4-laning with parallel service roads connected by at least two underpasses for cross movement of pedestrians and vehicles. Furthermore the realignment between km 91 & 92 beyond Kathunangal built up area at draft feasibility stage, happened to be non-feasible due to large skew angle on the proposed bridge on the UBDC on down stream side of existing bridge.

The proposal was re-examined and area was surveyed and various alternatives considered and evaluated. The alternatives that have emerged are discussed as under:

Alternative -I This alternative was proposed during the Draft Feasibility Report. The handicap in this proposal is that of very large skew angle, to the extent of 60o, although land acquisition involved is very less. 3 Ha. of land shall need to be acquired along existing road involving acquisition of road side structures in a length of about 2 km through Kathunangal, creating social and resettlement and rehabilitation impacts, besides construction of 2 km long service roads either side.

Alternative II, III & IV These alternative alignments are in fact bypasses around Kathunangal, taking off from km 88.500 to 89.300 and meeting the existing road near km 91.600, outskirting Kathunangal built up area on RHS and crossing Upper Bari Doab Canal at various degrees of skew angle. While selecting these alternatives, the criteria was: Avoiding religious structures and their approaches

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Selecting most feasible site for bridge crossing on UBDC

A comparative statement of alternative alignments is as under

Comparative Statement Sl. Particulars Alternative Alternative Alternative Alternative No. I II III IV

1. Starting point 91.00 89.250 89.200 88.500

2. Meeting point 91.75 91.600 91.600 91.600

3. Length 0.750 km 2.55 km 2.70 km 3.60 km

4. Length of service 2 x 2.0 km 2 x 0.50 km 2 x 0.50 km - roads

5. Land acquisition involved i) Agricultural 5.25 Ha. 15.30 Ha. 16.20 Ha. 21.60 Ha. ii) Built up area 3.0 Ha. 1.0 Ha. 1.0 Ha - 6. Length of UBDC 70 m 46 m 40 m 37 m Bridge

7. Skew Angle of 60o 40o 30o 20o Bridge

8 Other structures i) Underpasses - Vehicular 2 2 2 1 - Non-vehicular 2 2 2 2

Considering the merits & demerits of various alternatives, alternative IV is mot suitable, based on following parameters: The alignment is away from builtup area, religious structures and approaches thereto and local interference. Angle of skew for proposed bridge is hardly 20o and the length of the bridge shall be the least i.e 37 m. No service roads are necessitated. No acquisition of structures and land acquisition in built up area is involved. The geometrics for the alignment and structures are easy and flat.

Accordingly, alignment of the bypass along alternative IV is proposed for adoption.

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Verka Bypass Verka township is mainly spread, on both sides of the project road from km 100/00 to km 102/860 i.e. the end of project road meeting NH-1 Bypass. The built up area has further extended along road side on Batala side upto km 98/000 in the form of road side shops, small and medium industrial units and other structures.

Verka is a suburb of Amristar city and included within the Development Plan of Amritsar. The available ROW is about 30m. The Amritsar –Pathankot railway line crosses the project road in km 102/000 with approaches in sharp bends. Along the road in Verka town, the market, a number of religious places and a big Gurudwara, residential areas, schools, institutional areas, are spread, making it congested. The road gets flooded during heavy rains with no drainage facilities. In km 103, is situated Verka Milk Plant on right hand side and storage godowns on left hand side. The entire ROW is practically dotted with utility services such as street light poles, electric lines and poles, transformers, electric poles, under ground water & sewer lines etc. Improvement of the existing road to 4/6 lane configuration is practically not feasible in this stretch, without resorting to large scale acquisition of structures including religious places and institutional areas, industrial units, large scale shifting of utilities and construction of an ROB in curvilinear configuration in place of the existing level crossing.

It has therefore been proposed to bypass Verka town. Various alternatives were examined for the bypass alignment. Two alternatives finally emerged which are discussed as under with their comparative merits and demerits:

Sl. No. Particulars Alternative-I Alternative II 1 Orientation Left hand side of existing road Right hand side of existing road 2 Start chainage Km 97/900 Km 97/00 3 End Chainage Km 454/300 on NH-1 Bypass Km 457/800 on NH-1 Bypass 4 Approximate Length 6.0 km 7.0 km 5 Bridges Irrigation Disty Bridge -10 m Drainage channels- 3 nos waterway required - 30+10+20 =60 6 ROB - 2 Nos 7 Terain Plan - not prone to submergence Plain with stretches prone to submergence due to drainage basin 8 Land Acquisition 36 Ha [Agricultural] 42 Ha [Agricultural] 9 Road crossings 2 nos 4 nos 10 Cross drainage i) Irrigation syphons - 18 Nos. i) Irrigation syphons - 22 Nos. structures ii) Other CD works - 6 Nos. ii) Other CD works - 12 Nos. 11 Underpasses 4 Nos. 6 Nos 12 Conclusion Considering length, number of structures and terrain characteristicts, Alternative I is a better option for the bypass as compared to the Alternative II.

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Considering site conditions and pros & cons of the two alternatives, alternate I on left hand side of Verka town, taking off from km 97/900 and meeting NH-1 bypass at km 454/300 is most feasible. The length of the bypass shall be about 6 km and it shall avoid crossing of railway line thereby obviating construction of any ROB.

Bypasses Recently Completed/Under Construction

i) Gurdaspur Bypass

In addition the above three major towns, the project road passes through Gurdaspur, the distt. Head quarter in km 39. A bypass has recently been constructed starting off from km 34/470 on the left hand side and meeting the main road in km 41/570 in a length of about 8.29 kms. The ROW for the bypass is 60 m with carriageway of 2-lane. The bypass crosses the main railway line in km 7.35 (Bypass chainage). Since no level crossing has yet been provided, the bypass in its major length is rather not operational. The geometrics of the bypass are in order. However, to make the bypass operational to the traffic, immediate provision of level crossing is necessary till its improvement to 4- lane configuration and provision of an ROB.

ii) Batala Bypass

Batala is an important industrial town, on the project road, in km 70. Built up area of Batala township starts from km 67 and extends upto km 73, on both sides. Beyond km 73, major industrial units have come up to km 75 on both sides. Considering impossibility of any improvement through the town, the MORT&H approved a bypass on right hand side, taking off from km 66/500 in a length of about 6.3 km meeting Fathepur Churian road road crossing. The bypass is under construction by Border Roads Organisation, with 2 lane carriageway in 60 m ROW. The present status is that the construction is in sub base stage and CD works in progress. There is no bridge on the alignment. The alignment crosses the main railway line section. A manned level crossing is proposed on the crossing.

This bypass falls short of its junction with NH-15 on Amritsar side. Possibly, it was presumed that the existing state road between Fatehpur Churian road junction and NH-15 at km 73 shall meet the bypass requirement. Its improvement to 4/6 lane configuration is not possible because the ROW is hardly 30 m and there are built up structures and industrial units and residential areas alongside, making further acquisition of land impossible.

It is therefore proposed to extend the bypass under construction from its junction at Fatehpur Churian road to NH-15 by an alternative alignment to join the main road at km 76/200 and develop it to 4/6 lane in the entire stretch of the bypass. Another ROB shall need to be provided on the railway line section between Batala & Amritsar. The length of the extension of bypass shall be about 3 km. The relevant features and provisions for the Batala bypass stretch under construction and the extension proposed shall be as under:

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Batala Bypass Stretch under construction Proposed extension Start km 66/500 Junction with SH to Fatehpur Churian End km Junction with SH to Fatehpur 75/000 Churian Length 6.3 km 3.0 km ROW 60 m 60 m Structures Bridges - - Culverts 30 10 Underpasses - 4 ROB 1 1

In so far as techno-feasibility is concerned, it is seen that the bulk of traffic presently passing through Batala town shall get diverted on to the proposed bypass on its completion.

2.6.3 Carriageway Width

Existing carriageway of the project road mainly consists of two lane sections with hard shoulders, except for small stretches, passing through urban areas where it has been widened to 4 lane divided carriageway.Presently, the road is inadequate for the traffic estimated on the project road. It has, therefore, been proposed to upgrade the existing road to 4-lane divided carriageway facility considering the projected traffic growth in the package after the proposed upgradation.

2.6.4 Service Roads

There is no service roads and/ or lay byes on the project road.Project road passes through several townships, villages and other densely populated areas. Wherever improvement through densely populated areas is not feasible bypasses have been proposed. However, where the road passes through village areas & the built up areas, not densely inhabited, parallel service roads have been proposed to segregate local traffic from the main road traffic. Proposal for service roads is given as under in Table 2.10:

Table 2.10 : Tentative Details of Proposed Service Roads

Sl. Location/ Left Right No. Particulars From To Length From To Length (km) (km) 1. Sarna 0 1.10 1.10 7.100 10.00 2.90 7.10 10.00 2.90 2. Approaches to 11.100 11.400 0.30 Hydel Channel & Kotli village .” 12.00 12.200 0.20 12.00 12.20 0.20 Approaches to 12.800 13.00 0.20

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Sl. Location/ Left Right No. Particulars From To Length From To Length (km) (km) Hydel Channel & Kotli village Jakolarhri 14.500 14.900 0.40 14.500 14.900 0.400 Jagatpur 16.500 17.200 0.70 16.500 16.700 0.200 Sarmo Lahri 18.600 19.300 0.70 18.600 19.300 0.700 3. Village 20.800 21.400 0.600 20.800 21.900 1.100 Parmanand Navrangpur 29.000 29.500 0.500 29.000 29.500 0.50 Paniar 30.000 31.300 1.300 30.000 31.300 1.30 Bariar 32.800 34.450 1.650 32.800 34.450 1.650 Jeewanwal 42.200 43.400 1.200 42.200 43.400 1.200 Japuwal 45.200 45.600 0.40 Dhariwal Gurdasnagar 46.200 46.600 0.400 46.200 46.600 0.40 Sahal 47.300 48.00 0.700 47.300 48.00 0.70 Chuharchak 57.900 59.000 1.100 57.900 59.000 1.100 Khokar/Udwal 61.300 62.100 0.800 61.300 62.100 0.800 Gillanwali 64.00 64.200 0.200 64.000 64.200 0.200 Sugarmil Gaon 65.300 66.600 1.300 65.300 66.600 1.300 Said Mubarak 75.600 76.300 0.700 75.600 76.800 1.200 Hardo Jhande 77.100 77.500 0.400 77.100 77.500 0.400 Jayantipur 80.600 82.500 1.900 80.600 82.500 1.900 Talwandi 83.100 83.800 0.700 Shenewali 85.100 85.400 0.300 85.100 85.400 0.300 Waryan Nangal 87.600 88.000 0.400 87.600 88.000 0.40 95.000 96.100 1.10 95.00 96.100 1.10 Sohian Khurd 96.800 97.300 0.700 97.200 97.500 0.30 Total 19.10 22.90

Bridges

Based on preliminary assessment, it should be possible to widen 1 bridge only. The balance 12 bridges shall, however, require reconstruction because of distress condition and/or change in alignment. One bridge 81/2 at km 80/200 is not required. The preliminary proposal about retention/widening and reconstruction of bridges is given under in Table 2.11:

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Table 2.11: List of bridges

Sl. Bridge Length Crossing Proposal Reasons No. ID Chainage (m)

Package – I 110 year old arch bridge , highly distressed. Rendered 1 7/4 6/987 UBDC 36.8 - redundant due to change in alignment Vertical clearance inadequate. Reconstru- Distressed abutment. 34 year 2 12/1 11/936 Hydle Channel 42.5 ction old bridge, not suitable for rehabilitation.

Brick masonry Pier & Reconstructi 3 22/1 21/850 Parmanand drain 78.9 Abutment highly distressed. 40 on year old bridge. Very old arch bridge Rendered Sir Kalan Escape 4 25/1 24/221 33.7 - redundant due to Dhinanagar Channel bypass. Gurdasp 5 ur 3/960 Nabipur drain 28.3 Retain Good condition bypass Ammapur Reconstru- 6 47/1 46/300 7 Old narrow arch bridge . distributry ction - Very old bridge, rendered Rania 7 51/5 51/200 8 - redundant due to change in Distributory alignment Old bridge, Rendered 8 51/6 51/300 UBDC 30.6 - redundant due to Dhariwal Bypass Old arch narrow bridge 9 52/1 51/750 Chikri drain 6.7 - Rendered redundant due to Dhariwal Bypass

Reconstru- 10 81/1 80/050 Bajjuman drain 20.7 Old narrow distressed bridge. tion Old, narrow, highly distressed bridge. 11 81/2 80/200 Bajjuman drain 9.4 - Drain closed. Bridge not required.

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Sl. Bridge Length Crossing Proposal Reasons No. ID Chainage (m)

Makhan waddi Reconstru- 12 84/2 83/200 7 Old narrow arch bridge. drain tion Old narrow bridge. Rendered 13 92/2 91/250 UBDC 52 - redundant due to Kathunangal Bypass Number of bridges redundant due to bypass and/or change of - 6 Nos. alignment

Number of bridges not required - 1 No.

Number of bridges retained - 1 No.

Number of bridges needing reconstruction due to distress - 5 Nos.

It is proposed that existing bridges, except ones in the above table proposed for reconstruction and those rendered redundant due to change in alignment or proposed bypasses be retained and the alignment of the road shall be improved to match their proposed deck levels. However final decision to retain or otherwise a particular bridge structure shall depend upon detailed condition survey, and repairs and rehabilitation of the structures as per bridge location survey. Ten new bridges have been proposed. Refer Annexure 2.1 for new bridges proposed.

2.6.5 Interchanges The project road is proposed as a partially access control Highway. To ensure regular and smooth flow of traffic on the project road interchanges at crossings with National Highways and State Highways and other important District Roads have been examined and turning movement survey at such crossings/junctions have been carried out.Based on the conclusion reached therein, grade separated junctions shall be necessary at following locations :

Sl. Particulars Location Remarks No. 1. Mukerian road crossing on Km 4.20 Grade separated with Gurdaspur Bypass project road as overpass 2. Sri. Hargobind Road crossing Km 5.45 Grade separated with on Gurdaspur Bypass project road as overpass 3. Batala Dera Baba Nanak Road Km 3+780 Underpass proposed for Crossing of Batala Bypass the cross road. 4. Verka Bypass meeting NH-1 Km 454.300 of Grade separated with Bypass NH-1 NH-1 as overpass

The design of interchanges would cover traffic movement/circulation in a manner that there is no interruption in movement of traffic.

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2.6.6 Underpasses & Subways Subways and underpasses are proposed for pedestrians/animals/animal drawn vehicles and light motor vehicles for crossing the road from one side to the other side. So far as the passage of animals or pedestrians are concerned, existing culverts close to the villages/abadi areas can also serve the purpose, if width and vent height permits. Presently, the road has no underpasses or subways. Tentative list of underpasses is given under in Table 2.12:

Table 2.12: Tentative list of underpasses LIST OF UNDERPASSES Proposed Proposed Vertical S.No Type Remark Chainage Span(m) Clearance

1 7+090 1 x 15 5.5 Vehicular Sarna village Narot Mehra - Sarna railway 2 8+385 1 x 12 5.0 Vehicular station

3 14+775 1 x 12 5.0 Vehicular Taragarh village

4 21+298 1 x 12 5.0 Vehicular parmanand village

5 23+248 1 x 12 5.0 Vehicular Dinanagar bypass

6 24+789 1 x 12 5.0 Vehicular Dinanagar village

7 27+482 1 x 12 5.0 Vehicular Dinanagar road

8 31+210 1 x 12 5.0 Vehicular Garoha - paniar village

9 37+790 1 x 12 5.0 Vehicular Gurdaspur - pandori road

10 42+225 1 x 12 5.0 Vehicular Bajchok road

11 42+775 1 x 7.00 3.5 LCV Aujala village

12 44+630 1 x 12 5.0 Vehicular Pabbari road

13 52+160 1 x 12 5.0 Vehicular Old NH-15 to Peedi Sain road

14 53+840 1 x 12 5.0 Vehicular Khunda - ahmadabad village

15 56+130 1 x 12 5.0 Vehicular Chaudarpur - lehal village road

16 61+295 1 x 12 5.0 Vehicular Naushera - Mazza Singh village

17 64+615 1 x 12 5.0 Vehicular Vadhuwal village

18 70+010 1 x 12 5.0 Vehicular Batala bypass

19 72+425 1x7.00 3.5 LCV Batala bypass

20 77+400 1 x 12 5.0 Vehicular Dheer village

21 78+900 1 x 12 5.0 Vehicular Batala bypass (end)

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22 80+220 1 x 12 5.0 Vehicular Hardojhawde village

23 81+640 1 x 12 5.0 Vehicular Ghastipur kalan village

24 85+534 1 x 12 5.0 Vehicular Jaintipur village

25 86+475 1 x 12 5.0 Vehicular Pakargaon 26 88+033 1 x 12 5.0 Vehicular For Talwandi Light Commercial 27 93+640 1 x 7.00 3.5 Vehicle Road along channel Light Commercial 28 94+570 1x7.00 3.5 Vehicle

29 96+257 1 x 12 5.0 Vehicular Kathunagal bypass (end)

30 103+525 1 x 12 5.0 Vehicular Old NH-15 to fateh garh road Light Commercial 31 104+360 1 x 7.00 3.5 Vehicle Katcha road along channel Light Commercial 32 105+225 1 x 7.00 3.5 Vehicle Katcha path Light Commercial 33 106+585 1 x 7.00 3.5 Vehicle Katcha path

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2.6.7 Bus Bays No bus bays exist on the project road. Buses are parked on the main carriageway while picking up or disembarking the passengers, thereby causing obstruction to movement of through traffic. However there are a few “Q” shelters at various locations, not of uniform size or design, but constructed by local panchayats or local bodies. Bus "Q" shelters are proposed to be provided close to their present stoppages/halts after confirmation from the RTA concerned. A tentative list of Bus Bays is given in Table 2.13 : Table 2.13 : Tentative List of Bus Bays

Sl. No. Km Location

1. 7/000 Sarna 2. 14/700 Jakholari 3. 18/700 Shahidpur chowk 4. 22/200 Dalla Baleem 5. 30/300 Paniar 6. 34/400 Gurdaspur Bypass 7. 42/000 Gurdaspur Bypass 8. 47/800 Sohalgaon Chowk 9. 55/000 Bidipur 10. 58/500 Naushera Massa singh 11. 65/700 Sugar mill chowk, Batala 12. Batala Bypass Fatechgarh Churian road crossing 13. 77/500 Ghasitpur chowk 14. 81/200 Jaintipur 15. 90/00 Kathunangal 16. 93/300 Gopalpur chowk 17. 97/700 Verka bypass starts

2.6.8 Wayside Amenities There are no organized wayside amenities along the project road. With a view to provide facilities for long distance road users, amenities like motels, fast food joints, drinking water facilities and public conveniences, etc. have been proposed. It is proposed to provide wayside amenities along Dhariwal Bypass near UBDC crossing. The amenities shall inter-alia include provision of vehicle repairs/recovery and first-aid facilities. For this purpose additional land, about 2 ha is proposed to be acquired.

2.6.9 Toll Plaza The project road is proposed to be developed as a partially access controlled highway with a view to collect toll on rational basis. The possibility is also explored for the project on BOT Basis. The

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length of the project road is about 100 km. As per MORT&H norms, the toll plazas, for collection of toll, should not be closer than 80 km intervals. Keeping this in view, the MORT&H Guidelines and local constraints, it is proposed to set up toll plaza near Dinanagar for Package - I and near Kathunangal for Package - II. The location of toll plaza has been proposed keeping in view the feasibility of land acquisition as required for setting up the toll plaza at this location and the corridor that may capture maximum tollable traffic. The toll plaza layout shall be designed adopting hybrid queuing and stimulation approaches.

2.6.10 Construction Packages The proposed project has been divided into 2 packages for construction purposes as under:

 Package - I - Km 5.6 to km 55.50

 Package - II - Km 55.50 to km 102.86

Package – I covers section between Sarana and including Dhariwal bypass.

Package - II covers section between Dhariwal and Amritsar including Batala Bypass, Kathunangal Bypass and Verka Bypass.

2.6.11 Implementation The entire project is proposed to be implemented simultaneously in both the packages in a time span of 3 years.

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CHAPTER 3.0

ANALYSIS OF ALTERNATIVES

3.1 SELECTION OF ALTERNATIVES

The term alternatives in this context refer to the reasonable and potentially viable alternatives for the proposed project activities. One of the alternatives can be no action alternative too. Selection of appropriate highway design decisions, specifically from the environment point of view, is considered with different alternatives. Also social issues like displacement is to be considered in selection of alternatives. The major issues where alternative proposals need to be considered are discussed below:

3.2 ALIGNMENT SELECTION

The alignment selection is the first issue in selection of alternatives. Different alignment selection can have different impacts. There can be three options.

Option 1: No action, the road remaining as it is.

Option 2: Widening within the existing ROW. This is to remain within the existing alignment and widening the corridor within the available land within the existing right of way to avoid fresh acquisition of land, which may be sensitive to environment and social aspects.

Option 3: Widening upto required ROW and selecting widening alignment considering environmental and social aspects. This alternative will decide widening by central, left or right alignment as suitable. Also it will consider some small detours to avoid sensitive area and some long bypass to avoid major social issues, which is considered later.

The comparison between these three alternatives are given in Table 3.1.

Table 3.1 : Comparison of Alternatives Issues Option 1 Option2 Option 3 No Action Widening within Widening to have existing ROW required ROW

Traffic Capacity With increase traffic No section has required It will improve the for future volume, capacity ROW of 60 m. Capacity capacity of the highway

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Issues Option 1 Option2 Option 3 No Action Widening within Widening to have existing ROW required ROW

will deteriorate. will be restricted and of traffic movement for Sections near towns more restrictions would future and no will be overcrowded come near settlement congestion envisaged with ROW of 30 m or less Traffic Speed With increase traffic, Traffic speed will be Traffic speed will speed will be limited at several increase at a uniform lowered sections. rate. Removing Bottlenecks will Bottlenecks will be No future bottleneck is Bottlenecks increase further removed for couple of envisaged future congestions years. But the condition will detoriate in future. Some bottlenecks will remain. Traffic Safety Increase in heavy Traffic Safety will Traffic Safety will traffic will cause improve but some improve substantially more accident sections will be more due to widened road accident prone due to and median and proper more traffic design of intersections etc. Drainage No improvement In some sections it will Due to new design, condition improve drainage condition will improve along entire stretch Highway facilities No improvement Improved facilities e.g Improved facilities e.g parking, service road can parking, service road not be provided in all etc. will be provided in sections all sections Land acquirement No acquirement No acquirement New land will be required which may have some social and environmental impact Forest Land Not required Not required Forest land will not be required which may have some environmental impact

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Issues Option 1 Option2 Option 3 No Action Widening within Widening to have existing ROW required ROW

Cutting of trees No felling All trees (26774) on both Due to widening along the sides will have to be left or right alignment be cut. Less space for and for bypasses and new plantation. List of detours, less trees trees are given in Table (19702) will be affected 6.9 and new plantation can be carried out. Environmental situation will improve. Table 7.4 Shows the details of trees to be affected. Construction Not required Selection of site will be Camp sites can be workers camp limited having more selected in a better impact on local manner to ensure environment environmental quality Aesthetics No change Less improvement and It will improve much will detoriate due to loss of trees

The above comparison shows that Option 3 will be suitable for the proper road design and future traffic requirement.

3.3 BYPASSES

Next to alignment selection, other important alternative consideration is related to selection of bypasses. There can be two options:

Option 1: Widening along the existing ROW Option 2: Considering Bypasses and detours.

The bypasses have been mainly considered to avoid substantial removal of houses and other structures as this will have major social impact. Legal complications are also a factor. Reasons for considering bypasses have been detailed in Section 2.6.2 of Chapter 2.

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CHAPTER 4.0

ENVIRONMENTAL REGULATIONS AND POLICIES

4.1 INTRODUCTION

The increase of environmental concern also necessitated appropriate tools to protect the environment. Though there were some laws and rules under different names for protection of environment e.g. Indian boilers act, Indian Forest Act etc. yet their focus were never on environment. As a result of Stockholm Conference, first exclusive environmental act, Water (Pollution Prevention and Control) Act was enacted in 1974. In accordance with this act Central and State Boards for Prevention and Control of Water Pollution was set up. Later these boards were renamed into Central Pollution Control Board and respective State Pollution Control Boards. Department of Environment was set up in 1980. Subsequently in 1985, it was upgraded to a full- fledged Ministry of Environment and Forest to serve as the focal point in the administrative structure for the planning, promotion and coordination of environmental and forestry programmes. The Ministry of Environment and Forest (MoEF) has overall authority for the administration and implementation of government policies, laws and regulations related to the environment, including conservation, environmental assessment, sustainable development and pollution control. MoEF identifies the need to enact new laws and amend existing environmental legislation when required, in order to continue to conserve and protect the environment. At the state level, the MoEF authority is implemented by the Department of the Environment and the Department of Forest.

In 1976, the 42nd Constitutional Amendment created Article 48A and 51A, placing an obligation on every citizen of the country to attempt to conserve the environment. As a result, a number of laws related to environmental conservation were passed to strengthen existing legislation. Environment (Protection) Act, 1986 is the landmark legislation as it provides for the protection of environment and aims at plugging the loopholes in the other related acts.

4.2 KEY ENVIRONMENTAL LAWS AND REGULATIONS

Table-4.1 presents Environmental regulations and legislations relevant to this project, which are the responsibility of a number of government agencies.

Table 4.1 : Summary of Relevant Environmental Legislations

Act Year Objective Responsible Agency Environmental (Protection) Act 1986 To protect and improve MoEF. GoI; DoE, the overall environment. GoP; CPCB; PSPCB

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Act Year Objective Responsible Agency Environment Impact Assessment 1994 To provide environmental MoEF. GoI; DoE, Notification clearance to new GoP; PSPCB; CPCB development activities following environmental impact assessment Indian Forest Act 1927 To check deforestation by Forest Department, The Forest (Conservation) Act 1980 restricting conversion of GoP (for land The Forest (Conservation) Rules 1981 forested areas into non conversion below 5 Forest Conservation Rule 2003 forested areas. hectare & 40% (Notification) density). Wild Life (Protection) Act 1972 To protect wildlife in Chief Conservator. general particular to Wildlife, Wildlife National Parks and Wing, Forest Sanctuaries. Department, GoP. National Forest Policy 1952 To maintain ecological Forest Department, National Forest Policy (Revised) 1988 stability through GoI and GoP preservation and restoration of biological diversity. Water (Prevention and Control of 1974 To control water pollution PSPCB Pollution) Act by controlling discharge of pollutants as per the prescribed standards. Air (Prevention and Control of 1981 To control air pollution by PSPCB & Transport Pollution) Act controlling emission of air Department. pollutants as per the prescribed standards. Central Motor Vehicle Act 1988 To check vehicular air and Motor Vehicle Central Motor Vehicle Rules 1989 noise pollution. Department, Govt of Punjab Motor Vehicle Rules 1989 Punjab. Ancient Monuments and 1958 Conservation of cultural Archaeological Dept. Archaeological Sites and Remains and historical remains GOI, Indian Heritage Act found in India. Society and Indian National Trust for Art and Culture Heritage (INTACH). The National Highway Act 1956 For Land Acquisition NHAI; Revenue and Department. GoP. Amendment 1997

A brief description of relevant laws is given below.

Forest (Conservation) Act, 1980: The Forest (Conservation) Act, 1980 pertains to the cases of

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diversion of forest area for non-forestry use. The process of obtaining forest clearance under this varies with the legal status of the forestland to be diverted. In case of Reserved Forest

 If the area of forests to be cleared or diverted exceeds 20 hectare then prior permission of Central Government is required;  If the forest land is between 5 to 20 hectare, then permission form the Regional Office of Chief Conservator is required;  If the forest land is below or equal to 5 hectare the State Government can give permission; and,  If the construction area is more than 40% forest, permission to undertake any work is needed from the Central Government, irrespective of the size of the area.

In case of Protected Forest MoEF regional office is empowered to accord Forest clearance for an area up to 5 hectares, which is to be cleared.

Wild Life Protection Act: The Wildlife Protection Act, 1972 has allowed the government to establish a number of National Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the state.

The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of the Central and State level Pollution Control Boards whose responsibilities include managing water quality and effluent standards, as well as monitoring water quality, prosecuting offenders and issuing licenses for construction and operation of any facility. This will include generation of liquid effluent during construction of road from civil engineering activities or from domestic activities in workers colony. There are specific penalties for violation, which include imprisonment for responsible officials.

The Air (Prevention and Control of Pollution) Act, 1981 empowers Central and State Pollution Control Boards for managing air quality and emission standards, as well as monitoring air quality, prosecuting offenders and issuing licenses for construction and operation of any facility. Air quality includes noise level standards. There are specific penalties for violation, which include imprisonment for responsible officials. This act has notified National Ambient Air Quality Standard for different regions e.g. Industrial, Residential and Sensitive. Air quality during construction and operation phases will be guided by this specific act.

Environment (Protection) Act, 1986: This act was passed as an overall comprehensive act “for protection and improvement of environment” Under this act rules have been specified for discharge/emission of effluents and different standards for environmental quality. These include Ambient Noise Standard, Emission from Motor Vehicles, Mass Emission standard for Petrol Driven Vehicles, General Effluent Standards etc. especially important for road project.

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4.3 ENVIRONMENTAL CLEARANCE

Environmental clearance for a project is issued in accordance with the Environment Impact Assessment Notification, 1994 under Environment (Protection) Act, 1986. The project proponent has to make an application in a specified Performa, which shall be accompanied by an Environment Impact Assessment (EIA) Report/Environmental Management Plan prepared in accordance with the guidelines issued by MoEF, GOI. The notification in Schedule-I lists 32 categories of projects that require preparation of EIA and subsequent clearance from MoEF if the investment is more than Rs.100 crores. A few hazardous industries e.g. paints, pesticides etc. are required to do EIA even the investment is less than that. The projects, which do not come under this Schedule, are cleared by Department of Environment of respective States. EIA application also requires No Objection Certificate (NOC) from respective State Pollution Control Boards. Public hearings at district level are also required and these are conducted by respective State Pollution Control Boards.

There is no environmental act or law exclusively governing road and highway projects. Item No. 21 of Schedule-I of the EIA Notification specifies that any highway project needs environmental clearance from the central government in the form of an approved EIA. In April 1997, a notification was issued by MoEF amending Schedule-I of the EIA Notification, 1994 which lists projects requiring Environmental Clearance. The April, 1997 notification amended Item 21 of the Schedule and stated:

“Environmental clearance by MoEF is not required for highway projects relating to improvement work including widening and strengthening of roads with marginal land acquisition along the existing alignments provided and which do not pass through ecologically sensitive areas such as National Parks, Sanctuaries, Tiger Reserves, Reserve Forests.”

Marginal land acquisitions means land acquisition not exceeding a total width of 20 meters on either side of the existing alignment put together. The by-passes would be treated as stand-alone projects and would require central environmental clearance only if the cost of the projects exceed Rs. 100 Crores.

In case of requirement of forestland as for the present project, prior approval from Forest Authorities at State and Central level is required for tree cutting in accordance with Forest Act.

In the present case where land acquirement is not marginal and about 338.40 hectares of land has to be acquired, the project would require environmental clearance from MoEF, GOI.

The steps for environmental clearance and forest clearance are shown in Figure 4.1 and Figure 4.2 respectively.

So for present project following clearances will be required

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Project Road with all Bypasses

1. Forest clearance from Ministry of Environment and Forest, Government of India 2. No Objection Certificate from Punjab Pollution Control Board 3. Environmental Clearance from Ministry of Environment and Forest, Government of India

In the present project five Bypasses has been proposed in the entire road stretch. None of the bypasses has project cost of Rs. 100 crores, so public hearing will not be required for this project. However, public consultation will be conducted at several places to have public opinion. 4.4 Use of fly ash

According to the Notification issued on 27 August, 2003 by the MoEF, it is mandatory to use fly ash in road embankments with in a radius of 100 kilometers of thermal power plant. Since there is no thermal power plant with in the radius of 100 kilometers, so fly ash is not proposed to be used in the project.

4.5 ENVIRONMENTAL POLICY AND GUIDELINES OF WORLD BANK / ASIAN DEVELOPMENT BANK

Asian Development Bank has a strong and meaningful Environmental Policy which caters for people and environment. The Environment Policy of the Asian Development Bank (ADB) is grounded in ADB's Poverty Reduction Strategy and long-term strategic framework. The Poverty Reduction Strategy recognizes that environmental sustainability is a prerequisite for pro-poor economic growth and efforts to reduce poverty. Environmental sustainability is also one of three crosscutting themes of the long-term strategic framework. ADB’s Environment Policy contains five main elements: (i) promoting environment and natural resource management interventions to reduce poverty directly, (ii) assisting developing member countries (DMCs) to mainstream environmental considerations in economic growth, (iii) helping maintain global and regional life support systems that underpin future development prospects, (iv) building partnerships to maximize the impact of ADB lending and nonlending activities, and (v) integrating environmental considerations across all ADB operations.

ADB requires environmental assessment of all project loans, program loans, sector loans, sector development program loans, financial intermediation loans, and private sector investment operations. The environmental assessment requirements for projects depend on the significance of environmental impacts. Each proposed project is scrutinized as to its type; location; the sensitivity, scale, nature, and magnitude of its potential environmental impacts; and availability of cost-effective mitigation measures. Projects thus screened for their expected environmental impact are assigned to one of the following four categories.

Category A: Projects with potential to have significant adverse environmental impacts. An environmental impact assessment (EIA) is required to address significant impacts.

Category B: Projects judged to have some adverse environmental impacts, but of lesser degree or significance than those for category A projects. An initial environmental examination (IEE) is

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required to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report.

Category C: Projects unlikely to have adverse environmental impacts. No EIA or IEE is required, although environmental implications are still reviewed.

Category FI: Projects are classified as category FI if they involve a credit line through a financial intermediary or an equity investment in a financial intermediary. The financial intermediary must apply an environmental management system, unless all subprojects will result in insignificant impacts.

Final classification will be the responsibility of ADB’s chief compliance officer. Projects are tentatively classified at initial screening of anticipated potential environmental impacts on the basis of a concept document, and this classification is reconfirmed by the chief compliance officer at the time of the management review meeting. However, classification is an ongoing process, and the environment category can be changed at any time with the approval of the chief compliance officer as more detailed information becomes available and project processing proceeds.

In the present case as will be seen in the subsequent chapters, no significant adverse environmental impacts are envisaged. As a substantial area of the road passes through some towns/villages, there will be some adverse impact. It is therefore suggested that the project be considered as Category B. However for clearance of the project from MoEF, Govt. of India, EIA report will be necessary.

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Figure 4.1

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Figure 4.2

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CHAPTER 5.0

METHODOLOGY

5.1 APPROACH TO EIA STUDY

Environmental Impact Assessment is a holistic process, which requires to consider all aspects of environment which may be impacted due to the proposed project. The major issues of consideration are i) identification of potential impacts due to the project; ii) baseline scenario; iii) assessment of impacts and mitigation measures; iv) mitigation measures and v) environmental management plan. Environmental Impact Assessment Manual by MoEF has been followed for the study.

5.2 STEPS IN EIA

EIA process mainly consists of following steps:

a) Study of Background information on project b) Study of related policy and legal issues c) Preparation of Screening Report d) Baseline Data Collection e) Assessment of Impact f) Mitigation Measures g) Public Consultation h) Environment Management Plan

The steps are detailed below:

a) Study of Background information

Study of Project Documents: First task is to study the project documents to have the understanding of the project objectives, its main components, its boundary etc. Unless the project is well understood, its different impacts on environment and social issues cannot be properly identified.

b) Study of related policy and legal issues

Study of ADB Policy: ADB has detailed policy on environment and development. The Environment Policy of the Asian Development Bank (ADB) is grounded in ADB's poverty reduction strategy and long-term strategic framework. The policy and ADB’s guidelines for different levels of environmental activities were studied for preparation of the report.

Study of Laws and regulations: Laws and regulations enacted by Government of India and State of Punjab relevant to road construction and environment were studied.

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Study of Guidelines, Standards etc.: Ministry of Environment and Forest (MoEF), Indian Road Congress, Bureau of Indian Standards etc. have published different useful documents which were studied for screening exercise.

Some of these documents are:

1. Environment Impact Assessment – A Manual, 2001 - Ministry of Environment and Forest (MoEF), Government of India 2. Environmental Guidelines for Rail/Road/Highway Project – 1989, Ministry of Environment and Forest (MoEF), Government of India 3. Guidelines for Environmental Impact Assessment, 1989, Indian Roads Congress 4. Roads and Environment – A Handbook, 1997 – World Bank 5. Environmental Considerations in ADB Operations, OM Section 20: Issued on 28 February 2003., Asian Development Bank 6. Handbook on Environmental Procedures and Guidelines, 1994 Ministry of Environment and Forest (MoEF), Government of India

c) Preparation of Screening Report

A Screening Report was prepared to identify the important issues on environment from a preliminary study. This included:

Collection of data from secondary sources: After having the background information about the project and its environmental aspects from legal and policy points, guidelines on such studies, next step involves collection of data from secondary sources. The data are collected on meteorology, demography, forests and related aspects, landuse pattern, topography etc. Following are some important information available from secondary sources.

Information Source Demography District Census Handbook, Govt. Of India Landuse District Census Handbook, Govt. Of India Meteorology India Meteorology Department, Govt. Of India Topography Toposheets from Survey of India, Govt. Of India Rivers, Nullah etc. Toposheets from Survey of India, Govt. Of India Forest Department of Forest, Government of Punjab and Toposheets from Survey of India, Govt. Of India District Profile District Gazetteer and Punjab Government website Geological Data Geological Survey of India and Maps of Survey of India.

Reconnaissance survey of the project impact zone: Reconnaissance survey along the project road was carried out by a team of environmental and social experts. Important environmental components along the corridor of impact zone were identified. Those were, Road side plantation, public utilities, community resources, high pollution zone, accident prone areas etc. On the basis of background information, legal and policy positions etc. a checklist was prepared to conduct screening exercise.

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Discussions with local people, administrators were also conducted to obtain their opinion about the project.

d) Baseline Data collection

The study was carried out in details for the environmental components like Air, Water, Noise, Soil and Biological. The findings were used to evaluate the impact.

Air Environment: Baseline data for ambient air quality has been generated at the sites to represent various baseline condition near the road during the month of May/June 2004. The parameters measured were Suspended Particulate Matters (SPM), Respirable Particulate Matters (RPM), Sulfur

Dioxide (SO2), Oxides of Nitrogen (NO2) and Carbon monoxide (CO). Respirable dust sampler was used for monitoring the Ambient Air Quality parameters. The sampling and analysis of air pollutants were done as per the norms suggested by Central Pollution Control Board (Emission Regulations Part-III) and also the Bureau of Indian Standards IS-5182.

Water Environment: Water quality was also monitored for water resources including both surface and ground water. The parameters of prime importance, which were measured for the water quality covered Physical, Chemical, Inorganic, Organic, Nutrient and heavy metals. The sampling and analysis methodologies of the water samples adopted were as per IS-2488, IS-3025 and AWWA.

Noise Environment: Noise monitoring was carried out at different zones by Noise meter.

Soil Quality: Soil quality was monitored from a number of places for a number of important parameters e.g. pH, bulk density, water holding capacity, cation exchange capacity, NPK, Lead and others.

Biological Environment: Major biological component both flora, fauna were studied through direct observation and secondary data collection.

e) Assessment of Impacts

Reviewing the project activities and baseline conditions, the design was improved to consider environmental aspects. The impacts can be assessed both qualitatively and quantitatively. Project impacts on different environmental components are generally identified in a checklist matrix (known as Leopold Matrix also) method, which is a qualitative approach. The present trend is to quantify the impact using a common unit of measurement. This methodology called weighing-scaling checklist method has been developed by a number of groups. The approach assigns some relative value to the environmental components also called valued environmental components (VEC). Then it assigns importance weights to impact scales for each alternative activity relative to each environmental component. The basic concept can be expressed as

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m n EIV =  i=1  j=1 (IS)i (PI)j

Where, EIV = Environmental Impact Value

(IS)i = Impact Scale value for ith activity

(PI)j = Environmental component value for jth environmental component m = No. of activities n = No. of environmental components

However actual quantification is difficult because of subjective nature of the valuation of environmental component and the impacts. Both environmental and social impacts are difficult to quantify, specifically to judging a project. So quantification approach has not been considered further. However valued environmental components have been identified and the impact assessed based on the impact on these components. Environmental components considered for assessment of impact for this project are given below:

Table 5.1 : Valued Environmental Components Environmental components Detail of Components Physical Environment Land Soil Air Quality Water Resources Noise Ecological Environment Roadside Plantation Social Environment Rehabilitation Employment Housing Agriculture Culture

f) Mitigation Measures

Mitigation measures have been suggested based on environmental and social criteria and also relying on best engineering practices. Besides the mitigation measures, environmental enhancement programmes have also been considered.

g) Public Consultation

Public opinion is an important criterion in development programme. Any development activities need grassroot suggestions to be implemented right from design phase. Public consultation was done in two ways. A number of road side people were interviewed based on a written structured

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questionnaire. Also a number of interactive sessions were organised with local people to have their opinions on the road development project.

h) Environment Management Plan

Finally an environmental management plan has been developed to ensure the implementation of the mitigation measures and other environmental improvement activities underling specific responsibilities of different participating organisations. A budgetary cost for environmental measures has also been presented.

i) Field Work/Study

The environment study has been carried out in depth by the team of Environmentalists.

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CHAPTER 6.0

ENVIRONMENTAL SETTINGS

6.1 PHYSICAL RESOURCES

6.1.1 Physiography Project Road section is a part of National Highway No. 15 [NH-15] and is located in the north west of state of Punjab, bordering Pakistan. The project corridor starts from its junction with NH 1A at km 116/200, near Pathankot with starting km of 5.60 and ends at NH-1 Bypass at Km 455/200 at Amritsar, with the project chainage of 102.860, covering two districts of Gurdaspur and Amritsar. The project road lies between Latitude 32o-17’-10” to 31o-38’-10” and Longitude 75o-39’-17” to 74o-53’-10”. The topography is plain and land slopes gently from North-East to South – West. There are no rivers across the project corridor.

6.1.2 Geology and Soil The Tropical Arid Brown Soil covers parts of Amristar, the south-western half of Gurdaspur tehsil and Batala tehsil. The soil is deficient in nitrogen, potash and phosphorus. Water-logging, alkalinity and salinity pose serious problems. The texture of the soil is sandy loam in south-western half and in the flood plains of the rivers but in the north-western half the texture becomes clayey. The fertility of the soil varies from medium to high.

6.1.3 Climate There are three well defined seasons in the Punjab. These are:

1. Hot Season (mid-April to the end of June) 2. Rainy Season ( early July to the end of September) 3. Cold Season (early December to the end of February)

The transitional seasons are:

1. Post-monsoon (September to end of November). It is transitional period between the rainy and cold seasons. 2. Pre-hot season (March to mid-April). It is a transitional period between the cold and hot seasons.

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Hot Season The temperature begins to rise from February onwards. Though the real hot seasons starts in mid- April, the rising temperature breaks the high pressure belt in the north-west of the Indian peninsula. The atmospheric pressure over this region in February is about 987 milli bars. The minimum is reached in early June when it is near about 970 milli bars.

Rainy Season This is the most welcome season and the agricultural year starts with its advent. Monsoon winds reach the region normally in the first week of July. The Bay of Bengal branch of the monsoon current is the main source of rainfall.

Winter Season The fall in temperature is pronounced in January, when the mean temperature falls to 12oC during day time and to 5oC during the night.

Post-Monsoon Transitional Season Monsoon normally retreat by the middle of September. With this a gradual change in weather takes place and continuous so till the end of November. Thus October and November are the months with transitional climates between rainy and winter seasons. The weather remains generally dry and fair.

Pre Hot Transitional Season By early March the winter season begins to fade and by the middle of April, it ultimately emerges as hot season. At times there may be a shower or two accompanied by hail storms and squalls which do a lot of damage to crops.

The winds are warm and dry during the last days of March, it is the time for harvest.

Rainfall The amount of rainfall in the Punjab ranges between 250 mm and 1000 mm. The maximum rainfall is near the Shivalik Hills and the minimum towards the desert in the west. 70 to 80 percent of the total rainfall is concentrated during the three months of south-west monsoon winds and the rest comes during the winter months. There is wide difference in the amount of rainfall experienced in east and west Punjab. Near the hills rainfall is over 1000 mm. Gurdaspur district receives an annual rainfall of more than 750 mm.

Monsoon Rainfall The major part of annual rainfall is experienced during the monsoon period, when the monsoon current in the Bay of Bengal enters from the south-east. The normal onset of the monsoon in Punjab is in the first week of July.

Winter Rainfall During the winter season, weather in Punjab is normally cool and dry. This type of weather is associated with the passage of western disturbances through the region.

The importance of winter rainfall in Punjab is immense primarily because of its time and

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effectiveness. In the area adjoining the Shivalik Hills, winter crops is dependent upon this rainfall. The sub-Shivalik region receives more than 100 mm of rainfall from December to March.

Temperature The sub-tropical latitudinal and continental location of Punjab makes the variation of temperature from month to month very high. Though the minimum air temperature rarely drops below 0o C, ground frost is a common phenomenon in mid -winter. The rise in temperature is gradual when the air has high moisture content with the sky remaining overcast; the rise is however steep when the sky is clear and there is little moisture content in the air.

The highest day time temperature is recorded during the months of May and June. It is more than 40 oC at Amristar. At Amritsar the highest maximum temperature on record was 45.5o C. The minimum temperature is recorded during the month of January, when the sun's rays are more oblique as compared to the other months. The cold winds check the rise in day temperature.

The minimum temperature is lowest from December to February. The lowest minimum temperature recorded at Amristar is 0.2oC. At Amristar the minimum temperature remain below 5oC for about 55 days. The maximum number of days with the lowest night time temperature are in the month of January. The highest minimum temperature is recorded in the month of June, when it is even higher than the day temperature of December and January. The annual range of temperature all over the state is around 21oC. The mean monthly range of temperature varies from 9oC in July to about 18oC in November.

Mean maximum temperature of region is 35.5oC but maximum temperature reaches above 46.9oC.July, August and September are considered rainy season. Average annual rainfall is 656 mm and 80 percent of it falls in these three months. Cold season prevails from middle of November to February. Mean minimum temperature is 11.7 oC but temperature may go down to –1.0 oC. Mean relative humidity is about 76 %. Mean wind speed is higher during monsoon months and quite low during winter months. A summary of important climatic features is given below. TABLE 6.1: CLIMATE HIGHLIGHTS Mean Maximum Temperature 35.5oC (May) Maximum Temperature 46.9oC (May) Mean Minimum Temperature 11.7 oC (January) Minimum Temperature -1.0 oC (January) Mean Rainfall 656 .0 mm Mean monthly wind speed 0.8 km/hr Mean Maximum wind speed 2 .3 km/hr (May) Predominant Wind Direction Southwest and West Predominant Calm condition December

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Figure 6.1

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Figure 6.2

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6.1.4 Air Quality The road passes through seven townships and a number of villages and settlements. It has been described in Chapter 2.0 that these townships and most of the villages have been bypassed by proposing bypasses. In this way major areas where air quality could have been an issue has also been avoided. There is no major source of industrial emission close to the project road. The project road still does not have very high traffic so in the rural background the dispersion of auto emission is adequate. The road mainly passes through agricultural areas and as such air quality is expected to be quite satisfactory except high level of natural dust in this region due to its topography and climate. Only in the village sectors local burning of fuels like wood, cow dung may pose some air quality problem in some pockets in some part of the day and also during some specific climatic condition.

Air quality was monitored at four places representing different background scenario covering all sections of the road. Data were collected about 15-20 m from the edge of the road at a height of 3-4m. Table 6.2(a) provides the locations of the air quality monitoring and air quality data.

Table 6.1(a) : Locations of Air quality Monitoring Stations

Sl. Station Chainage (Km) Location Background No. 1 Station 1 23.500 Gharota More, G.T. Road A small town (Dinanagar) 2 Station 2 42.950 Babri Jiwanwal 3 Station 3 67.000 Batala Town 4 Station 4 91.600 Kathu Nangal

Table 6.2(b) : Summary of Air Quality Monitoring Data at Gharota More, G.T. Road(Dinanagar) All values in microgram/cu.m

Station :1 Location : Gharota More, G.T. Road(Dinanagar)

SPM RSPM SO2 Nox CO Max 131 70 23 20 735 Min 123 62 14 19 656 Avg 126 65.75 17.75 19.5 687.25 Std. 200 100 80 80 2000

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Table 6.2(c) : Summary of Air Quality Monitoring Data at Babri Jiwanwal All values in microgram/cu.m

Station :2 Location : Babri Jiwanwal

SPM RSPM SO2 Nox CO Max 127 69 16 20 708 Min 123 66 13 16 648 Avg 125 66.75 14.75 18 682 Std. 200 100 80 80 2000

Table 6.2(d) : Summary of Air Quality Monitoring Data at Batala All values in microgram/cu.m

Station :3 Location : Batala

SPM RSPM SO2 Nox CO Max 128 69 15 23 731 Min 117 62 14 17 640 Avg 123.75 66 14.5 19.5 680 Std. 200 100 80 80 2000

Table 6.2(e) : Summary of Air Quality Monitoring Data at Kathua Nangal All values in microgram/cu.m

Station :4 Location : Kathua Nangal

SPM RSPM SO2 Nox CO Max 133 67 19 18 708 Min 125 64 13 15 673 Avg 127 66 15.25 16.75 693.75 Std. 200 100 80 80 2000

Table 6.2(b) to Table 6.2(e) shows the average air quality scenario. It can be seen that SPM and RPM are quite high, but as said before this higher dust concentration is due to dry season. Ambient concentration of Sulphur dioxide and Nitrogen Oxides are quite low. Carbon monoxide concentration is low. Overall ambient air quality is quite well.

6.1.5 Surface water and Ground water Surface water

Canal and Nullahs : As stated earlier, there are no rivers across the project road. However Upper Bari Doab Canal crosses the project road at three locations - (km 6.987, km 51.300 and km 91.250),

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while Hydel Canal crosses at km 11.936 and a flood drain crosses the project road. River Ravi flows along India –Pakistan international border from North to South. During heavy floods, the flood water overtops the banks, but with the marginal bunds along the river, the flooding of the road is avoided. These are all important environmental components during construction and operation. Table 6.3 shows the important Canals/ Nallahas/Drains crossing the road

Table 6.3: Canals/ Nallahas/Drains crossing the project road Chainage Settlement Sensitive issues Remarks (km) 6.987 - Upper Bari Doab Canal 11.936 - Hydle Channel 21.850 - Parmanand nala 24.221 - Sirkalan Escape Channel - Nanunangal Distributory on Gurdaspur 37.800 Bypass 46.300 - Ammpur Distributory 51.200 Raina Distributory 51.300 - Upper Bari Doab Main Canal 51.750 - Fateh Nangal Distributory 80.050 - drain 83.200 - drain 91.250 - Upper Bari Doab Main Canal

Tubewells and Handpumps: The area through which the road passes gets moderate rainfall for a few months in the year. In this region summer temperature soars to about 45oC. Handpumps and tubewells are important source for supply of drinking water. As there are large number of handpumps which lie within ROW, so these will be considered for replacement.

Waterbodies: Waterbodies are of importance both for their ecological functions and for human requirements. These waterbodies are important for avifauna. A small seasonal pond has been identified along Gurdaspur Bypass on LHS, which is about 30 m from the edge of the road. It is unlikely to have any major impact on the project.

Water Quality

As described above, the water being a scarce resource here, Canals, Tubewell and Handpumps are major source of water, which are being used by people. So quality of water is important which should not be impacted further. So Surface water quality was monitored at two locations – Hydel Canal (at km 11.936) and Upper Bari Doab Main Canal (at km 91.250). The results are presented in Table 6.4.

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Table 6.4 : Surface Water Quality Date of collection: 03.06.2004 Parameters Hydel Canal Upper Bari Doab Main Canal (at km 11.936) (at km 91.250) Temperature oC 17 17 Turbidity NTU 0.6 0.5 Conductivity mhos 180 180 PH 7.4 7.5 TSS mg/l 4 5 TDS mg/l 392 406

BOD 5at 20oC mg/l Not Detectable Not Detectable DO mg/l 7 7.2 COD mg/l 20 16 Oil & Grease mg/l Not Detectable Not Detectable

Total Hardness as CaCO3 mg/l 192 200 Calcium as Ca mg/l 23 27 Sodium as Na mg/l 16 21 Magnesium as Mg mg/l 33 32

Nitrate as NO3 mg/l 0.05 0.04

Phosphate as PO4 mg/l 0.27 0.36

Sulphate as SO4 mg/l 30 60 Chloride as Cl mg/l 41 9 Lead as Pb mg/l 0.08 0.13 Iron as Fe mg/l Not Detectable Not Detectable Total Chromium mg/l 0.01 0.04 Fluoride as Fl mg/l Not Detectable 0.001 Total Coliform MPN/100ml Nil Nil

The water quality of Hydel Canal shows that water is mildly hard, total dissolved solids is moderate, just within the drinking water standard of 500 mg/l. BOD level was not detectable.The water quality of Upper Bari Doab Main Canal is similar. BOD level was not detectable. The water samples were collected during peak summer and there was nominal flow of water. Water quality will change in monsoon.

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Groundwater

Ground water quality was monitored at two Locations – at village Bariar (from tubewell) and at village kandial (from handpump). The results are given in Table 6.5.

Ground water results show more dissolved solids than the surface water and much within drinking water standard (IS-10500). pH was within 7.02-7.3. Magnesium concentration is on higher side. The other parameters are within the drinking water limits.

Table 6.5 : Ground Water Quality Date of collection: 03.06.2004 Parameters Village Bariar Village kandial (from tubewell) (from handpump). at km 34.200 at km 65.600 Temperature oC 20 22 Turbidity NTU 0.9 0.1 Conductivity mhos 550 940 PH 7.3 7.02 TSS mg/l 8 6 TDS mg/l 647 741

BOD 5at 20oC mg/l 0.2 Not Detectable DO mg/l 6.8 6.6 COD mg/l 60 48 Oil & Grease mg/l Not Detectable Not Detectable

Total Hardness as CaCO3 mg/l 396 480 Calcium as Ca mg/l 33.67 29 Sodium as Na mg/l 26 58 Magnesium as Mg mg/l 78 99.2

Nitrate as NO3 mg/l 0.034 0.044

Phosphate as PO4 mg/l Not Detectable Not Detectable

Sulphate as SO4 mg/l 29 28 Chloride as Cl mg/l 12 26.2 Lead as Pb mg/l 0.04 0.07 Iron as Fe mg/l Not Detectable Not Detectable Total Chromium mg/l 0.01 0.01

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Parameters Village Bariar Village kandial (from tubewell) (from handpump). at km 34.200 at km 65.600 Fluoride as Fl mg/l 0.0074 0.03 Total Coliform MPN/100ml Nil Nil

6.1.6 Noise Noise is another common environmental parameter which can cause significant damage if not properly attended. Construction work will generate some noise and future traffic scenario also will change the noise characteristics. Background noise therefore was monitored at 5 places. The results are given in Table 6.6 and National Ambient Noise Standard is given in Table 6.7.

In general considering Indian condition noise quality is satisfactory. Noise levels mostly are within the desirable limits. Table 6.6 : Noise Monitoring Results (dBA) (at 15 m from the road edge)

Location Leq (Day) Leq (Night) Lmax Lmin Km 21.500 at Parmanand 53 38 67 32 At Gurdaspur Bypass 55 31 69 30 Km 52.000 at Dhariwal 62 43 76 33 Km 72.200 at Batala 59 41 70 37 Km 102 at Verka 63 39 78 35

Table 6.7 : National Ambient Noise Standard

Area / Class Day Time Night Time (6 am to 9 pm) (9 pm to 6 am) Industrial 75 70 Commercial 65 55 Residential 55 45 Sensitive 50 40

6.2 ECOLOGICAL RESOURCES

6.2.1 Forest Roadside Plantation The total area under forests in Amritsar district is about 14,800 ha and in Gurdaspur district is about 2,69,00 ha of, which is about 2.91 percent and 10.34 percent of total area of punjab. The project road does not pass through any Reserved forest area National park or Sanctuary.However road side plantation within the ROW has been declared as Protected Forest by the State Government.

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The area along the project road is mostly agricultural. The area was visited on foot and vehicles to have an overall idea of the biotic components. Discussion was carried out with local people to find out about local names, uses and other aspects of local flora. Local forest offices were also visited and discussion was carried out with the officials to collect information.

The plantation all along the road is normal except for some places where it is dense and mostly consists of Eucalyptus trees (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini),Babul (Acacia Arabica), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees.

Babul (Acacia arabica) is one of the most common and widely distributed evergreen trees. It is one of the most useful trees, it has medicinal properties, its wood is quite hard and used for making all kinds of wooden articles. It is also preferred by the birds. Its deep root protects soil erosion. Eucalyptus (Eucalyptus spp) also grows in this climate quickly and provides good quality of wood. Neem (Azadirachta indica) is another tree, which grows well in dry arid region. Neem is a well known medicinal plant. Its wood is also very good for use and leaves are good fodder too. It is also an excellent shade tree.

Table 6.8 presents the Plant Species along the Road Side and Table 6.9 presents the number of trees along the existing road. Table 6.8: Plant Species along the Road Side S.No. Botanical Name Vernacular Name 1 Eucalyptus hybrid Eucalyptus 2 Dalbergia sissoo Shisham 3 Mangifera indica Mango 4 Eugenia jambolala Jamun 5 Accacia arabica Babool 6 Ficus religiosa Pipal 7 Azadirecta indica Neem

Table 6.9 : Trees along Roadside

Chainage (Km). LHS RHS Total From To

5.6 8.0 115 467 582 8.0 9.0 42 163 205 9.0 10.0 217 229 446 10.0 11.0 176 231 407 11.0 12.0 264 263 527 12.0 13.0 207 258 465 13.0 14.0 37 273 310 14.0 15.0 328 179 507

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Chainage (Km). LHS RHS Total From To

15.0 16.0 611 207 818 16.0 17.0 448 116 564 17.0 18.0 362 142 504 18.0 19.0 245 115 360 19.0 20.0 232 119 351 20.0 21.0 186 133 319 21.0 22.0 203 119 322 22.0 29.0 742 647 1389 29.0 30.0 440 161 601 30.0 31.0 233 174 407 31.0 32.0 279 229 508 32.0 33.0 90 103 193 33.0 34.0 303 193 496 34.0 34.470 105 45 150 Gurdaspur Bypass 128 3541 3669 41.6 42.0 83 56 139 42.0 43.0 142 64 206 43.0 44.0 96 48 144 44.0 45.0 189 123 312 45.0 46.0 144 65 209 46.0 47.0 228 109 337 47.0 48.0 230 127 357 48.0 48.6 378 392 770 48.6 55.6 356 296 652 55.6 56.0 181 78 259 56.0 57.0 96 160 256 57.0 58.0 334 145 479 58.0 59.0 53 129 182 59.0 60.0 432 268 700 60.0 61.0 117 211 328 61.0 62.0 45 96 141 62.0 63.0 43 82 125 63.0 64.0 67 82 149 64.0 65.0 62 21 83 65.0 66.0 84 12 96 66.0 66.550 45 77 122 66.550 74.6. 117 99 216 74.6 75.0 79 66 145 75.0 76.0 67 32 99

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Chainage (Km). LHS RHS Total From To

76.0 79.0 110 76 186 79.0 80.0 162 173 335 80.0 81.0 181 112 293 81.0 82.0 75 126 201 82.0 83.0 48 53 101 83.0 84.0 / 85.0 / 86.0 343 187 530 86.0 87.0 287 8 295 87.0 88.0 53 97 150 88.0 89.0 89 242 331 89.0 91.0 38 41 79 91.0 92.0 278 84 362 92.0 93.0 503 138 641 93.0 94.0 527 127 654 94.0 95.0 533 153 686 95.0 96.0 286 92 378 96.0 97.0 248 237 485 97.0 97.7 120 286 406 97.7 454.300 38 17 55 TOTAL 13580 13194 26774

In total there are about 26774 trees present along the road between km 5.6 to km 102.860.There are 13194 trees on Right Hand Side (RHS) while there are 13580 trees on Left Hand Side(LHS).

6.2.3 Fauna For faunal study for wild life information was gathered from local people. Local tribal village was visited and discussion was held with the villagers to collect information about the existing fauna. Information was also gathered from local forest officials and from reports.

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Monkeys are observed along the project road which cause a good deal of damage to crops.

Livestock reared in these districts are cows, buffaloes, sheep, goats, ponies, mules, donkeys and pigs. Common birds like koyal, crow, parrot, sparrow etc. are seen here.

6.3 ECONOMIC DEVELOPMENT

6.3.1 Industrial Scenario of Punjab Industrially, Punjab is one of the advanced State in the country, Amritsar is famous for various industries. There are large and medium scale industries like textiles, textile finishing, embroidery, roller flour mills, oil mills, wood screw and machine screw industry, chemical, milk plant, distilling, sugar and northern railway locomotive workshop. The most important small scale industries are machine tool industry, hosiery, thermometer, food products, chemical, rubber goods, musical instrument, oil & perfumes, handloom weaving and handicrafts. In Amritsar total number of registered factories is 1658. Amritsar district ranked second in the number of total registered factories. Gurdaspur district has not been industrially developed. Basically some important large scale industrial units are textile, machine tools & agricultural implements, sugar mills, milk plants, wheat flour mills and rice-shellers. There are also a some number of medium and small scale industrial units engaged in manufacturing of machine tools & agricultural implements, conduit pipes, soap making, cycle parts, handlooms, shoe making, leather tanning, pottery, phulkari and kashidkari. in district Gurdaspur. Total number of registered factories are 668. 6.3.2 Minerals The whole of Amritsar district is composed of recent deposits known collectively as the Indo- Gangetic alluvium, which consists of the alluvial sand, clay and loam. Apart from the clay used for brick making. Amritsar is an important saltpeter producing district but its production has declined over the years. On the whole Amritsar district is poor in minerals and mining wealth. The minerals found in Gurdaspur district are building stones, foundry sand, calc-tuffa, limestone, ochre, saltpeter, fullers-earth etc. The building material such as boulders, shingle, sand, brick earth occur at the same place both in the ephemeral and perennial streams as well as on the hill tops. Brick earth is found throughout the district.

6.3.3 Transport and Communication 6.3.3.1 Roads Road is a harbinger of overall development. All the developmental activities in the sphere of agriculture, commerce, education, health, social welfare even the situation like maintenance of law and order are largely connected with sufficient availability of roads. A well developed network of transport and communication is the demand of time for rapid economic growth.( Table 6.10)

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Table 6.10: Road length in the State Year National Highways Provincial Highways Total Roads 1980-81 964 31482 32446 1990-91 982 37518 38500 1999-2000 1717 45202 46919 2000-01 1717 45334 47051 2001-02 1717 51660 52377 2002-03 1717 52444 54161 Source: Chief Engineer, P.W.D. (B & R.), Punjab

Provincial Highways include State Highways, District Roads, Rural Roads and Urban roads.

Table 6.11: List of National Highways in the State Sl. National Route Length Total No. Highway in State length No. Km Km 1 1 Delhi-Ambala-Jalandhar –Amritsar – 254 456 Indo-Pak Border 2 1 A Jalandhar –Madhopur-Jammu-Banihal- 108 663 Srinagar-Baramula-Uri 3 10 Delhi-Fazilka-Indo-Pak Border 78 403 4 15 Pathankot-Amritsar-Bhatinda-Ganganagar- 350 1526 Bikaner-Jaisalmer-Barmer-Samakhiali (near Kandla) 5 20 Pathankot-Mandi 10 220 6 21 Junction with NH-22 near Chandigarh – 67 323 Bilaspur-Mandi-Kullu-Manali 7 22. Ambala-Kalka-Shimla-Narkauda-Rampur 31 459 Ropar– Indo-China Border near Shipkila 8 64 Chandigarh-Rajpura-Patiala-Sangur-Bhatinda- 256 256 Dabwali 9 70 Jalandhar-Hoshiarpur-Hamirpur-Dharampur- 50 170 Mandi 10 71 Jalandhar-Sangrur-Rohtak-Bawal 130 307 11 95 Kharar (Chandigarh)-Ludhiana –Jagaraon – 225 225. Ferozpur

6.3.3.2 Road Transport The total number of motor vehicles registered with the Transport department of the State was 29.10 lakhs upto 2001, which has reached 33.07 lakhs by the end of the year 2003, showing an increase of 6.61 percent. The details of various category of vehicles registered upto the end of the year2001, 2002 and 2003 are given Table 6.12

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Table 6.12: Registered Motor Vehicles in Punjab

Sl. No. Year 2001 2002 2003

1. 3-wheelers Passengers 29071 31745 34442

3-wheelers Goods 12633 13678 14999

2. Taxis 9711 7905 8647

3. Buses 16425 16917 17601

4. Trucks 84112 86992 90509

5. 2- wheelers 2103527 2255749 2414928

6. Cars 192237 216851 241743

7. Jeeps 24705 27033 29791

8. Tractors 434032 442562 450956

9. Trailors 404 - -

10. Others 3419 3715 3988

Total 2910376 3103147 3307604

6.3.4 AGRICULTURE

Agriculture plays a vital role in the economic development of the state and continues to be the backbone of State’s economy in terms of employment and contribution to state Domestic Product. More than 50 percent of the population are engaged in agriculture based activities and thus depend on agriculture for livelihood.

The principal crops of the state are barley, wheat, paddy, maize and sugarcane. Among the fodder crops are Bajra and Jowar. The green fodder, is very popular with the farmers for feeding milch cattle. Main source of irrigation are canals and tube wells.

The economy of the state depends primarily upon agriculture. There are two main harvests in the year. Rabi (Hari) and Kharif (Sawani). The Rabi or spring harvest consists of wheat, gram, barley and some oil seeds, fodder crops, potatoes and winter vegetables. The Kharif or autumn harvest consists of rice, maize, sugarcane, cotton, pulses other than gram and peas, bajra, jowar and vegetables like chillies, onions and gourd. The National Productivity Council, Government of India has awarded Productivity Award to Punjab, for excellent performance in agriculture extension.

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Two system of cropping are in vogue in the state namely Dofasli Harsala and Ekjasli Harsala. The Dofasli Harsala means two harvests in a period of twelve months. Ekfasli Harsala means a single crop in a year.

6.3.4.1 Agricultural production in different season As discuss earlier, agriculture and allied sector contributes plays an impotant role in the State’s economy. The details of the crop wise area and production under kharif and rabi crops are given in Table 6.13

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Table 6.13: Area and production of Kharif and Rabi crops in the State

Crops Area (Thousand Hectares) Production(Thousand metric Year 2001-02 Tone) Year 2001-02 Kharif Rabi Total Kharif Rabi Total Paddy 2489.0 2489.0 8824.0 8824.0 Jowar 0.3 0.3 0.3 0.3 Bajra 7.0 7.0 6.3 6.3 Maize 165 165 449 449 Wheat 3422.0 3422.0 15509.0 15509.0 Oil Seed 79.0 79.0 80.0 80.0 Sugarcane 142.0 142.0 925.0 925.0 Cotton 607.0 607.0 222.25 222.25 Gram 7.0 7.0 6.0 6.0 Arhar 9.7 9.7 8.4 8.4 Moong 23.1 23.1 11.1 11.1 Total: 2661.3 4289.8 6951.1 9279.6 16761.75 26041.35

The Total food grain production in the kharif is 9279.60 and in rabi 16761.75 thousand Matric tones respectively.

6.3.5 Forestry

Forests are a renewable resource and perform productive as well as protective functions. Apart from providing various products, forests reduce soil erosion, regulate the channel flow of water, control floods, moderate climate, increase rainfall and enrich genetic reserve of flora and fauna. Forests play an important role in improving the quality of environment.

According to the State of Forest Report, published by the Forest Survey of India (FSI) , India has a recorded forest area of 76.5 million hectare or 23.3% of the total geographic area of the country. But the actual forest cover is 63.34 million ha (19.27% of the country's area) of which 26.13 million ha are degraded. There is another 5.72 million ha scrub in addition to the reported forest cover of 63.34 million ha. Thus, in total, 31.85 million ha forests in the country are degraded or open.

State of Punjab is not fortunate in having a large forests area. Whatever forests were there, were cleared and felled for agriculture, settlements and other cultural activities. Moreover, the arid and semi arid climate of Punjab is also not favorable and conducive to good growth of forests.

As per Forests department records the total forests cover is 3054.28 sq.Km which amounts to approx. 6% of the total geographical area. As per FSI(2000) the forest cover based on satellite data is 1412 Sq.Km. This amounts to only 2.8% of the state `s geographical area. Out of this 517 sq.Km is dense forest cover and 895 sq.Km is open forest.

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Table 6.14 : Growth of Area under Forests in Punjab –1965-66 to 2000-01 Geographical. Area Area under Forests %age of total Year (sq.Km) (sq.Km) Area 1965-66 50362 1872 3.72 1970-71 50362 2111 4.19 1980-81 50362 2603 5.17 1985-86 50362 2823 5.61 1990-91 50362 2845 5.65 1993-94 50362 2901 5.76 1995-96 50362 2903 5.76 1997-98 50362 3045 6.05 1999-00 50362 3055 6.07 2000-01 50362 3058 6.07 Source : Statistical Abstract of Punjab 2000-01 Statistics for the years 2001-02 and 2002-03 not yet published.

The awareness amongst the people in general and government in particular about the degrading environment, pollution, scarcity of timber and fuel wood etc has encouraged the people and the forest deptt. to grow more and more trees in the form of strips along railways lines, roads, canals, and fields etc, which has resulted in increasing the area under the forests in the state. In 1992-93, 290.20 lakh trees particularly, eucalyptus, poplar, shisham and kikar were planted in Punjab by the Forests Department and Panchayat Department. and other agencies and by people in general. This figure declined to 211.5 lakh trees in 1995-96 and 176.16 lakh trees in 1999-00. The forests of Punjab on the basis of control have been categorized into two types namely: State Forests and Private Forests. The Forest Deptt and Civil Authority. owns the state forests. It is about 44.22% of the total forest area of Punjab. The Private forests owned by corporate bodies and private individuals account for 55.78% of the total area under forests.

6.3.6 Livestock Production

Animal husbandry is a major source of income for marginal farmers, landless labourers and other poor in rural areas. A large number of small and marginal farmers, agricultural labourers and other local poor folk depend upon livestock for gainful employment. Animal husbandry is closely interwoven with agriculture and plays an important role in the State’s economy.

As per livestock census 1990 there are 96789 thousand livestock and 15279 thousand poultry in the state.

6.3.7 Land

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The project road passes mostly through agricultural areas. The Tropical Arid Brown Soil covers parts of Amristar, the south-western half of Gurdaspur tehsil and Batala tehsil. The soil is deficient in nitrogen, potash and phosphorus. Water-logging, alkalinity and salinity pose serious problems. The texture of the soil is sandy loam in south-western half and in the flood plains of the rivers but in the north-western half the texture becomes clayey. The fertility of the soil varies from medium to high. Soil samples have been collected from 4 different places along the road. The results are given in Table 6.15.

Table 6.15 : Soil Quality Date of collection: 03.06.2004 Parameters Baath Sahib Village Ghulla Suchetgarh Verka Km 9.850 Km 34.200 Km 45.3 Km 96.3 PH 6.57 (5% Sullry) 6.34 (5% Sullry) 6.81 (5% Sullry) 6.64 (5% Sullry) Conductivity 330 micro 290 micro 430 micro 430 micro mhos/cm (5% mhos/cm (5% mhos/cm (5% mhos/cm (5% Sullry) Sullry) Sullry) Sullry) Bulk density 1.05 gm/cc 1.12 gm/cc 1.17 gm/cc 1.10 gm/cc

Soil porosity 5.40 % 5.89 % 5.65 % 4.20 % Water holding 46 % 27 % 24 % 30 % capacity Organic Carbon 4.30 % 2.9 % 2.10 % 3.40 % Cation Exchange 14 mg/l 15 mg/l 12 mg/l 14 mg/l capacity Nitrogen 660 mg/Kg 527 mg/Kg 63 mg/Kg 566 mg/Kg Phosphrous 50 mg/ Kg 49 mg/ Kg 82 mg/ Kg 72 mg/ Kg Potassium 0.6 mg/ Kg 0.08 mg/ Kg 0.06 mg/ Kg 0.06 mg/ Kg Lead 33.65 mg/Kg Not detectable Not detectable Not detectable Iron 1760 mg/Kg 1920 mg/Kg 1760 mg/Kg 1856 mg/Kg

6.3.8 Quarries and Borrow Areas Road construction requires stones, soil and sand. These are to be obtained from suitable areas which will be suitable for quality. Also environmental issues are considered. Table 6.16 and Table 6.17 presents the list of quarries and borrows areas respectively.

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Table 6.16 : List of Quarries Areas Sr. Chainage (Km) LHS/RHS Lead From Name of Type of No. NH-15 (Km) Quarry Quarry Stone 1 5.6 LHS 8 km Chakki River River Boulder Boulder 2 5.6 LHS 12 km Chakki River River Boulder Boulder 3 5.6 LHS 21 km Chakki River River Boulder Boulder

Table 6.17 : List of Borrows Areas Sr. No. Chainage (Km) LHS/RHS Lead From NH-15 Type of Soil (Km) 1 13.000 LHS 1.5 Km ML 2 19.000 RHS 2.0 Km ML 3 23.400 RHS 1.5 Km ML 4 33.000 RHS 1.0 Km ML 5 42.800 LHS 1.5 Km ML 6 54.250 RHS 0.5 Km ML 7 57.500 LHS 4.0 Km SM 8. 62.100 RHS 2.0 Km ML 9 77.100 LHS 1.5 Km ML 10 82.400 LHS 0.5 Km ML 11 87.500 LHS 1.0 Km ML 12 93.200 LHS 0.5 Km ML 13 98.700 RHS 2.0 Km ML SM – Silty Sand; ML – Silty with low plasticity

6.4 SOCIAL AND CULTURAL RESOURCES

6.4.1 Population & Growth Rates

The demographic features of the project districts as per 2001 Census are provided in Table 6.18. The total population of Amritsar and Gurdaspur districts stands at 5171096 of which female population constitutes around 47% of the total population of the districts.

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Table 6.18 : Demographic profile State/ Population Percentage of Female per thousand District Population males Total Male Female Rural Urban Total Rural Urban Punjab 24289296 12963362 11325934 66.05 33.95 874 887 845 Amritsar 3074207 1640024 1434183 60.00 40.00 874 883 861 Gurdaspur 2096889 1110406 986483 74.54 25.46 888 895 868 Source: Census of India, 2001

Out of the total population of the Amritsar and Gurdaspur districts, 60.12 % and 74.60 % live in rural areas while 39.88 % and 25.40 % of the total population of the districts live in urban areas. The corresponding proportions of rural and urban population in the State are 66.04 percent and 33.96 percent respectively.

The urban population of Amritsar district is distributed among 10 units, out of which one is Municipal Corporation town, one Cantonment Board town, two census town, one notified area and five towns have Municipal Committee. Amritsar Municipal Corporation is the most populous with 708835 persons. While Amritsar Cantt. (Cantonment Board) is the least populated with a population of 3832 persons. Similarly, urban population of Gurdaspur district is distributed among 16 units consisting of ten municipal committees and four Urban Agglomeration and two census towns. Pathankot (U.A.) is most populated with 128198 persons while Sri Hargobindpur (M.C.) is the least populated with a population of 3461.

Table 6.19 indicates the change in population in 1991-01. The data indicates that Amritsar and Gurdaspur districts registered a growth rate of 22.72 and 19.33 percent respectively in the 2001 Census against the State average of 19.76 percent.

Table 6.19: Decadal Change in Population and Density State/ Percentage decadal variation Density per sq. District (1991-01) km. Total Rural Urban Total Punjab 19.76 - - 482 Amritsar 22.72 12.53 18.32 603 Gurdaspur 19.33 15.62 17.71 588

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Source: Census of India, 2001

As indicated in Table 6.19, the population density of Panjub is 482 per sq. km. The population density of Amritsar district is 603 per sq.km, and Gurdaspur district is 588 per sq. kms.

Schedule Castes and Schedule Tribes SC and ST constitute vulnerable groups of the society. The SC and ST are those castes and tribes which have been notified as such by the Presidential Order in accordance with the Article 341 and 342 of the Indian Constitution.

According to 2001 Census, 59 castes and 47 tribes have been declared to be recognized as Scheduled Castes and Scheduled Tribes respectively. Census provides the necessary data about the SC and ST for evolving suitable plans for their socio-economic upliftment. Planners as well as administrators extensively use the data for developmental purposes. Schedule tribes population is not reported in Amritsar and Gurdaspur district.

Scheduled Castes share 28.01 and 24.70 percent of the total population of Amritsar and Gurdaspur districts respectively.

6.4.2 Literacy

Literacy rate is a significant indicator of any district or state’s economic as well as social development status. The higher literacy rate indicates higher awareness and vice versa.

Table 6.20 : Literacy rate of population by sex (2001)

State/ Percentage of literates District Persons Males Females Punjab 69.95 75.63 63.55 Amritsar 67.85 73.58 61.41 Gurdaspur 74.19 80.44 67.31 Source: Census of India, 2001

Location, proximity to urban centers, caste composition, settlement pattern, levels of social and economic development, attitude of villagers towards literacy and female education, availability of schools teachers and transport facilities area some of the factors having a close bearing on the literacy rate in any given area.

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Occupational Pattern

The work participatison rate for total workers is defined as the percentage of total workers to total population. In a similar way it is defined as main and marginal workers. The main workers are distributed in nine industrial categories of economic activities as per 2001 Census. Table 6.21 illustrates the work participation rates in Punjab and the two districts through which project road NH-15 traverses. The work participation rate at 37.58 percent for the State as a whole is comparatively slightly higher than the work participation rates of Amritsar and Gurdaspur districts i.e. 35.99 percent and 33.44 percent respectively. The relative importance of the main spheres of economic activity may be gauged from the pattern of distribution of main workers in cultivation, agricultural labour, household industry and other economic activities.

The economy of the districts is primarily agricultural which is supported by the fact that cultivators and agricultural labourers together constitute 54.03 and 55.53 percent respectively of the total main workers of the districts as against the State average of 55.26 percent. The proportion of main workers in agricultural sector is very higher of the total main workers in the district. The economy of the district is also distributed among manufacturing, process, service and repair in other than household industry, trade & commerce and other services together constitute 38.69 and 35.04 percent respectively in Amritsar and Gurdaspur of the total main workers of the districts as against state average of 36.20 percent.

Table 6.21: Work Participation Rate (2001) State/District Persons/ Percentage of workers Male/ Main Marginal Total Non- Female workers to workers to workers to workers to total total total total population population population population Punjab Persons 32.23 5.36 37.58 62.42 Male 49.97 4.13 54.1 45.9 Female 11.92 6.76 18.68 81.32 Amritsar Persons 30.35 5.65 35.99 64.01 Male 48.74 4.49 53.23 46.77 Female 9.3 6.97 16.27 83.73 Gurdaspur Persons 27.07 6.38 33.44 66.56 Male 45.46 6.39 51.85 48.15 Female 6.37 6.36 12.72 87.28 Source: State Profile & Census of India, 2001

The proportion of female marginal workers is slightly higher than that of males, because the females besides attending to their household duties also perform one or more economic activities to supplement the family income.

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CHAPTER 7.0

ASSESSMENT OF ENVIRONMENTAL IMPACTS

7.1 INTRODUCTION

This chapter identifies and assesses the probable impacts on different environmental parameters due to planning, construction and the operation of the proposed development. After studying the existing baseline environmental scenario, initial field surveys, reviewing the process and related statutory norms, the major impacts can be identified and assessed during the design, construction and the operation phases.

Road construction related impacts occur at three stages of the project:

i) Planning and Design ii) Construction iii) Operation

Planning and Design plans the road alignment, required bypasses, construction details, materials of construction etc. which ultimately decides the impact during later phases. Most of the impacts are during construction and operation phase. While some of the construction phase impacts are temporary, some also are permanent. Operation phase impacts are continuous in nature. To identify these impacts broadly on physical, ecological and social environment Impact Identification Matrix are developed.

Other important criteria for identification of impact is the identification of the impact zone. For present screening studies, a Corridor of Impact (COI) of 60 m width of road alignment has been considered.

Environmental parameters are broadly classified into three groups. i) Physical Environment ii) Biological Environment iii) Human Environment

Physical environment includes Water Resources, Water Quality, Air Quality, Noise and Land environment, Biological Environment includes, Flora, Terrestrial fauna, Avifauna, Aquatic flora & fauna and Plantation.

Social Environment includes Rehabilitation, Employment, Agriculture, Housing, Culture etc.

Social impact in details has been covered in Social Impact Assessment.

An Impact Identification Matrix for all the phases of the project is presented in Table 7.1.

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Table 7.1 : Matrix of Adverse Environmental Impacts due to the Project and Preliminary Mitigation Measures

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7.2 IMPACT DURING DESIGN PHASE

In case of present project road, the major issue at design stage has been the land availability on the existing road corridor at the town and village sections. To avoid extensive damage to public properties and livelihood, five major bypasses have been proposed in highway alignment design given in Table 2.9.

Also by widening on one side of the road, alignment design has saved 30 percent of the roadside trees. These mitigation measures are discussed in Chapter 9.0.

As the land taken for widening and bypasses is agricultural land so proper compensation will be paid for that, overall impact would not be significant.

7.3 IMPACT DURING CONSTRUCTION PHASE

7.3.1 Possession and Displacement Construction phase starts from taking possession of the site. The possession of land is the first major step in the project construction. Being an existing road there will be limited land acquisition except in cases of few major bypasses. Main impact is on social aspects and is dealt in rehabilitation planning. 7.3.2 Land Requirement For widening of an existing road, mainly on plain land, does not require much changes in present physiography. There will be acquirement of agricultural land for bypasses. About 155.80 ha of new land will have to be acquired for bypasses and about 182.60 ha of land will be required for widening of the road.

7.3.3 Soil Erosion The most important issue in land environment for road construction or improvement is the soil erosion. The construction activities require excavation of soil and removal of vegetation. These activities lead to loss of topsoil leading to localized ecological degradation. The soil erosion also adds to air pollution and water pollution , which have been discussed later.

Soil erosion is one of the common problems for all types of land related work. However there is no major source of soil erosion along the project road, except for Upper Bari Doab Canal. Construction of new bridge and improvement of present bridge will be required. New construction activities will have to take care of this issue.

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Land is also impacted from oil residues, lead and other components from running of vehicles and construction machineries.

Excavation of borrow pits and quarries is the other important activity which have impact on land environment beyond the COI. Extraction of fill materials from riverbed can cause significant environmental impacts due to erosion and affecting local ecology. Unplanned excavation of borrow pits can waste good agricultural land. Without proper restoration plan, these pits can have further adverse impact.

Mitigation measures for soil erosion has been suggested in Chapter 9.0. Borrow pits and queries have been identified, refer Table 6.16 and Table 6.17. Mitigation measures for borrow pits and quarries have also been suggested in Chapter 9.0. With the proper mitigation measures these impacts can be minimized.

7.3.4 Air Quality Except for high suspended particulate matters, the air quality is not a major issue here. High SPM is also of non-industrial nature, it is more due to dry season and recent dust storms. However air quality is one of the most important parameters to be impacted during construction phase.

Impacts on air quality during construction are because of generation of dust due to earth moving activities on road side, generation of dust due to excavation and handling of construction materials, emission of gaseous pollutants like Sulphur dioxide, nitrogen oxides, hydrocarbon, particulates, carbon monoxide etc. from heavy vehicles and generation of dust due to movement of these vehicles Gaseous emission from Asphalt mixing plants is another important source of pollution. The larger sized plants can have serious impact. Dust is produced due to handling of aggregates. Smoke and soot, consisting carcinogenic materials are generated due to partial combustion of mixtures. Heating of bitumen also releases toxic gases.

However, the mitigation measures and special attention at the sensitive spots can reduce the impact substantially. Also by changing alignment and proposing bypasses a number of sensitive places have been avoided. Table 7.2 presents the list of sensitive places on the present road and those which can be avoided by proper road design. Observing environmental regulations regarding use of vehicles, crusher plants and asphalt mixing plants will also mitigate the air pollution within acceptable limit. Details are given in Chapter 9.0. Impact on air quality during construction phase is temporary and site specific. Thus it is difficult to quantify on an objective level. Overall impact will not be significant by proper mitigation measures

Table 7.2 : List of sensitive location( Air Quality) Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) 12.0-13.0 Rai University (R) 100 m away 14.0-15.0 MGN college 13.5m away

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Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) 19.0-20.0 Km 19.830 - Saraswathi modern school 20.0-21.0 Parmanand Km 20.7, Parmanand Senior Secondary School (L) at 7.8m away 27.0-28.0 Km 27.100, Gobind Public school (R), 13.3m away 28.0-29.0 Km 28.300, DR Puri Memorial Public School (L),15m away 33.0-34.0 Km 33.700, Institute of Hotel Management (Catering & Nutrition) (R), 15m away 34.0-35.0 Bariyar Km 34.200, Beant Km 34.300 school (R) college of Engg & 12m away Technology(L), 11.8m away 43.0-44.0 Km 43.900, Mumbidyal High School (R) at 30m away 48.0-49.0 Km 48.500, Little Flower Convent School (R ), 10m away 53.0-54.0 Km 53.600, Baba Banda Bahadur High School(R ), 10m 54.0-55.0 Bidhipur Km 54.050, Bidipura Public School(L),at 12m away 58.0-59.0 Udhanwal Km 58.750, Dashmesh Primary School (L), 40m away 59.0-60.0 Km 59.985, Millinium Public School(L) 15m away 66.0-67.0 Km 66.200, SG Public School(L), 25m away 75.0-76.0 Km 75.000, VMS Km 75.800, High

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Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) college of education School (R), 15m away (L), 10m away 93.0-94.0 Km 93.300, School (R), 100m away 98.0-99.0 Km 98.000, School (R), 10m away

7.3.5 Noise Major noise pollution will be generated during construction phase from operation of heavy machineries; movement of heavy vehicles will also generate some noise.

A lot of this problem can be reduced by proper mitigation measures. Also construction phase noise is a very much temporary affair. Each type of activity can generate different type and level of noise but that continue for a short period during the construction phase.

Alignment change have avoided a number of sensitive places as given in Table 7.2. Avoiding work after evening near residential areas will also reduce the potential noise pollution.

7.3.6 Water Resources Water resources can be impacted in different ways during construction of the roads. Widening and change of alignment can directly impact a waterbody by filling it partially or totally. Construction work closely to a waterbody used by community can cause significant disturbances to the users. The piling or storing of earth, aggregates or other construction materials close to the water body can be source of pollution. The materials can settle by wind, by surface runoff or accidentally during transfer or handling in the waterbody. This can cause health impact on waterbody users. Sedimentation and mixing of undesirable materials can cause ecological damage in the waterbody. Construction work can also have significant impact on the public water supply by destroying it, closing access to the users or by using it for the construction work.

Construction of bridges over canals, nallahasand drains can have significant impact on those waterbodies during construction. It can pollute the streams by discharging effluents in it, by disposing construction materials, spillage of oil or other materials. Specially for local streams which are still not impacted by industrial or municipal discharge, this pollution can cause immense damage.

The other impact on water resources is the requirement of water for construction purpose. Water will be required for earthwork, compaction and other construction purposes. Water will be required for dust suppression. Drinking water will be required for the workers working at the construction site. Water for drinking and other domestic requirements will be required for the workers who will be residing at the project site. The water requirement for all these purposes may have impact on local water resources and can have impact on local communities’ water availability. This can also have

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impact on water requirement for local domestic animals.

The road passes through a dry area with much moderate rainfall. It is estimated that about 500 m3 of water is required per day. The contractor will have to use bore wells to lift the ground water. However necessary permission from local ground water authority will have to be taken.

There are a number of handpumps wells on the roadsides. These are intensively used by the local residents. Construction work may impact on these sources. The wells, taps and similar public utilities have been discussed in social impact assessment and not considered here.

Waterbodies are of importance both for their ecological functions and for human requirements. These waterbodies are important for avifauna. A small seasonal pond has been identified along Gurdaspur Bypass on LHS, which is about 30 m from the edge of the road. It is unlikely to have any major impact on the project.

7.3.7 Rivers, Canals and Nallahs As stated earlier, there are no rivers across the project road. However, a number of canal crossings are there and a flood drain crosses the project road. River Ravi flows along India –Pakistan international border from North to South. During heavy floods, the flood water overtops the banks, but with the marginal bunds along the river, the flooding of the road is avoided. These are all important environmental components during construction and operation. Following are the important Canals/ Nallahas/Drains crossing the road (Table 7.3)

Table 7.3: Canals/ Nallahas/Drains crossing the project road Chainage Settlement Sensitive issues Remarks (km) 6.987 - Upper Bari Doab Canal 11.936 - Hydle Channel 21.850 - Parmanand nala 24.221 - Sirkalan Escape Channel - Nanunangal Distributory on Gurdaspur 37.800 Bypass 46.300 - Ammpur Distributory 51.200 Raina Distributory 51.300 - Upper Bari Doab Main Canal 51.750 - Fateh Nangal Distributory 80.050 - Drain 83.200 - Drain 91.250 - Upper Bari Doab Main Canal

Mitigation measures to reduce impact on these waterbodies, canals, nallahas and drains have been suggested in Chapter 9.0. It is envisaged with proper implementation of the suggested mitigation measures and proper monitoring, the impact will be negligible.

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7.3.8 Trees The road has trees and plantations on roadsides. Widening and maintenance activities can cause severe impact on these trees and plantations by removing them. This will also leads induced impact on local fauna and ecology. The loss of trees is also important for road users as these trees provide shade to the road users. Loss of the trees also can have such direct impact on local community. The impact will depend on the number, density, type of species of trees on each road.

As discussed before that this is a relatively dry area with moderate rainfall, so there is luxuriant vegetation along the road. Mostly it is observed that the roadside plantations is dense and mostly consist of Eucalyptus trees (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini),Babul (Acacia Arabica), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. Babul (Acacia arabica) is one of the most common and widely distributed evergreen trees. It is one of the most useful trees, it has medicinal properties, its wood is quite hard and used for making all kinds of wooden articles. The birds also prefer it. Its deep root protects soil erosion. Neem (Azadirachta indica) is another tree which grows well in dry region. Neem is a well known medicinal plant. Its wood is also very good for use and leaves are good fodder too. It is also an excellent shade tree.

In total there are about 26774 trees present along the road between km 5.6 to km 102.860.There are 13194 trees on Right Hand Side (RHS) while there are 13580 trees on Left Hand Side(LHS).

Table 7.4 provides the total number of trees on the roadside and how many of them will have to be cut down. It shows that due to alignment design, bypasses, about 30 percent of the trees will be saved. Also compensatory plantation and plantation along the total road will be carried out as detailed in chapter on mitigation measures. With the proposed mitigation measures, there will be several times more trees after the project is completed.

Table 7.4 : Details of Trees to be affected

Chainage (km) LHS RHS Total 4.450 - 8.000 103 437 540 8.000 - 9.000 39 148 187 9.000 - 10.000 199 224 423 10.000 - 11.000 167 133 300 11.000 - 12.000 241 143 384 12.000 -13.000 193 145 338 13.000 - 14.500 21 18 39 14.500 - 15.000 303 34 337 15.000 - 16.000 597 108 705 16.000 - 17.000 425 73 498 17.000 - 18.000 316 105 421 18.000 - 19.000 227 113 343 19.000 - 20.000 227 113 340 20.000 - 21.000 169 131 300 21.000 - 22.000 158 47 205 22.000 - 22.600 261 119 380

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Chainage (km) LHS RHS Total 22.600 - 29.100 22 9 31 29.100 - 30.000 440 58 498 30.000 - 31.000 199 12 211 31.000 - 32.000 248 144 392 32.000 - 33.000 36 55 91 33.000 - 34.000 260 183 443 34.000 - 34.470 98 23 121 34.470 (0) - 1.000 3 450 453 1.000 - 2.000 3 403 406 2.000 - 3.000 28 424 452 3.000 - 4.000 2 653 655 4.000 - 5.000 3 472 475 5.000 - 6.000 2 444 446 6.000 - 7.000 0 269 269 7.000 - 8.250 25 297 322 41.600 -42.000 63 49 112 42.000 - 43.000 102 46 148 43.000 - 44.000 80 19 99 44.000 - 45.000 161 111 272 45.000 - 46.000 136 40 176 46.000 - 47.000 190 71 261 47.000 - 48.000 181 76 257 48.000 - 48.600 312 124 436 48.600 - 55.600 40 38 78 55.600 - 56.000 151 50 201 56.000 - 57.000 174 104 278 57.000 - 58.000 283 135 418 58.000 - 59.000 39 65 104 59.000 - 60.000 391 112 503 60.000 - 61.000 94 70 164 61.000 -62.000 26 82 108 62.000 - 63.000 42 74 116 63.000 - 64.000 58 6 64 64.000 - 65.000 50 15 65 65.000 - 66.000 64 6 70 66.000 - 66.550 5 14 19 66.550 - 74.600 15 7 22 74.600 - 75.000 53 34 87 75.000 - 76.000 44 25 69 76.000 - 79.000 55 27 82 79.000 - 80.000 161 84 245 80.000 - 81.000 112 83 195 81.000 - 82.000 58 106 164 82.000 - 83.000 35 32 67 83.000 - 86.000 254 124 378 86.000 - 87.000 164 3 167 87.000 - 88.000 35 82 117 88.000 - 89.000 6 197 203

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Chainage (km) LHS RHS Total 89.000 - 91.600 22 17 39 91.000 - 92.000 226 61 287 92.000 - 93.000 441 117 558 93.000 - 94.000 433 90 523 94.000 - 95.000 417 138 555 95.000 - 96.000 229 55 284 96.000 - 97.000 195 213 408 97.000 - 97.700 55 226 281 97.700 - 454.300 13 7 20 Total 10680 9022 19702

7.3.9 Fauna Roadside fauna are mainly based on the trees. Cutting of trees during construction phase will no doubt have immediate impact on a number of avifauna and other creatures. With the mitigation measures proposed it will be possible to keep the impact at minimum level.

7.4 IMPACT DURING OPERATION PHASE 7.4.1 Air Quality During operation phase major impact is caused by vehicular pollution. These pollutants include Sulphur dioxide, Nitrogen oxides, Particulates, Lead, Carbon Monoxide and Hydrocarbon etc. Some secondary pollutants like ozone, PAN etc. are formed depending upon meteorological factors, topography etc. Dust is another important air pollutant that is generated due to bad maintenance of road, accumulation of wastes on roads etc.

Impact during operation phase is continuous and to some extent unavoidable. Thus impact on vulnerable group exposed to vehicular pollution will be of importance.

Also emission regulations are being made stringent day by day. Already lead has been abolished from petrol in all metropolitan cities and is expected to be abolished from the entire country very soon. Indian emission standards are now following to meet Euro II norms. So even increased number of vehicles will not increase the quantum of air pollutants.

7.4.2 Noise Vehicle movement produces noises that have impact on roadside users. The extent of noise depends upon traffic flow, road condition, speed of vehicle, use of horn etc. Slow movement of vehicles and specifically driving on first gear cause higher noise level. Traffic congestion and pedestrian interferences increase the use of horns. The higher vehicle speed, free traffic flow can reduce the noise level after widening of the road.

7.4.3 Water Quality During operation phase there is less possibility of any impact on waterbody. However water quality can be impacted due to washing of the vehicles near the rivers, waterbodies etc. Washings from road can contain oil which may end up in local waterbodies.

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7.4.4 Flora and Fauna Increased traffic can cause air pollution to have impact on flora. The widening of the road will increase traffic load , which can impact the movement of the animals crossing the road and can cause accidents. The disturbance in movement of animals can have impact on their life-cycle including breeding, going to waterholes etc.

Table 7.5 provides some environmental regulations relevant to road project.

Table 7.5 : Limits under Environment (Protection) Rules, 1986 Source Regulations Stone Crusher i) Implementation of following pollution control measures:

a) Dust containment cum supression system for the equipment. b) Construction of wind breaking walls. c) Construction of metalled roads within the premises. d) Regular cleaning and wetting of the ground within the premises e) Growing of a green belt within the periphery

ii) Quantitative standard for SPM:

The SPM contribution value at a distance of 50 meters from a controlled isolated as well as from a unit located in a cluster should be less than 600 mg/m3. The measurements are to be conducted at least twice a month for all the 12 months a year.

Petrol driven: Vehicles 5 wheelers : Idling CO not to exceed 3 percent by volume. 3 & 2 Wheelers : Idling CO not to exceed 5.5 percent by volume

Diesel driven: Smoke Density a) At full load and 70% maximum speed: 3.2 Light Absorption Co-eff b) At free acceleration: 2.3 Light Absorption Co-eff General Emission Particulate matters : 150 mg/Nm3 Automobiles 2 and 3 wheeler : 80 dB(A) Passenger car : 82 dB(A) Passenger or commercial vehicles upto 5T: 85 dB(A) Passenger or commercial vehicles 5-12 T : 89 dB(A) Passenger or commercial vehicles 5-12 T : 91 dB(A) Machineries Compactors, Front loaders, Concrete mixtures, Cranes, Vibrators, Saws : 75 dB(A)

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CHAPTER 8.0

PUBLIC CONSULTATION

As part of the project preparation, to ensure that the community support is obtained and the project supports the felt needs of the people; public consultations were carried out as an integral component. A continuous involvement of the stakeholders and the affected community was obtained. Building on the feedback on the consultation sessions has led to substantial inputs into the project preparation – including influencing design. Consultation involves soliciting people’s views on proposed actions and engaging them in a dialogue. It is a two-way information flow, from project authorities to people and, from people to project authorities. While decision making authority would be retained by the project authority, interaction with people and eliciting feedback allows affected populations to influence the decision making process by raising issues that should be considered in designing, mitigation, monitoring and management plans and the analysis of alternatives. This chapter documents the issues that are close to the community, their aspirations and their addressal by the project. Information source for the chapter has been the similar documentation as part of the RAP, with the social team conducting these sessions. The objectives of consultation sessions, the procedure adopted and the outputs of the consultation conducted have been briefly described in the following sections.

8.1 NEED

As part of their operational policies the funding agencies requires that the borrower take into account the views of affected groups including NGOs and the affected groups as part of the Environmental assessments of the project (particularly those with potentially significant impacts). People affected by the project are those living and working along the corridor and include businessmen, residents, farmers, agricultural workers, squatters and encroachers etc. Some religious and cultural properties within the area of impact may need relocation where consultations prove to be an effective tool in avoiding tension within the community.

8.2 OBJECTIVES

 The objectives of Public consultation as part of this project are:

 Improve understanding of the potential impacts of proposed projects;

 Identify alternative sites or designs, and mitigation measures;

 To improve environmental and social soundness;

 Clarify values and trade-offs associated with these different alternatives;

 Identify contentious issues;

 Establish transparent procedures for carrying out proposed projects; and

 Create accountability and sense of local ownership during project implementation.

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8.2.1 Identification of Issues

Based on the community consultation the key environmental, health, safety and social issues identified were:  Air Quality;  Noise levels;  Water pollution  Drinking water sources, water scarcity in non-monsoon months, construction water requirements  Roadside trees, tree plantation  Health issues, Such as water borne diseases / HIV / STD  Possession of skills and the training needs  Employment opportunity during civil works  Location of labour camp and hot mix plant sites  Location of dumping sites  Safety issues  Involvement of PAPs in Rehabilitation and Resettlement Plans  Impact on property and land acquisition  Resettlement Options  Enhancement of common property resources  Extension of Government Welfare schemes

8.2.2 Identification of Stakeholders

An initial list of stakeholders were prepared while carrying out analysis of alternatives, identification of specific issues, and preparation of initial mitigation and management plans as follows:  Directly affected People  People losing assets  People losing employment  Community affected due to loss of common property, such as religious and cultural properties, etc.  Indirectly affected people  Roadside villagers prone to air and noise pollution, accidents, communicable diseases, etc.  Villagers deriving products from the roadside vegetation.  Villagers loosing access  Agencies having local knowledge to contribute  Village Panchayats  NGOs  Forest Department  Department of Agriculture  Agencies might need to be responsible for impact management  Village Panchayats  Revenue Department

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 Department of Forest  State Pollution Control Board  NGOs

8.2.3 Location Specific Consultation Needs

Several project road specific consultation needs identified were:  Where owners of property, land and building /structures or their tenants are involved, consultations are required;  In cases where community structures are affected, the local management and community groups need to be consulted;  Need for improvement of intersection, curves, etc. has to be ascertained from people through consultation process;  The noise sensitive receptors are to be identified through public consultation process.

8.2.4 Design Stage

Consultations were carried out at the design stages to identify  Location specific social and environmental issues to be addressed through designs;  Socio-economic profile of community along the project routes;  Extent of likely impact due to the project;  Expectations and reservations of people towards project; and  Resettlement and rehabilitation options.

Census of all the properties within 30 meters on either side of the existing centre line was carried out. To prepare the baseline and identify R&R options, 25% socio economic survey of the Project Affected Households were also conducted. Moreover local level consultations were carried out through focus group discussions with the community residing along the highway to select the best alternative to minimise impacts. The venues of the meetings were the villages/settlement along the project corridor. At these meetings, the people were formally invited covering project-affected persons, prominent village persons, village panchayat members, teachers, health workers and others including women.

The consultations were held based on a structured questionnaire (see Annexure 8.1). At meetings, these questionnaires were distributed and people were informed about the subsequent meeting when their responses could be recorded. Summary of participation in consultation meetings is given as Table 8.1.

Table 8-1: Participation in Consultation Meetings for Environmental, Health & Safety Issues Project Impacted Villages Consultation Meetings PAPs Male Female Sarna 26 1 8 Parmanand 19 0 0

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Project Impacted Villages Consultation Meetings PAPs Male Female Bariar 23 0 11 Japuwal 17 0 0 Babri 19 3 0 Said mubarak 21 0 0 Jaintipur 16 0 0 Pakharpur 18 0 0 Total 159 4 19

8.2.5 Implementation Stage

The NGOs along with the PIU would take over the process of consultation and participation at this stage. NGOs would play a key role in acting as a link between the project authorities and the project affected persons. NGOs would undertake individual consultations and group meetings, and would seek participation of the people themselves in smooth implementation of the RAP and EMP. The NGOs would also try to generate accountability and sense of local ownership by involving the community in selection of relocation site, selection of income generating programmes and formation of self help groups in management of community assets.

8.2.6 Monitoring and Evaluation Stage

Participation would also be encouraged in monitoring and evaluation of RAP and EMP. Sample surveys and local level consultations would be carried out at this stage to identify gaps and deficiency in planning and frame necessary actions to achieve project objectives.

8.2.7 Issues Raised During Consultations

The issues of the community in the Project Impacted Villages were compiled on the basis of questionnaire based surveys and group discussions. Table 8.2 summarises the issues raised during the FGD. The questionnaire-based surveys and Focus Group Discussions were conducted during the month of January 2005. Both specific issues of villages and common issues raised by the villagers have been described.

8.2.8 Perceived Impacts

In almost all meetings, the villagers seem to take their environmental resources for granted. None of the impacts on natural resources identified by the project team were perceived to be a significant. In fact, their perception of important issues focused more on the socio-economic aspects of the proposed development – reduced travel time, timely and fair payment of compensation, etc. The only environmental issue, which was mentioned, was the tree plantation scheme. The overall summary of the issues perceived important by the roadside population is summarised below.

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Table 8-2: Questionnaire Based Issues and Responses Issues Raised Response Awareness on the Project Almost every one barring a few were aware about the Project Commercial Activities in the area The main activity in the project area is agriculture and business of agricultural products. Scope for implementing any horticulture, There is an overwhelming scope for implementation of pisciculture, sericulture, floriculture, etc., programmes. programmes Economic and Environmental benefits of Majority of people were of the view that implementation the project of the project shall bring about: Expansion of business and more employment benefits; Improved and increased accessibility to major towns/business centres and public facilities; Increase in community benefits such as access to roadside public amenities and improvement in connectivity to the village. Awareness regarding information about In almost all villages rural development programs Government Programme (e.g. social existed and though majority of the people were ignorant forestry) about the same. Health issues like spread of water borne Most prevailing disease in the project area are the diseases, STD/HIV awareness and general and the seasonal diseases. Cases of Filaria and availability of health facilities. diarrhoea were reported.No cases of sexually transmitted diseases (STD) and HIV, reported. Medical facilities like hospitals are not available everywhere. Drinking water Availability. Source of drinking water supply in most villages is through Tube well/HP, Well, Bore well and Tap water which is normally sufficient for the whole year. Locations for water harvesting The villagers consulted were ignorant about water structures. harvesting methods. As water supply is quite sufficient they also do not have any apprehension about loss of water sources during construction period. Labour for project implementation. Skilled and unskilled labour would be available for project implementation. Awareness on the impacts of the project There was a distinct awareness about the impacts among the people consulted. They felt that the project shall be beneficial to the people in general barring land acquisition and demolishing of residential and commercial property in which case the affected shall be properly compensated. Locations for debris disposal The villagers were ignorant about the process. Interest in involvement with the tree The people showed remarkable interest in being plantation scheme associated with the plantation scheme and suggested that Village Panchayat Committees be constituted to look

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Issues Raised Response after the Plantation and awarded for good maintenance of vegetation; Some villagers agreed to maintain the tree planted in front of their houses (Watering the tree/ Providing tree guards etc); some also suggested the involvement of educated unemployed people in Plantation Campaign Locations of labour camps. As far as the impact of the construction workers on the village is concerned, the villagers expressed that the construction camps, should be sited away from the village and that both positive and negative impacts are expected. Most villagers were of the opinion that both skilled and non-skilled workers could be made available from their villages for the project. Willingness to shift structures to a safe The people were ready to shift their structures from the distance from road edge. edge of the road to a safer place. Traffic safety measures During the construction period, villagers in Bori Ichod were of the opinion for allowing traffic movement during morning and evening and movement of vehicles in one direction at a time that traffic should be allowed to move in one direction at a time. Villagers were of the opinion that for safety of children, women, pedestrians and other non-motorised carts of the village, it is essential to put up speed breakers at the entry and exit points of the village along with appropriate signages. The villagers at Wadner also wanted a Road over bridge

(a) Positive Impacts  The project would accelerate development of trade and commerce, which in turn would lead to an overall increase in the standard of living in the villages.  More individual households would be able to open small roadside businesses (such as provision shops, ‘vehicle repairing’ shops, restaurants, PCO Booth etc.)) to increase their income.  PAPs would be able to sell agricultural products more profitably as improved road condition will enable access to a wider market area.  Reduction in travel time and Increase in accessibility.  Extension of education facility (Children from villages can easily travel to towns for attending school/college).  The project would enable the people to save time, money and fuel.  Reduction of accidents due to improvement of curves.  Roadside public amenities like bus shelter shall be built and improved.

(b) Negative Impacts  The PAPs were apprehensive about just and timely payment of compensation by the Government. People were assured that all possible, and feasible actions would be taken up to

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ensure that such issues do not arise in the project. They were informed about the compensation and assistances that would be given to them against loss of assets, land and livelihood.  The people were also apprehensive about the loss and displacement of community and private properties and land and the loss of livelihood due to displacement of business.  Difficulty in attending schools to the children  The project might increase the chances of vehicular accidents since traffic in general would increase after the project is completed  The people feared that more dhabas/highway restaurants will come up after the construction of Highway leading to flesh trade enhancing the risk of HIV/AIDS  The activities during the construction and the increased vehicular traffic shall lead to air and noise pollution and increase in pollution related diseases.  The villagers also felt that the widening of the road shall lead to felling of trees and hence the reduction of greenery. The people were informed that the widening shall be done eccentrically to save trees and a compensatory plantation of around 202,000 trees shall be planted.

8.3 FOLLOW UP CONSULTATION PROGRAMME

The follow up consultation process is to be conducted by the NGO with the objective of involving the stakeholders in every stage of project implementation. It involves two components viz, information disclosure and continuous consultation with the PAPs and roadside communities where appropriate.

8.3.1 Information Disclosure

The EA documents will be disclosed at each of the project-affected villages, for the benefit of the interested community, and the stakeholders. The reports would be kept at a community place so that it is accessible to all the villagers.

The report will also be available, with the NHAI Project Office and the Head Quarters. The report from these places will be available to the public on request for reference. NHAI project implementation unit office will provide actual information on policies and other rehabilitation action plan to the people, on a regular basis. Also, the PAPs would be informed by the NGO of the final project design and the solutions devised for the issues raised by them during the earlier stages of consultation.

8.3.2 Continued Consultation

As part of the continued consultation program, the following actions are proposed:  The NGO involved in implementation of the RAP will organise public meetings, and will appraise the communities about the progress in the implementation of R&R and Environmental works as required.  The functions of Grievance Redressal Committees (GRCs) through which the project road traverses should be explained to the PAPs. The representatives of the PAPs will be associated with the committee.  The resettlement sites, other amenities and facilities to be made available to the PAPs will be

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disclosed to them in consultation sessions.  The NGO will organise public meetings to inform the community about the entitlements and provisions under the project. Regular update of the progress of resettlement component of the project (summary version of the report submitted by the NGO) will be placed for public display at PIU office.  All monitoring and evaluation reports of the R&R components of the project will be disclosed in the same manner as suggested in this R&R report.

Though the focus is on implementation of R&R issues, it is expected that the NGO selected for the plantation component will continue to provide key inputs to the entire consultation process, either on its own, or through the PIU.

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CHAPTER 9.0

ENVIRONMENTAL MANAGEMENT PLAN (EMP)

9.1 INTRODUCTION

Environmental Management Plan (EMP) is the key to ensure that the environmental quality of the zone under impact does not deteriorate beyond the expected level due to the construction and operation of the project. As discussed in the previous chapters, the road design, construction and operation activities can have various levels of environmental impacts. The Environmental Management Plan (EMP) covers all aspects of the construction and operation phases related to environment.

The Environmental Management Plan (EMP) needs to be implemented right from the conception and should continue till the end. The Plan can be divided into three phases - (a) Design phase (b) Construction phase and (c) Operational phase.

9.2 DESIGN PHASE

Design will be based also on social and environmental criteria. Important environmental components e.g. soil erosion points, water resources, drainage, trees, sensitive locations etc, and social components e.g, school, hospitals, places of worship, residential areas, commercial place etc. will be preliminarily identified on existing road plan. While finaliasing alignments and deciding on corridor of impact, these data will be considered and design will try to minimize the impact on environment. Table 9.1 below shows Design Phase Measures – General

Table 9.1 : Design Phase Measures – General Impacts Mitigation Measures Land Acquisition Alignment design to minimize the land acquisition Major Displacement Bypasses to be considered Removal of Trees Alignment design to reduce the number, widening on the side of the road where less tree will be cut. Compensatory plantation to be planned. Impact on public utilities e.g. Alignment design to consider. In case of removal alternate community wells etc. arrangement to be done before. Impact on Cultural Sites Alignment design to consider. Public consultation may be needed if impact can not be avoided Access Restriction Required alternatives, underpasses, proper signposts for people should be included in design Congestion in Settlement Areas Service road to be provided

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Impacts Mitigation Measures Borrow pits Locations to be selected considering minimum loss of productive land and redevelopment Environmental Specifications Environmental qualifications specification should be included in for Contractors pre-qualification packages for the contractors

These mitigation measures have been considered during finalizing the road design. As described in Chapter 2.0, five (5) bypasses have been proposed to avoid major displacement and congestion in settlement areas. Service roads have been provided in a number of areas. In case of direct acquisition of waterbodies, full or part, equal amount will be excavated next to the waterbody. Widening alignment on one side of the road and bypasses has also saved substantial number of trees. Underpasses will be provided for animal migration at some specific location in the forest area. Table 9.2 shows some special mitigation measures adopted in project design.

Table 9.2 : Mitigation Measures in Project Road Design Impacts Mitigation Measures Major Displacement 5 Bypasses considered. Refer Sec. 2.6.2 Removal of Trees Alignment design has saved about 7100 trees about 30 percent of all the roadside trees. Refer Table 7.4 Compensatory plantation will be undertaken by Forest Department . About 2,02,000 trees are likely to be planted. Impact on public utilities In case of removal alternate arrangement will be done before. Social e.g. community wells etc. Impact Assessment will consider these issues. Congestion in Settlement Service road will be provided . Refer Table 9.3 Areas Borrow Pits and queries These have been identified and the required measures will be carried out. Refer Table 6.16 and Table 6.17 Air Quality and Noise Bypass and alignment design have saved 20 Schools and PHC s from air pollution and noise problems. Refer Table 7.2

Service roads provided in design at different locations on the project road. Some of the locations are quite congested and will require underpass and traffic signals. The list of service roads and Underpasses are given in Table 9.3.

Table 9.3 : Tentative Details of proposed Service Road and Underpass Sl. Location/ Left Right No. Particulars From To Length From To Length (km) (km) Service Roads 1. Sarna 0 1.10 1.10 7.100 10.00 2.90 7.10 10.00 2.90 2. Approaches to 11.100 11.400 0.30 Hydel Channel & Kotli village .” 12.00 12.200 0.20 12.00 12.20 0.20

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Sl. Location/ Left Right No. Particulars From To Length From To Length (km) (km) Service Roads Approaches to 12.800 13.00 0.20 Hydel Channel & Kotli village Jakolarhri 14.500 14.900 0.40 14.500 14.900 0.400 Jagatpur 16.500 17.200 0.70 16.500 16.700 0.200 Sarmo Lahri 18.600 19.300 0.70 18.600 19.300 0.700 3. Village 20.800 21.400 0.600 20.800 21.900 1.100 Parmanand Navrangpur 29.000 29.500 0.500 29.000 29.500 0.50 Paniar 30.000 31.300 1.300 30.000 31.300 1.30 Bariar 32.800 34.450 1.650 32.800 34.450 1.650 Jeewanwal 42.200 43.400 1.200 42.200 43.400 1.200 Japuwal 45.200 45.600 0.40 Dhariwal Gurdasnagar 46.200 46.600 0.400 46.200 46.600 0.40 Sahal 47.300 48.00 0.700 47.300 48.00 0.70 Chuharchak 57.900 59.000 1.100 57.900 59.000 1.100 Khokar/Udwal 61.300 62.100 0.800 61.300 62.100 0.800 Gillanwali 64.00 64.200 0.200 64.000 64.200 0.200 Sugarmil Gaon 65.300 66.600 1.300 65.300 66.600 1.300 Said Mubarak 75.600 76.300 0.700 75.600 76.800 1.200 Hardo Jhande 77.100 77.500 0.400 77.100 77.500 0.400 Jayantipur 80.600 82.500 1.900 80.600 82.500 1.900 Talwandi 83.100 83.800 0.700 Shenewali 85.100 85.400 0.300 85.100 85.400 0.300 Waryan Nangal 87.600 88.000 0.400 87.600 88.000 0.40 95.000 96.100 1.10 95.00 96.100 1.10 Sohian Khurd 96.800 97.300 0.700 97.200 97.500 0.30 Total 19.10 22.90

LIST OF UNDERPASSES Proposed Proposed Vertical S.No Type Remark Chainage Span(m) Clearance

1 7+090 1 x 15 5.5 Vehicular Sarna village Narot Mehra - Sarna railway 2 8+385 1 x 12 5.0 Vehicular station

3 14+775 1 x 12 5.0 Vehicular Taragarh village

4 21+298 1 x 12 5.0 Vehicular parmanand village

5 23+248 1 x 12 5.0 Vehicular Dinanagar bypass

6 24+789 1 x 12 5.0 Vehicular Dinanagar village

7 27+482 1 x 12 5.0 Vehicular Dinanagar road

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8 31+210 1 x 12 5.0 Vehicular Garoha - paniar village

9 37+790 1 x 12 5.0 Vehicular Gurdaspur - pandori road

10 42+225 1 x 12 5.0 Vehicular Bajchok road

11 42+775 1 x 7.00 3.5 LCV Aujala village

12 44+630 1 x 12 5.0 Vehicular Pabbari road

13 52+160 1 x 12 5.0 Vehicular Old NH-15 to Peedi Sain road

14 53+840 1 x 12 5.0 Vehicular Khunda - ahmadabad village

15 56+130 1 x 12 5.0 Vehicular Chaudarpur - lehal village road

16 61+295 1 x 12 5.0 Vehicular Naushera - Mazza Singh village

17 64+615 1 x 12 5.0 Vehicular Vadhuwal village

18 70+010 1 x 12 5.0 Vehicular Batala bypass

19 72+425 1x7.00 3.5 LCV Batala bypass

20 77+400 1 x 12 5.0 Vehicular Dheer village

21 78+900 1 x 12 5.0 Vehicular Batala bypass (end)

22 80+220 1 x 12 5.0 Vehicular Hardojhawde village

23 81+640 1 x 12 5.0 Vehicular Ghastipur kalan village

24 85+534 1 x 12 5.0 Vehicular Jaintipur village

25 86+475 1 x 12 5.0 Vehicular Pakargaon 26 88+033 1 x 12 5.0 Vehicular For Talwandi Light Commercial 27 93+640 1 x 7.00 3.5 Vehicle Road along channel Light Commercial 28 94+570 1x7.00 3.5 Vehicle

29 96+257 1 x 12 5.0 Vehicular Kathunagal bypass (end)

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9.3 CONSTRUCTION PHASE

Land Environment

The impact of road construction starts with land environment. It has been discussed in Section 7.3. General mitigation measures are suggested below in Table 9.4.

Table 9.4 : Mitigation Measures for Land Environment Impacts Mitigation Measures Loss of topsoil Arable lands will be avoided for earth borrowing. If needed, topsoil will be separated and refilled after excavation. Borrowing of fill Excavation from pre-selected locations. After excavation the borrow pits materials will be dressed to match with the surroundings. In specific cases borrow pits can be excavated in consultation with local people to use those pits as water harvesting points. Disposal of No haphazard dumping of construction waste. Only pre-selected location Construction waste maintaining local environmental regulations will be used. Disposal of human Specific landfill sites should be identified to manage solid waste waste by generated from habitation of construction workers. construction workers.

Air Quality and Noise

Construction activities at different phases can generate significant air quality problems. So air quality and noise will be one of the major environmental issues. Mitigation measures would be taken to reduce the impact as presented below in Table 9.5. Specific areas for air and noise pollution control have been identified and given in Table 9.6.

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Table 9.5 : General Measures for Air & Noise Pollution Control Impact Measures Generation of Dust Water will be sprayed during construction phase, in earth handling sites, asphalt mixing sites and other excavation areas for suppression of dust. Dust emission from piles of excavated material should also be controlled by spraying water on the piles. Special care should be taken when working near schools and medical facilities. Dust emission is a high risk problem in the Stone Crushing activities. Workers are exposed to high level of dust pollution. It will be responsibility of the project proponent to ensure that stone crushers supplying materials for this project implement air pollution control and workers are provided with masks. Stone crushing units should meet the requirements under Environment (Protection) Rules, 1986. Gaseous Pollution Vehicles and machineries will be regularly maintained to conform to the emission standards stipulated under Environment (Protection), Rules 1986. Asphalt mixing sites should be sufficiently away from residential quarters and not in forest area. Workers working in asphalt mixing and subsequent application of asphalt mix on road surface are exposed to high level of carcinogenic emission. These workers should be provided with masks and it will be responsibility of the supervising officers that the workers use the masks. Noise Noise levels of machineries used shall conform to relevant standards prescribed in Environment (Protection) Rules, 1986. Workers shall not be exposed to noise level more than permitted for industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers exposed to high noise level should use ear plugs Construction work generating noise pollution near the nursing home and residential areas should be stopped during night. Noise attenuation measures e.g. planting of trees, noise attenuation structures to be done as required.

However some specific areas need to be identified for air and noise quality control. Table 9.6 provides the locations and measures for air and noise quality control.

Table 9.6 : Areas of Air Pollution and Noise Control during Construction Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) 12.0-13.0 Rai University (R) 100 m away 14.0-15.0 MGN college 13.5m

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Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) away 19.0-20.0 Km 19.830 - Saraswathi modern school 20.0-21.0 Parmanand Km 20.7, Parmanand Senior Secondary School (L) at 7.8m away 27.0-28.0 Km 27.100, Gobind Public school (R), 13.3m away 28.0-29.0 Km 28.300, DR Puri Memorial Public School (L),15m away 33.0-34.0 Km 33.700, Institute of Hotel Management (Catering & Nutrition) (R), 15m away 34.0-35.0 Bariyar Km 34.200, Beant Km 34.300 school (R) college of Engg & 12m away Technology(L), 11.8m away 43.0-44.0 Km 43.900, Mumbidyal High School (R) at 30m away 48.0-49.0 Km 48.500, Little Flower Convent School (R ), 10m away 53.0-54.0 Km 53.600, Baba Banda Bahadur High School(R ), 10m 54.0-55.0 Bidhipur Km 54.050, Bidipura Public School(L),at 12m away 58.0-59.0 Udhanwal Km 58.750, Dashmesh Primary School (L), 40m away 59.0-60.0 Km 59.985, Millinium Public School(L) 15m away 66.0-67.0 Km 66.200, SG Public School(L), 25m away

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Chainage Settlement/ Sensitive issues Sensitive issues Remarks (km) village (LHS) (RHS) 75.0-76.0 Km 75.000, VMS Km 75.800, High college of education School (R), 15m away (L), 10m away 93.0-94.0 Km 93.300, School (R), 100m away 98.0-99.0 Km 98.000, School (R), 10m away

Water Resources

The project work will have some impact on water environment along the roadside and also the requirement of water for construction activities may have some impact on local water resources. Mitigation measures would be taken to reduce the impact as presented below in Table 9.7.

Table 9.7 : General Measures for Protection of Water Resources

Impacts Mitigation Measures

Loss or impact on The waterbody or a part if lost will be replaced immediately. The waterbodies embankments of waterbodies will be raised to prevent any contamination from road run-off.

Siltation into waterbodies Cofferdams or similar measures will be implemented during construction on rivers or major watercourses. Vegetation will be done where possible on any steep slopes to prevent erosion which causes siltation. No solid waste will be dumped near the waterbodies or canals.

Water use for Water sources would be selected so that local availability is not construction affected. Local waterbodies, tubewells, wells will not be used. Borehole by contractors will be done with permission from State Ground Water Board.

Contamination from All practical measures will be taken to prevent any uncontrolled wastes effluent discharge from construction workers camps and storages to water sources. The camp site will be provided with proper drainage connected with local drain.

Contamination from fuel Vehicle maintenance will be carried out in a confined area, away and wastes from water sources, and it will be ensured that used oil or lubricants are not disposed to watercourses.

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Sanitation and Water use Construction camp will be organised in a planned manner. Workers in Construction Camps shall be provided proper sanitation facilities including toilets. Camps will have water supply facilities like tube wells or from other sources such as that local water sources are not affected.

Specific measures for mitigation measures for waterbodies are given in Table 9.7. It has been mentioned earlier that this region experiences moderate rainfall and ground water is available only at considerable depth. So these waterbodies support both human and other living beings. As most of the waterbodies are heavily silted, these should be excavated as part of the project. In some cases a part of the wetland/waterbody will be taken up. Same amount of area will be further excavated to compensate that. It will also be seen that no water birds are killed by construction workers or their habitats destroyed.Construction work will be done on the bridges over a number of major and important canals. Construction work will take care that the canal water is not polluted due to the work. Also canals should not be polluted by washing of vehicles or use by the construction workers.

Flora A tree census has been carried out noting all tree sizes and species. About 19702 trees will have to be removed during construction activities. About 7100 trees have been saved by alignment design.

About 19702 trees in the entire project corridor will be removed during construction activities. About 7100 have been saved by alteration in the alignment design. The main species, which are to be cut , are Eucalyptus(Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees.It is proposed that a tree plantation scheme of more than 1:5 ratios shall be planted. Considering the total length of the road, which is about 97 km it is estimated that about 19702 trees will be removed thus it is proposed that around 202,000 trees shall be planted along the road side land as compensatory afforestation, which is more than several times the number of trees likely to be cut during widening proposed.

The common species, which are to be affected due to tree felling from Km 5.600 to Km 80.750, in district Gurdaspur are Eucalyptus (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) trees. A total of 15651 trees are to be cut in this stretch of the project corridor, with 7554 trees on Right Hand Side (RHS) and 8097 trees on Left Hand Side (LHS). A total of 5769 trees have been saved from cutting. In lieu of 15651 trees to be cut around 157,000 trees shall be planted as compensatory afforestation and additional plantation.

The common species, which are to be affected due to tree cutting from Km 80.750 to Km 102.860 in Amritsar district, are Eucalyptus (Eucalyptus hybrid), Sheesham (Dalbergia sissoo), Mango (Mangifera indica), Jamun (Syzygium Cumini), Neem (Azadirachia Indica) and Peepal (Ficus religiosa) and Babul (Acacia nilotica). A total of 4051 trees are to be cut in this stretch of the project corridor, with 1468 trees on Right Hand Side (RHS) and 2583 trees on Left Hand Side (LHS). A total of 1303 trees have been saved from cutting. In lieu of 4051 trees to be cut around

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45000 trees shall be planted as compensatory afforestation and additional plantation.

As per Government of India’s letter No. 9-1882/2001-ROC/560 dt. 13-10-2003, Net Present Value (NPV) for the forest - land diverted / to be diverted for non- forestry purposes will be @Rs. 9.2 lacs/ha. Apart from this, cost of plantation (ie. Afforesttation) including maintanence for 5 years for appox. 1000 trees per ha will be Rs. 1.24 lacs/ha.

In Gurdaspur district appox. 115 ha of road side forest land will be required for widening of the road. Cost of plantation (ie. Afforesttation) including maintanence for 5 years for appox. 1000 trees per ha will be Rs. 1.24 lacs/ha. Therefore 115,000 trees will be planted at a cost of Rs.142.6 lakhs. The Net Present Value (NPV) for the forest - land diverted / to be diverted for non- forestry purposes will be @Rs. 9.2 lacs/ha, so the likely cost of land to be given to Forest Department in lieu of the forest land taken for road construction will appox. be Rs.1058.0 Lakhs.

In order to maintain uniform 60 m ROW, apart from forest land, the agricultural land will also be acquired. The additional agricultural land will be available for Forest Department for compensatory afforestation. Appox. 114 ha of agricultural land will be available in which about 1,14,000 additional trees can be planted at a cost of Rs. 141.36 Lakhs.

Tree plantation strategy as per NHAI guidelines has been given (Refer Annexure 9.1)

Major mitigation measures to be taken up are given in Table 9.8.

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Table 9.8 : Mitigation Measures for Tree Loss Impacts Mitigation Measures Loss of trees Tree felling will be restricted to requirement of construction activities. About 1970 trees will have to be removed during construction activities. 7100 have been saved by alignment design. Appoximately 135 ha of forest land will be diverted for road construction. About 1000 trees per hectare will be planted as compensatory afforestation. At least 135000 trees will be planted. Apart from this additional plantation will be done in agricultural land appox. 148 ha in which about 148,000 trees will be planted. Altogether about 284,000 trees will be planted in the entire stretch .Plantation will be done as near as the old site, most preferably just beyond the existing position within Right of Way (ROW). To compensate the felling of trees and improve environmental quality trees will be planted in nearby areas beyond the project site. Tree plantation shall be covered under compensatory afforestation to be undertaken by the Forest Department, for which the funds shall be provided by the NHAI. Tree plantation will continue as part of construction process and will be included in Environmental Management Plan.The cost for plantation has been included in Environmental Cost.

Fauna

Different fauna are affected due to construction activities. Mitigation measures for birds will be planting of more trees which will improve the condition much better than the present. Table 9.9 shows the mitigation measures to be adopted during construction.

Table 9.9 : Mitigation Measures for Fauna Impacts Mitigation Measures Loss of habitat for Compensatory Plantation programme will be taken up. Refer Table 9.8. avifauna

Safety Safety at different stages of construction is an important issue both for local people as well as for the construction workers.

Table 9.10 : Safety Measures Impacts Mitigation Measures Information to Public Signs will be posted on road before construction areas informing public and travelers about the work and safety provisions. Restriction to Access Safe and convenient passage for vehicles, pedestrians and livestocks to and from the side roads and property across the road will be arranged during construction work

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Impacts Mitigation Measures Occupational Safety for Contractor will arrange all safety measures for workers as per Construction Workers Factories Act Occupational Safety for All workers employed on mixing asphaltic material, cement, lime Asphalt plant workers mortars, concrete etc., will be provided with protective footwear and and Crusher plant. protective goggles. For crusher workers masks should be provided. Explosive use The Contractor shall at all times make full liaison with and inform well in advance and obtain such permission as is required from all Government Authorities, public bodies and private parties whatsoever concerned or affected or likely to be concerned or affected by blasting operations.

Storage Site

Storage of construction related materials, like machineries, materials etc. will not be stored near any waterbody, school, health facilities, residential areas and in forest areas. The discarded materials from the storage site will be kept in a specific place at the storage site and disposed according to environmental laws and regulations. Especially, two relevant rules – Manufacture, Storage and Import of Hazardous Chemicals Rules and Hazardous Waste (Management and Handling) Rules – should be always considered. For storage of explosives, Explosives Act should be followed. Storage site should have proper signs for safety.

Workers’ Camp

Construction workers are a very neglected group in the country. Unless the workers are provided proper amenities to live at the construction site the environmental issues of road construction cannot be properly met. Following mitigation measures are suggested in Table 9.11. In accordance with Environment (Protection) Act, for any environmental pollution from the workers’ camp, the responsibility would lie with the project authority and subsequent penal action can be taken against them.

Table 9.11: Mitigation Measures for Workers’ Camps Issue Measures Location Workers’ camps will be located away from waterbodies, schools, residential areas and the forest areas Construction Camp will be constructed with proper accommodation facilities, should look aesthetically good as this will be a roadside feature during construction period Water Contractor will arrange for potable water supply for the workers so that local water sources are not disturbed. Bore well for the camp will be suitable for this region. Sanitation Workers’ camp will be provided with proper sanitation facilities, toilets

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with septic tank and soak pits. Waste management Wastewater from domestic uses, solid wastes will be disposed without violating environmental norms. The measures will be site specific. Other amenities Crèche, first aid etc as required under Factories Act

Some important legal provisions related to stone quarries, noise levels of machineries and vehicle standards are given in Table 9.12.

Table 9.12 : Limits under Environment (Protection) Rules, 1986 Source Regulations Stone Crusher Implementation of following pollution control measures: Dust containment cum rganizatio system for the equipment. Construction of wind breaking walls. Construction of metalled roads within the premises. Regular cleaning and wetting of the ground within the premises Growing of a green belt within the periphery Quantitative standard for SPM: The SPM contribution value at a distance of 50 meters from a controlled isolated as well as from a unit located in a cluster should be less than 600 mg/m3. The measurements are to be conducted at least twice a month for all the 12 months a year.

Petrol driven: Vehicles 5 wheelers : Idling CO not to exceed 3 percent by volume. 3 & 2 Wheelers : Idling CO not to exceed 5.5 percent by volume Diesel driven: Smoke Density b) At full load and 70% maximum speed: 3.2 Light Absorption Co-eff b) At free acceleration: 2.3 Light Absorption Co-eff

General Emission Particulate matters : 150 mg/Nm3 Automobiles 2 and 3 wheeler : 80 dB(A) Passenger car : 82 dB(A) Passenger or commercial vehicles upto 5T : 85 dB(A) Passenger or commercial vehicles 5-12 T : 89 dB(A) Passenger or commercial vehicles 5-12 T : 91 dB(A) Machineries Compactors,Front loaders, Concree mixtures, Cranes, Vibrators, Saws : 75 dB(A)

OPERATION PHASE

Environmental issues change during operation phase and its mitigation plan also has to look towards a longer period of time. Operation phase environmental aspects are thus more related to vehicular emission. The mitigation measures for different environmental aspects are discussed below in Table 9.13.

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Table 9.13 : Operation Phase Mitigation Measures

Impacts Mitigation Measures Dust Bad road maintenance of road gives rise to dust pollution. Road Su will be maintained properly. Gaseous Pollution All vehicles should be checked for “Pollution Under Control” certificates and occasional spot testing of emission from vehicles will be carried out. Noise Noise level for different automobiles have been prescribed in Environment (Protection) Rules, 1986. Signs will be posted to restrict blowing of horns in front of sensitive locations Surface runoff Surface runoff from the road will not be disposed directly in the waterbodies used by people for bathing etc. It should also not be disposed directly in to any watercourse with good water quality. Wild Life There should be speed restrictions through specific forest area in the night to prevent accident with wild animals. There will be proper sign for the drivers to inform about this. Flora Tree plantations will be monitored continuously. Safety Safety signs should be kept always clean and updated Public amenities Bus Stops, Underpasses etc. should be kept in order.

ENVIRONMENTAL ENHANCEMENT

Environmental enhancement considers additional provisions which can be included in the execution of highway widening project to enhance better road service facilities, public amenities, safety provisions and environmental quality. Also it suggests improvement of aesthetic qualities of the project corridor. Following are the provisions for the environmental enhancement.

Road Service Facilities

a) Service Roads and Underpasses: Service Roads have been provided as given in Table 9.3. Also a number of underpasses are suggested in the populated areas for better safety and faster traffic movement. b) Lay-byes / Parking spaces : Presently parking of trucks has been observed near Sarna, close to junction of NH-1A and NH-15. It is proposed to provide truck parking area at Sarna along realignment between NH-15 & NH 1 A. For this purpose, land area of about 2 Ha is proposed to be acquired. The facilities therein would range from drinking water, telephone, toilet, dhabas, repair workshop, rest dormitory etc. These facilities can be developed in due course in a phased manner. For the time being, only the land acquisition, boundary wall and parking lay bye is proposed in these consultancy services. c) wayside amenities :There are no organized wayside amenities along the project road. With

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a view to provide facilities for long distance road users, amenities like motels, fast food joints, drinking water facilities and public conveniences, etc. have been proposed. It is proposed to provide wayside amenities along Dhariwal Bypass near UBDC crossing. The amenities shall inter-alia include provision of vehicle repairs/recovery and first-aid facilities. For this purpose additional land, about 2 ha is proposed to be acquired. d) Road medians: Road medians should be planted with flowering shrubs of medium height. This will also protect the drivers from the glares of headlights of vehicles coming from opposite direction. Public Amenities

a) Underpasses for Public and Cattle Crossing: Underpasses will be provided at all the settlement areas for public and cattle crossing. The highway will be less used by the local people so their movement across the road should not be curbed due to widening of the highway. The underpasses detail is given in table 9.3. Bus Stops: At present there are hardly any well maintained bus shelters on the road. New bus shelters with sitting bench and shade will be provided at all the settlement areas where the buses are likely to halt. The shades will be of aesthetic design improving the visual quality of the highway. b) Traffic Safety Signs: Traffic safety signs will be provided prominently at all places where it is required for public safety like schools, heath rganiz, market area etc.

Workers’ Camps

As said before workers’ camps are most neglected. The workers, camps by the road side are often an eye-sore. One of the important tasks of environmental enhancement will be to build model workers’ camps which then can be replicated in all road construction projects. The workers’ camps will be clean, the camp houses will be properly painted, the housing area nicely separated from the surroundings. There may be flower plants etc to make the place beautiful. There should be sign stating it as workers’ camp so that people traveling along the road can learn about the model camps.

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CHAPTER 10.0

INSTITUTIONAL REQUIREMENT AND ENVIRONMENTAL MONITORING PLAN

INTRODUCTION

Moniotring plan will consist of the following activities:

i) Monitoring of Implementation of Environmental Mitigation Measures ii) Monitoring of environmental Quality

IMPLEMENTATION OF ENVIRONMENTAL MITIGATION MEASURES

Implementation of Environmental Mitigation Measures is the most important task of EMP. An implementation task list is formed and all the mitigation measures are included. The responsible persons will have to monitor whether all the recommended measures are being implemented or not, if implemented then to what level. A monthly reporting chart will be prepared which will be filled up by the responsible official.

Important mitigation measures and the implementation schedule is presented in Table 10.1.

Table 10.2 presents a sample for the monthly implementation monitoring chart.

Table 10.1 : Environmental Mitigation Implementation Plan

Environmental Remedial Measures Location Time frame Responsibility Component

Design During Alignment Avoid impacting school, Throughout the Design design health facilities, project corridor Consultant, waterbodies and

residential quarters

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Public Amenities Provision of service Throughout the During design Design roads, underpasses, safety project corridor Consultant, signs, as mentioned in EIA Report Bus Stops, Lay bees, Parking spaces etc.

Closure of Public Alternative arrangement Throughout the At the Contractor, Utilities e.g. tube- project corridor beginning of Supervising wells, wells, bus as mentioned in construction Engineer stops etc. Social Impact activities Assessment

Construction

Water Resources & pollution

Waterbodies Construction of Waterbodies as Throughout Contractor, embankments, desiltation mentioned in Construction Supervising and environmental EIA Report Phase Engineer enhancement as mentioned in EIA Report

Canals/Nallahs Prevention of pollution of Canals/Nallahs Throughout Consultant, water mentioned in Construction Contractor, EIA Report Phase Supervising Engineer

Water Requirement Arrange water without Throughout the Throughout Contractor, for construction affecting local project corridor Construction Supervising requirement. Do not use Phase Engineer local waterbodies. Drill Boreholes with required permission. No water collection within forest area

Drinking Water Arrange water without Workers’ Throughout Contractor, Requirement affecting local camps Construction Supervising requirement Phase Working Site Engineer

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Wastewater from Ensure proper sanitation Workers’ camp Throughout Contractor, Workers’ camp and drainage. No direct Construction Supervising wastewater discharge in Phase Engineer waterbodies or the rivers/nallas

Air & Noise

Dust Generation Spraying of water Throughout the Throughout Contractor, project corridor Construction Supervising Phase Engineer

Dust Generation Spraying of water, Work Schools, PHCs During Contractor, near Sensitive during scheduled period as mentioned in Construction Supervising Locations only EIA Report near the Engineer vulnerable sites

Asphalt Plant Location away from Throughout the Throughout Contractor, sensitive areas. project corridor Construction Supervising Phase Engineer

Stone Crushers Implementing proper air Stone crushers Throughout Contractor, pollution control measure Construction Supervising as per law Phase Engineer

Gaseous Emission Ensure checking of Throughout the Throughout Contractor, from Construction vehicular emission and project corridor Construction Supervising work vehicles obtaining Pollution Under Phase Engineer Control Certificate

Noise from Ensure machineries Throughout Contractor, machineries and meeting noise level Construction Supervising construction standards. Blasting to be Phase Engineer done with required caution.

Noise at Sensitive Work only at scheduled At Schools, During Contractor, Locations period. PHCs as Construction Supervising mentioned in near the Construct Noise barrier if Engineer EIA Report. vulnerable sites suggested. No work during night in forest In forest areas areas

Land

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Storage of Prevent siltation from Throughout the During rainy Contractor, construction washing of construction project corridor season Supervising materials, debris materials Engineer etc.

Borrow pits and Excavation from pre- Selected borrow Throughout Contractor, queries selected locations. After pits and Construction Supervising excavation the borrow quarries as Phase Engineer pits will be dressed to given in EIA match with the Report surroundings.

Solid Waste from Ensure dumping outside Throughout Contractor, construction work city area with permission Construction Supervising from local authority or Phase Engineer used as landfill material.

Flora

Tree felling Ensure plantation of trees Throughout the Throughout Design on both sides of road and project corridor Construction Consultant, around in consultation and beyond Phase Contractor, with Forest Department Supervising Engineer

Others

Workers Camp Ensure providing camp of Workers’ Throughout Contractor, proper dimension and Camps Construction Supervising environmental quality as Phase Engineer given in EIA Report

Public facilities Ensure access to all Throughout the Throughout Contractor, important locations project corridor Construction Supervising Phase Engineer

Religious places Ensure minimum Throughout the Religious Contractor, disturbance during project corridor festivals Supervising festival time Engineer

Aesthetics Planting flowering Throughout the Throughout Contractor, creepers on medians, project corridor Construction Supervising slope vegetations, suitable Phase Engineer design of restaurants etc.

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Operation

Dust Road maintenance Throughout the Throughout Contractor, project corridor Operation Supervising Phase Engineer

Gaseous Pollution Check the vehicles for Throughout the Throughout Contractor, pollution control project corridor Operation Supervising Phase Engineer, Traffic Dept.

Safety Maintain all safety Throughout the Throughout Contractor, provisions project corridor Operation Supervising Phase Engineer, Traffic Dept.

Public Amenities Bus Stop and other Throughout the Throughout Contractor, amenities to be properly project corridor Operation Supervising kept Phase Engineer, Traffic Dept.

Table 10.2 : Implementation Progress Report – Sample Chart Monthly Progress and Environmental Compliance monitoring report should be prepared by Supervising Engineer to review the progress of work and report to GM (Environment). Each ongoing activities related to environmental issues will be covered under this. The activities can be broadly divided into three categories:

i) Environmental Mitigation Measures

ii) Workers Amenities (e.g. Provision of proper toilets, water, fuel etc.)

iii) Environmental Monitoring (e.g. Air quality monitoring etc.)

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SAMPLE CHART

Environmental Mitigation Construction Activi- % compl- % Target Envir Mitigation Implemen- Remarks Public ties eted completed onme measures tation complaint in the ntal being taken Quality of reporting issue Mitigation month measures

Earth Dust Water Not regular Contractor 2 cases removal Spraying to be reported informed

Realign ment

Workers Amenities

Activities Water Toilet Target Other Mitigation Implement Remarks Workers Supply facilities for Envir measures ation of complaint fulfillm onme Mitigation ent ntal measures issue

Camp Yes Yes Mosq Mosquito net, Mosquito OK No No.1 uito Insecticide net supplied

Camp Partial Partial Mosq Mosquito net, No Contractor Several No.2 uito Insecticide measure to be taken informed

MONITORING OF ENVIRONMENTAL QUALITY

Monitoring of environmental quality during construction and during operation reflects the success of implementation of the mitigation measures. Also it provides a chance to review the suggested measures and improve upon the measures.

Monitoring will be conducted by the project authority with the help of an independent monitoring rganization with no connection with the project.

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Air Quality

An air quality monitoring programme will be undertaken during construction and operation phase. Monitoring will be undertaken at the points where baseline data has been collected during this study. Also air quality data will be taken at different locations at different construction phases like excavation to asphalting work. These monitored data can be used as data bank for future projects. These monitoring activities can result in designing more effective mitigation measures. Monitoring of air pollution may include some samples from stone crushing too even that may mean monitoring quite away from direct construction activities.

Air quality should also be monitored during operation phase to compare the change in air quality during operating phase. Table 10.3 provides the air quality monitoring details.

Table 10.3 : Air Quality Monitoring Requirements

Parameters Location Frequency Suspended Particulate Matters(SPM), 1. Locations of 24 hours or as per Respirable Particulate Matters(RPM), Baseline data monitoring National Ambient Air Sulphur Di Oxide (SO2), Nitrogen Di 2. Sensitive Quality Standard for at Oxide (NO2), Carbon Monoxide (CO), Pb areas e.g. Schools etc. least 4 weeks, twice a week Hydrocarbon(HC), Suspended Particulate Near Asphalt mixing unit 24 hours or as per Matters(SPM), Respirable Particulate National Ambient Air Matters(RPM), Sulphur Di Oxide (SO2), Quality Standard for at Nitrogen Di Oxide (NO2), Carbon least 4 weeks, twice a Monoxide (CO) week Suspended Particulate Matters(SPM), Near Stone crushers 24 hours or as per Respirable Particulate Matters(RPM National Ambient Air Quality Standard for at least 4 weeks, twice a week

Water Quality

Water quality of local water resources that may be impacted by construction process and is used by local community shall be monitored. Monitoring will be carried out before the start of construction process and during construction work. This will include the major canals and Nallahas.Water quality of hydel canal and at upper Bari Doab Main Canal shall be monitored. Ground water quality of two places used for drinking shall be monitored. Monitoring parameters will be as per Drinking Water standard IS-10500 for ground water sources and IS-2296 for surface water quality.

Noise

Noise level would be monitored at all the places where background monitoring was carried out during study period. Besides noise level at crushers, heavy machineries will be monitored to find out

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whether those are meeting the relevant standards.

The monitoring of environmental quality will be monitored periodically. Table 10.4 shows a sample chart.

Table 10.4 : Environmental Monitoring Implementation Chart Activities No. of Target Compliance Results Remarks Public Monitoring with norms response/ completed complaint Air Quality

Plantation

Roadside plantation of trees and their management will be an important environmental activity for the management group. The activities will include selection of plants, development of nurseries, protection of the plants, interaction with the roadside communities for plantation management, monitoring of the plantations etc. The local species which are drought resistant, fruit bearing and shade providing ones will be selected. This will require interaction with Department of Forest, NGOs, etc.

First there will be specific plan for plantation and a time schedule will be drawn. For compensatory afforestation, forest department will be consulted for the locations. A monitoring plan for plantation will be developed which will keep updated record of plantation activities.

INSTITUTIONAL REQUIREMENT – CAPACITY BUILDING

A separate environmental management group will be established to implement the management plan. The group shall be headed by an Executive Engineer. The group shall ensure the suitability, adequacy and effectiveness of the Environment Management Programme. The management review process will ensure that the necessary information is collected to allow management to carry out its evaluation. This review will be documented. Beside proper implementation of EMP and monitoring, the group will be equipped to develop following services:

Training

Training is of much importance in environmental management. Environmental management is a developing subject and the people implementing environmental strategies should remain update with the environmental control processes. Besides in absence of environmental awareness, the implementing engineers and workers will not be able to implement the mitigation measures properly. This group will arrange environmental engineers to train the construction engineers and supervising engineers on implementation of environmental measures. Contractors’ personnel should also be given training.

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Documentation

Documentation of the environmental activities is one of the important steps in Environment Management Plan. All monitoring activities details, results, standards, statutory requirements documents, plantation details, equipment performance, road activities related to environment etc. will be documented in a proper manner so that the relevant information are quickly available as required.

Documentation will include:

 Major technical information in road construction and operation (similar to process information for a manufacturing unit)

 Organisational Charts  Environmental Monitoring Standards  Environmental and related legislation

 Operational Procedure  Monitoring Records

 Complaint Records

 Training Records  Incident Reports  Quality Assurance Plan for Monitoring

 Emergency plans

Documentation Control is very important to implement and review the management programme. Main elements of document control are:

 They can be located. GM (Environment) will decide the locations for each document. Some of the documents will be at a number of places at a time but those locations will be mentioned. Environmental Monitoring Standards and Quality Assurance Plan should be available at project site offices as well as in the headquarter.  They will be periodically reviewed, revised as necessary and approved for adequacy by authorized personnel  Current versions of relevant documents are available at all locations where operations essential to the effective functioning of the system are performed  Obsolete documents will be promptly removed of all points of issue and points of use or otherwise will be assured against unintended use. Obsolete documents retained for

ENVIRONMENTAL COST

A budgetary cost estimated for the environmental management activities is presented in Table 10.5.

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Environmental mitigation measures which are part of engineering activities such as slope stabilization, road construction in bypasses or implementation of air pollution control in crushers etc. are not included in this estimate.

Table 10.5 : Environmental Management Cost

Particular Estimated Rate Total Cost (in Lakhs)

Environmental Monitoring Lump sum 3.5 during construction phase

Environmental Training Lump sum 2.5

Cost of land to be given to @ Rs. 9.2 lacs per ha for 135 1242.0 Forest Department in lieu of ha forest land taken for road construction

Compensatory afforestation @ Rs. 1.24 lacs per ha for 135 167.40 ha including maintenance for 5 years (To be done by Forest Department)

Additional Plantation to be @ Rs. 1.2 lacs per ha for 183.52 done in agricultural land 148 ha including maintenance for 5 years

Shrub plantation in median Rs 50,000 per km for 97 km 48.5

Noise barrier by trees in 20 3 rows of trees, 250 trees for 20.0 places each location

Environmental enhancement - - of one waterbodies

Safety signs and provisions at - Provided in civil works different locations contract

1667.42

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Particular Estimated Rate Total Cost (in Lakhs)

Cost to be included in engineering

Dust Suppresion by Watering Lump Sum 10.0

Environmental measures at Lump Sum 25.0 Workers’ camps

Vegetation turfing at slopes Civil works

Operation Phase

Environmental Monitoring 2.5

Trainings etc. 1.0

Road maintenance cost not 3.5 per annum considered

Sub Total For contract period= (3.5x3) 10.5

Total 1712.92

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CHAPTER 11.0

FINDINGS, RECOMMENDATIONS AND CONCLUSION

11.1 FINDINGS OF THE STUDY

The major findings of the study are:

c) The problem of dislocation of people has been solved significantly by providing five bypasses.

d) The selection of alignment for widening - right, left or centre as suitable- has significantly reduced the number of trees to be cut.

11.2 RECOMMENDATIONS

The EIA report has discussed the environmental issues in details and then suggested an Environmental Management plan. The plan with proper implementation monitoring schedule needs to be followed. Major recommendations in these plans are given below:

a) An Environmental Management Group should be established to implement the Environmental Management Plan and continuous monitoring of the environmental quality.

b) About 284,000 trees will be planted along the total length of the road which will compensate the tree cut during construction and increase the number of total trees along the road by more than two times.

c) No campsite, extraction of water and work after evening within residential area.

d) 33 Underpasses to be built to ease the movement of animals and pedetrians.

e) Air pollution and noise pollution control measures to be implemented during construction, specifically in the identified sensitive areas.

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f) Waterbodies will not be impacted as far as possible.

g) Workers camp will be located away from waterbodies and will have proper water supply and sanitation facilities.

h) All machineries should conform to the noise and emission limits as per Indian laws.

11.3 CONCLUSION

It has been discussed at the onset that this road is a part of National Highway 15 under National Highways Development Program and is important for national connectivity. The road development will no doubt have some impact on environmental components. However with detailed EMP as suggested in this report it may be concluded that the widening of this road will not have significant impact.

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