E-421 VOL.4
inassociaton with Public Disclosure Authorized
IIIE
EnvironmentalImpact AssessmentReport Project Co-ordinatingConsultancy Services (PCC) Public Disclosure Authorized for the KarnatakaState HighwaysImprovement Project IBRD Loan/Credit No. LN-4114
~~aidar
Public Disclosure Authorized Belga
KarwarE { aa~~~durga
Mangalorgalore Public Disclosure Authorized
Prepared for:
Govt of Kanataka PublicWorks Dept. (NatonalHighways)
December2000
in assoaion wfl
IIIE
EnvironmentalImpact Assessment Report ProjectCo-ordinating Consultancy Services (PCC) forthe KarnatakaState Highways Improvement Project IBRD Loan/CreditNo. LN-4114
sXi~~~dar
Belga
Karwa durga
Mangalor ______
Prepaedfor.
Govt of Kamataka PublicWorks Dept. (NationalHighways)
December2000
Karnataka State Hizhwavs EnvironmentalImpact AssessmentReport ImprovementProject Table of Contents
VOLUME-Il: ENVIRONMENTAL IMPACT ASSESSMENT REPORT
TABLE OF CONTENTS
1. INTRODUCTION...... 1-1 1.1. PROJECTBACKGROUND ...... 1-1 1.2. METHODOLOGY...... 1-2 1.3. STRUCTURE OF THE REPORT ...... -4 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 2-1 2.1. HIGHLIGHTS OF THE INDIANSYSTEM & MAJORORGANISATIONS ...... 2-1 2.2. RESPONSIBILITIESOF THE PROJECT PROMOTER & INTERFACESWITH OTHER AGENCIES ... 2-1 2.2.1. Interface wvithrthe Ministry of Environment & Ftests .2-1 2.2.2. Interface with the Karnataka State Pollution Control Board .2-2 2.2.3. Interface wviththe Department of Land & Land Revenue of the GoK .2-2 2.2.4. Interface with thle Offices of the District Magist-ate & City Municipalities .2-4 2.2.5. Interface wvitlhtile Department of Forests of the GoK .2-4 2.2.6. Interface w1itht thie Department of Mines of the GoK.2-5 2.3. STRENGTH OF THE PUBLIC WORKS DEPARTMENT OF GoK FOR INTERFACEMANAGEMENT ... 2-5 2.4. STATUTES RELATED TO ENVIRONMENT...... 2-6 2.4.1. Land Acquisition Act, 1894 (with subsequent amendments) ...... I...... 2-7 2.4.2. TilzeIndian Forest Act, 1927 ...... 2-7 2.4.3. TlzeAncient monuments and Archaeological sites and Remains Act, 1958 and thle Karnataka Ancient monuments and Archaeological sites and Remains Act. 1961 ...... 2-7 2.4.4. ThzeKarnutaka FoorestAct. 1963 .. 2-7 2.4.5. ThteMvsore Highways Act, /964 ...... 2-8 2.4.6. The Wildlife +'Protection)Act, 1972 ...... 2...... -...... -8 2.4.7. Water (Prevention and Control of Pollution) Act. 1974...... 2 -8 2.4.8. The KarnataAa Preservation of Trees Act, /976 .. 2-8 2.4.9. The Fory- -second Amendment of the Constitution. 1976 ...... 2-8 2.4.10. Town and Countrv Planning Act. 1976 ...... _ 9 2.4.11. Forest Conservation Act. 1980 ...... 2-9 2.4.12. The Air (Prevention and Control of Pollution) Act. 1981 .. 2-9 2.4.13. Environment (Protection) Act, 1986 .. 2-9 2.4.14. Motor I lhicles Rules, 1989...... 2-10 2.4.15. Tlze Hazardous WIastes(Mfanagement And Handling) Rules. 1989...... 2 -10 2.4.16. Coastal Regulation Zone Notification. 1991 ...... 2-10 2.4.17. Pubfic Liability Insutrance Act, 1991 ...... 2...... 2-10 2.44.18. Sevenn -t-loarth,4 mendment of the Constitutior. 1992 ...... 2-10 2.4.19. Vational Environment TribunialAct, 1995 ...... 2-11 2.4.20. VatronalEnr ironmenttAppellateAulitlhorint Act, 1997 ...... -...... -11 2.4.21. Putblic Interest Lttigation against Government ...... 2...... 2-11 2.5. GUIDELINESFOR EIA OFHIGHWAY PROJECTS, IRC: 104-1988 .. . 2-11
3. PROJECT DESCRIPTION . 3-1 3.1. PROJECTLOC ATION . 3-1 3.2. SCOPEOF \\WORKS. 3-1 3.3. TRAFFIC DETAILS PER ROUTE . 3-3
ToC-I Scott Wilson / CES / IIIE Karnataka State Highways Envirownental Impact AssessmentReport ImprovementProject Table of Contents
3.4. DESIGN OPTIONSCONSIDERED ...... _-3 3.5. OPTIONS ON CONSTRUCTION METHODS...... 3-4 3.5.1. Pavement...... verlay...... em n O e S- 3.5.2. New...... Construction...... C ntrc -6 3.5.3. Treatment Alternatives...... 3-6 3.6. OPTIONS ON ROAD CONSTRUCTIONMATERIALS...... o...... 3-6 3.6.1. Rocks...... k ...... -7.. 33.6.2.alG avl...... Natural...... Gravel...... 3...... -8 3.6.3. d...... Sand...... 3-8...... - 3.6.4. Fly...... Ash...... 3-8...... s ...... - 3.6.5 m an m ntFl...... Embankment...... Fill...... 8- 3.6 A phl.6...... Asphalt...... 3-8...... - 3.7. OPTIONS ON CROss DRAINAGE STRUCTURES...... 3-10 3.8. OPTIONS ON INTERSECTIONSON ROADS FOR UPGRADATION...... 3-10 3.9. P IO SONB PA SSOPTIONS...... ON...... BYPASSES...... 3...... 11
4. ANALYSIS OF ALTERNATIVES ...... 4-I 4.1. INTRODUCTION...... N R D CTO ...... 1- 4.2. N...... PROJECT...... OPTION...... 4...... oP OJC PTO .... 1- 4.3. STRATEGICOPTION STUDY...... 4-1 4.4. INITIAL PACKAGE OF THE KSHIP ...... 4-1 4.5. ALTERNATIVES SUGGESTED By KPCC...... 4-1 4.6. IMPACT OF WORLD BANK'S CRITERIA...... 4-1 4.7. E IN L ER A IV S.DESIGN...... ALTERNATI...... ES...... 4...... 2- 4.7.1. Route...... Alternatives...... teA ten tie ...... -2..- 4.7.2. AlignmentAlternatives ...... 4-2 4.7.3. Bypass Alternatives ...... _...... _ 4-3 4.7.4. Cross-section Alternatives ...... 4-3 4.8. ALTERNATIVE METHODS OF ROAD CONSTRUCTION...... 4-3 4.9. CONCLUSION...... 4...... NC U JN ...... -3.
5. BASELINE ENVIRONMENTAL SET UP ...... 5-1 5.1. INTRODUCTION...... N R D CTO ...... I- 5.2. H SCA ES U CE .PHYSICAL...... RESOURCES...... 1- 5.2.1. P...... sog a k ...... I 55.2 Ge lg...... Geolo...... - 5.2.3. mate...... 5-4...... t ...... - 55.2.4.raue...... Te...... pe.....rature...... -4 5.2. Ra5.ll...... R...... 4.- 5.2.6. Directio...... of...... Wi...... d...... ecin fWi 4- 5.2. 7. Ambient Air QuialityI...I...... 5-4 5.2.8. AmbientNoise Level ...... - 14 5 .2.9. Drainage Sy'stemi...... 5-16 5.2.10. Soil ...... 5...... -2...... 52 5.3. EcOLOGICAL RESOURCES...... 5-20 5.3.1. Floralr ...... 1.52 5.3.2. Fauna ...... 5-24...... 52 5.4. U A U EVA U S...... U...... AN...... SE...... ALUES...... 2...52 5.4.1. Landd ...... use...... -...... 5~52 5.5. SoCIAL ENVIRONMENT ...... 5-26 5.5.1. Demographic Features------.5-26------..... ------...... 52 5.5.2. Occutpational Pattern ...... 5-28
ToC-2 Scott Wilson I CES / IIIE Karnataka State Highways Environmental Impact Assessment Report Improvement Project Table of Contents
5.5.3. Economic Profile of the Region ...... 5-31 5.5.4. Regional and Local Utilities along the Project Routes ...... 5-32 5.5.5. Religious and other sensitive structures along thle Project Routes ...... 5-32 5.6. PUBLIC HEALTH ...... 5-32 5.7. ACCIDENT HAZARDS AND SAFETY...... 5-32 5.8. AESTHETICS...... 5-33 5.9. SITES OF TOURIST AND ARCHAEOLOGICALINTEREST ...... 5-33
6. IMPACT ASSESSMENT AND MITIGATION MEASURES ...... 6-1 6.1. INTRODUCTION...... 6-1 6.2. IMPACTS FROM LOCATION ...... 6-1 6.2.1. Impacts of Gravity Flow Irrigation Systems ...... 6-1 6.2.2. Large Reservoirs behind Dams ...... 6-2 6.2.3. Consequences of Extensive deforestation ...... 6-2 6.2.4. Improper Road Drainage System ...... 6-3 6.2.5. Effects of Growing Mining Economy ...... 6-3 6.3. IMPACTS FROM ROAD DESIGNS...... - . - . .- - ... 6-3 6.3.1. Impacts from Altered Design ...... 6-4 6.3.2. Impacts from Diversion from Current Use of Land ...... 6-4 6.3.3. Impact on people due to land acquisition and displacement ...... 6-5 6.3.4. Impacts on Regional Utilities ...... 6-6 6.3.5. Impacts on Local Utilities ...... 6-6 6.3.6. Impacts on Local Religious Structures ...... 6-7 6.3.7. Impacts on Other Community Assets ...... 6-7 6.3.8. Impacts on Avenue Trees...... 6-8 6.3.9. Impactsfrom the Choice of Construction Materials ...... 6-10 6.3.10. Accidents and Road Safety ...... 6-10 6.4. IMPACTS DURINGCONSTRUCTION ...... 6-11 6.4.1. Impacr on Land Resources ...... 6-11 6.4.2. Impacr on soil qtialit6...... 6-12 6.4.3. Impacr on vater resources ...... 6-12 6.4.4. Impact on wvaterqualit ...... 6...... 6-12 6.4.5. Impact on Air Quality ...... 66-12 2...... 6.4.6. Impact on Noise Level ...... 6-13 6.4.7. Impact on Biological Etnvironment ...... 6-13 6.4.8. Impactsffrom Sanitation and Waste disposal...... 6-13 6.4.9. Other impacts ...... 6-14 6.5. IMPACTSDU RING OPERATION PHASE .. . 6-14 6.5.1. Impacr on Land Use ...... 6-15 6.5.2. Impact on Air-Quality ...... 6-15 6.5.3. Imp4c on Noise l leel...... 6-16 6.5.4. /mpac, on Ecological Resources ...... 6-17 6.5.5. Acciient Hazards and Safet...... 6-17 6.5.6. Aestihctrcs..... : 6-18 6.6. CONCLUDINGOBSERVATION . . .6-18
7. PUBLIC CONSULTATION .. 7-1 7.1. INTRODUCT.ION ...... 7-1 7.2. CONSULTATIONDURING ENVIRONMENTAL SCREENING ...... 7-1 7.3. CONSULTA-IONDURING MONITORING AMBIENT AIR QUALITY& NoISE LEVEL...... 7-2 7.4. JOINTPUBL:C CONSULTATIONS WITH SOCIAL IMPACT ANALYSTS ...... 7-3 7.5. THE STAKEHOLDERSMEETING .... 7-4
ToC-3 Scott Wilson / CES / IIIE KarnatakaState Highways EnvironmentalImpact AssessmentReport ImprovementProject Table of Contents
7.6. PUBLICDISCLOSURE OF EIA REPORT...... 7-5 7.7. CONCLUSION...... 7-5
EXHIBITS APPENDIX6.1 APPENDIX6.2 APPENDIX6.3 APPENDIX6.4 APPENDIX6.5 APPENDIX7.1
ToC-4 Scott Wilson CES / IIIE Kamataka State Highwavs Environmental Impact Assessment Report Improvement Project List of Tables and Figures
LIST OF TABLES AND FIGURES
TABLE 1-1: ROADS SELECTEDFOR UPGRADATIONIN PHASE-I ...... 1-1 TABLE 1-2:ROADS SELECTEDFOR MAJOR MAINTENANCEIN PHASE-I ...... 1-1
TABLE 3-1: DISTRICTS AND TALUKS TRAVERSEDBY THE PROJECT ROADS...... e....3-1 TABLE 3-2: PROPOSED CONTRACTSPACKAGES ...... 3-1 TABLE 3-3: PRESENT & PROJECTEDTRAFFIC BY VEHICLE TYPES ALONG THE PROJECT ROADS ...... 3-3 TABLE 34: GUIDING PARAMETERSFOR ROAD UPGRADATIONIN RURAL AREAS...... 34 TABLE 3-5: GUIDING PARAMETERSFOR ROAD UPGRADATION IN SEMI-URBAN & URBAN AREAS...... 34 TABLE 3-6: SOURCESOF COMMON ROAD CONSTRUCTIONMATERIALS ...... 3-6 TABLE 3-7: NUMBER OF NEW IMPROVED CROSS DRAINAGE STRUCTURES...... 3-10 TABLE 3-8: LIST OF INTERSECTIONSFOR IMPROVEMENT...... 3....3-10 TABLE 3-9: URBAN CONGESTIONAND PROPOSED BYPASS...... 3-12
TABLE 5-1: TOPOGRAPHY ALONGTHE ROUTES...... 5-I TABLE 5-2: GEOLOGY OF THE STUDY AREA ...... 5-1 TABLE 5-3: TEMPERATURERANGE (IN CENTIGRADE)...... 54 TABLE 5-4: RAINFALL PAT TERNIN TH STUDYE AREA...... 5-4 TABLE 5-5: AMBIENT AIR QUALITY STANDARDS (NATIONAL).. .0...... 5-10 TABLE 5-6: LOCATION OF AMBIENT AIR QUALITY MONITORING STATIONS...... 5-10 TABLE 5-7: AMBIENT AIR QUALITY MONITORINGRESULTS ...... 5-13 TABLE 5-8: NOISE LEVEL (AMBIENT AIR QUALITY STANDARDS)...... 5-14 TABLE 5-9: AMBIENT NOISE LEVELSMEASUREMENT STATIONS ...... 5-I5 TABLE 5-10: AMBIENT NOISE LEVEL...... 5 -15 TABLE 5-1 1: DRINKING WATER- SPECIFICATION-IS 10500: 1991.5-16 TABLE 5-12: AMBIENT QUALITYOF SURFACE WATER. 5-17 TABLE 5-13: SOIL CHARACTERISTICSOF THE STUDY AREA .5-20 TABLE 5-14: SOIL SAMPLING LOCATION ALONG THE PROJECT ROUTES.5-20 TABLE 5-15: SPECIESOF TREES IN THE STUDY AREA .5-21 TABLE 5-16: SOCIAL FORESTRY PLANTATION ALONGTHE PROJECT ROUTE . 5-24 TABLE 5-17: COMMON WILD FAUNA IN THE STUDY AREA . 5-24 TABLE 5-18: LAND USE IN THE STUDY AREA. 5-25 TABLE 5-19: DEMOGRAPHICFEATURES OF THE STUDY AREA . 5-26 TABLE 5-20: DEMOGRAPHICFEATURES OF THETOWNS OF THE STUDY AREA . 5-27 TABLE 5-21: LITERACY STATUS- RURAL POPULATIONIN THE STUDY CORRIDORS . 5-28 TABLE 5-22: WORKFORCE IN RURAL AREA. 5-28 TABLE 5-23: WORKFORCE IN URBAN TRACTS . 5-29 TABLE 5-24: OCCUPATION PATTERN OF MAIN WORKERS IN RURAL TRACTS. 5-29 TABLE 5-25: OCCUPATIONPATTERN OF MAIN WORKERS IN URBAN TRACTS . 5-30 TABLE 5-26: MAJOR FUNCTIONS OF THE TOWNS. 5-31 TABLE 5-27: ARRIVAL OF AGRICULTURALPRODUCTS IN MARKETS . 5-31
TABLE 6-1: MAGNITUDE OF IMPACTS FROMALTERED DESIGN . 6-4 TABLE 6-2: EXTENT OF LAND ACQUISITION. 6-4 TABLE 6-3: PAFS AND PAPS ALONG THE PROJECT ROUTES. 6-5 TABLE 6-4: MAGNITUDE OF IMPACTS ON REGIONAL UTILITIES. 6-6 TABLE 6-5: MAGNITUDE OF IMPACTS ON LOCAL UTILITIES . 6-6 TABLE 6-6: LOCAL RELIGIOUS STRUCTURESFALLING IN THE CORRIDOR OF IMPACT. 6-7 TABLE 6-7: MAGNITUDE OF IMPACTS UPON OTHER COMMUNITYASSETS . 6-8 TABLE 6-8: MAGNITUDE OF IMPACTS FROM FELLING OF AVENUE TREES. 6-8 TABLE 6-9: SPECIES WISE NUMBER OF TREES IN THE PROPOSEDCORRIDOR OF IMPACT . 6-9 TABLE 6-10: PROPOSED Bus BAN, LOCATIONS ALONGTHE PROJECT ROUTES . 6-11 TABLE 6-11: EMISSION FACTORSOF DIFFERENT-VEHICLES(G/KM) . 6-15 TABLE 6-12: POLLUTION LOAD OF POLLUTANTSALONG THE PROJECT ROUTES. 6-16 TABLE 6-13: PREDICTED NOISE LEVELS (L) . 6-17
LoT- I Scott WVilson,CES / IIIE Karnataka State Highways Environmental Impact Assessment Report Improvement Project List of Tables and Figures
TABLE 6-14: No PROJECT AND UPGRADATION SCENARIOASSESSMENT ...... 6-19
TABLE 7-1: DETAILS OF PUBLIC CONSULTATION...... 74
FIGURE 1-1: PROJECT ROADS - PHASE I ...... 1-5
FIGURE 2-1: ENVIRONMENTAL CLEARANCE PROCEDURE ...... 24 FIGURE 2-2: FORESTRY CLEARANCE PROCEDURE UNDERFOREST CONSERVATIONACT, 1980...... 2-6
FIGURE 3-1: PROJECT ROuTES ...... 3-2 FIGURE 3-2: URBAN CROSS SECTION OF THE ROAD ...... 3-5 FIGURE 3-3: RURAL CROSS SECTION OF THE ROAD ...... 3-5 FIGURE 3-4: SOIL GRAVELLINESS IN THE STUDY AREA ...... 3-9
FIGURE 5-1: PHYSIOGRAPHY OF THE STUDY AREA ...... 5-2 FIGURE 5-2: GEOLOGY OF THE STUDY AREA ...... 5-3 FIGURE 5-3:24 HOURS RAINFALL ...... 5-5 FIGURE 5-4: WIND ROSE DIAGRAM - RAICHUR IMD STATION ...... 5-6 FIGURE 5-5: WIND ROSE DIAGRAM - GULBARGA IMD STATION ...... 5-7 FIGURE 5-6: WIND ROSE DIAGRAM - BIDAR IMD STATION ...... 5-8 FIGuRE 5-7: WIND RoSE DIAGRAM - BIJAPUR IMD STATION ...... 5-9 FIGURE5-8: AIR, NOISE, WATER AND SOIL MONITORING LOCATIONS...... 5-11 FIGURE 5-9: DRAINAGE BASINS OF THE STUDY AREA ...... 5-19 FIGURE 5-10: SOIL TYPE OF STUDY AREA ...... 5-22 FIGURE 5-11: FOREST AREA BY TYPES ALONG THE PROJECT ROUTES...... 5-23
LoT-2 Scott Wilson / CES / IIIF Chapter 1 Introduction
Karnataka State Highways Environmental Impact Assessment Report Improvement Project Chapter I
CHAPTER 1: INTRODUCTION
TABLE OF CONTENTS
1. INTRODUCTION ...... 1-1 1.1. PROJECTBACKQROUND ...... 1-1 1.2. METHODOLOGY...... 1-2 1.3. STRUCTURE OF THE REPORT ...... 1-4
TABLE I -1: ROADS SELECTED FOR UPGRADATIONIN PHASE-I .[...... I- TABLE 1-2: ROADS SELECTED FOR MAJOR MAINTENANCEIN PHASE-Ii ...... I-I
FIGURE 1- 1: PROJECT ROADS - PHASE I ...... 1-5
ToC-I Scott Wilson I CES / IIIE
Karnataka State Highways En%ironmental Impact AssessmentReport Improvement Proiect Chapter I
1. INTRODUCTION
1.1. Project Background The Karnataka State Highways ImprovementProject (KSHIP) is an initiative by the Public Works Department (PWD) of the Governmentof Karnataka(GOK), under the proposedWorld Bank loan, to undertake improvementof 2490 km of roads consisting of State Highways and major District Roads. These roads were selected on the basis of a Strategic Option Study (SOS) carried out in 1996, the objective of which was to formulate a policy for developing an effective network of regional network of regional roads. The road improvementprogram of the GOK entailed upgradationof some 900 km of roads and to carry out major maintenanceof the rest based on FeasibilityStudy.
To facilitate this job the Governmentof Kamataka has appointed M/s Scott Wilson Kirkpatrick UK and Scott Wilson KirkpatrickIndia in associationwith ConsultingEngineering Services (I) Ltd., New Delhi and India International InfrastructureEngineers Ltd. as the Project CoordinatingConsultants (PCC) to carry out the Feasibilitystudy for the road upgradationand major maintenance.To assess the enviromnentalaspects environmentalscreening of the 2490 km of the roads was undertaken and the environmental issues were assessed to eliminate roads not satisfying the environmentalcriteria. This was followed by the Sectoral EnvironmentalAssessment of the roads selected for upgradation and major maintenanceas per the operationalpolicy OP 4.01 of the World Bank. Based on the Feasibility study, the GOK selected 940 Km of roads for upgradation work and 1277 km of roads for major maintenance.The project has been divided into two phases. In Phase-I 394 km of road length will be upgraded and 848 km of road lengths would be taken up for major maintenance.In Phase-lI, some 546 km of road length would be upgraded and some 429 Km of road length would be taken up for major maintenance.
The entire Phase-I Project has been divided into five Contract Packages of upgradationand nineteen Contractspackages of major maintenance.
Table 1-1: Roads selected for upgradation in Phase-I Contract Route State Highway Location of Upgradation Length Package Number Section (Km) Ul l SH-23 Kalmala- Sindhnur 76.673 2A SH-23 Sindhnur-Gangawati 50.577 U2 2B SH-23 Gangawati-Budugumpacross 26.960 3A SH- 19 Hattigudur-Shahpur 11.982 3B SH-19 Shahpur-Jevargi 37.931 U3 3C SH-19 Jevargi-Gulbarga 37.347 3D SH- 19 Gulbarga-Homnabad 55.757 .3E SH-19 Homnabad-Naubad.Bidar 45.417 U4 4 SH- 12 Biiapur-Tikota 20.149 5A SH-13 Andhra Pradesh border- 19.331 U5 _ Raichur
______X 5B SH-20 Raichur-Kalmala junction 11.807 Total Length in Km 393.931
Table 1-2: Roads selectedfor Major Maintenancein Phase-I Contract Link State Locationof Major Maintenance Length Package Number Highwav Section (Km) Number
-IlScott Wilsoni CES/ IIIE Karnataka State Hiihvwavs Environmental Impact AssessmentReport Improvement Project Chapter I
Ml IE SH-20 Mudgal - Hungund 39.670 M2 2Ba SH-12 Tikota- Badachi 43.000 M3 l 2Bb SH-12 Badachi-Shedba] 49.510 2C SH-12 Shedbal - Chikodi 34.170 M4 2D SH-12 Chikodi - Sankeshwar 21.320 M5 6Aa SH-19 Srirangapatna - Chinya 32.000 M6 6Ab SH- 19 Chinya- Nelligere 30.960 M7 6B SH- 19 Nelligere- Kibbanahalli 47.010 M8 6C SH-19 Kibbanahalli - Huliyar 36.460 M9 6D SH- 19 Huliyar - Hiriyur 48.720 M1o 6Ha SH-19 Bellary - Devinagar 41.000 Ml l 6Hb SH-19 Devinagar - Sindhnur 42.897 M12 6J SH-19 Sindhnur - Lingsugur 52.160 M13 6K SH- 19 Lingsugur - Hattigudur 68.380 M14 9A SH-25 Mariammanahalli - Ittigi 41.110 9B SH-25 Ittigi - Harpanahalli 23.270 M15 9C SH-25 Harpanahalli - Harihar 42.516 M16 9C SH-25 Harihar - Honnali 34.545 M17 9E SH-25 Honnali- Shimoga 39.041 M18 HIA SH-57 Belur- Chikmagalur 23.910 M19 IIB SH-57 Chikmagalur- Tarikere 56.570 Total Length in Km 848.2119
It is useful to mention here that the SEA Report has comprehensively dealt with the major maintenance components and has also addressed the issues concemed therewith requiring attention in the EMP. Requisite conditions have also been included in the contract clauses for the protection of the environment.
The scope of the feasibility study included preparation of an Environmental Impact Assessment (EIA) Report on the roads selected for upgradation in Phase-I as per the Guidelines of the Ministry of Environment and Forests (MOEF) of the Government of India (GOI) and to meet the requirements of the World Bank as per its operational policy OP 4.01. The EIA Report presented below addresses those stipulations fully and comprehensibly for upgradation of 394 km of roads in Phase-I, which hereinafter is referred to as the project.
Each upgradation contract package has been defined as Routes. Keeping in mind the length of routes 2, 3 and 5, for easy analysis and understanding of the various attributes, these have been broken into smaller links. The location of the upgradation road lengths in each route and their respective links has been listed in Table 1-1. The major maintenance road lengths have been listed in Table 1-2. Figure 1-1 shows the project roads of Phase I.
1.2. Methodology.
The environmental impact assessment study was preceded by an Environmental screening of all the corridors selected during the SOS study amounting to 2490 km. The feasibility Report identified the routes to be taken up for improvements after incorporating economic, environmnentaland social criteria in the evaluation. The GOK selected 960 km of roads for upgradation and 1100 km of roads for major maintenance in two phases.
A sectoral environmental assessment was camred out for all the roads selected under upgradation and major maintenance programmes. This sectoral environmental assessment helped in identifying the possible environmental and social impact due to the project implementation in the various corridors and also in identifying the data gaps and additional information required for carrying out a detailed environmental assessment of the upgradation sections.
1-2 ScottWilson / CES / IIIE KaamatakaState Hi2hx%avs Environmental Impact AssessmentReport Improvement Protect Chapter I
The results of the environmental screening and the Sectoral EnvironmentalAssessment have been useful in identifying the key environmentalparameters getting affected due to the proposed project. The EnvironmentalScreening and the sectoralenvironmental assessment identifiedthe key parameters that may get impacted due to the project and helped in scoping the tasks related to detailed environmental impact assessment of phase I upgradation routes. These assessments also provided valuable inputs in identifyingthe significantimpacts and devisingappropriate mitigation measures.
The environmental impact assessment study started with a detailed reconnaissance survey for the purpose of recording the environmentalfeatures along the roadside and in the adjoining area. Areas impacteddue to anthropogenicactivities and naturalprocesses were also recorded.Areas of tourist and archaeologicalimportance were identifiedand recorded.In addition, the locationswith encroachments on the right of way and congestion due to varied causes were noted. Sensitive areas like schools, hospitals, religious structures like Temples, mosques and sepulchres by the roadside and encroaching upon the ROW were also noted.
The above survey was followed by collation of data pertaining to the physical attributes of the region in general and road in particular on a 14 km wide swath for every route. Detailed information on the following features were recorded and analysed. * Physical Resources:Geology, Topography, Tectonics, Climate, Soil and Drainagesystem, * Biological Resources:Ecology, Vegetation, Flora and Fauna * Human Resources:Demography, Land Use, Occupationpattern * Quality of life values: Educational institutions, Medical facilities, basic amenities like water supply, electricity and communicationand transport . Aesthetics * Cultural heritage and Tourism
The reconnaissance survey enabled the consultants to identify the various critical locations where primary data on Air, Noise, Water and Soil quality were to be generated for impact assessment and prediction.These data were generated.
In addition to the above surveys, informal and formal discussionsand consultationwere held with the local populace with reference to the pertinentprojects and their views and suggestionswere sought on issues of road widening, land acquisition.environmental pollution and degradation,sanitary facilities and safety. The environment team alongwith the social team participated in the more formally organised public consultationand discussedissues related to road developmentand related problems.
Alongwith the above, laws related to environmentalmanagement and pollution control in India have been reviewed and their bearing upon the project has been elucidated. The legal promulgation for carrying out this study is the January27, 1994 notificationand subsequentamendments dated 4th May
1994 and I olh April. 1997 under the EnvironmentalProtection Act. 1986. Of particular importance in this regard are the legal procedures on land acquisition,tree felling, compensatoryafforestation and preparationof rehabilita'tionand resettlementplan.
The pavement conditions of the existing roads indicate that these are damaged. Altered hydrological regimes are the substantive causes of deteriorationof roads. Social actions taken over different parts of Kamataka subsequent to the time of initial construction,poor maintenance and environmentalfactors have resulted in the current deterioratedstate of the roads.
To identify and assess the probable environmentalimpacts during design phase, construction and operation phase, close interactionwas establishedwith the design engineers and feasible engineering solutions were arrived at. In addition alignment shifts were considered in sensitive areas involving community,religious structure,drainage constraintsand stretcheswere social forestryplantations were encountered. The corridor of impact varies between 10-26 m depending upon the terrain and
1-3 Scott Wilson / CES / FIlE Kamataka State Highways Env ironmental Impact AssessmentRepon Improvement Project Chapter I geographical location of these roads. The social section separately covers the impacts due to land acquisition, displacementand rehabilitation. The impact analysis and mitigation measures arrived at. help in forrnulatingthe EnvironmentManagement Plan (EMP). The ENIPlooks into the environmental impacts and mitigation measures, identifying the implementing organisation for environmental management, the current composition of the PIU, level of expertise of the personnel, extemal consultants required for monitoring and implementationand the training needs of the personnel were taken into consideration for formulating the EMP and the budgetary requirements. The EMP covers the procedure to be followedfor implementationof the mitigationmeasures, monitoring of the various activities and the responsibilitiesof the project proponent, supervisoryconsultant and the contractors. The EMP Document also gives a broad coverage to the major maintenancesection.
1.3. Structure of the Report Keeping in mind the physical features of the various routes and the related impacts the report has been divided into three sections under the following Chapter headings. Each Chapter deals with the situations related to each of the 5 Routes.
Volume - I Environmental AssessmentSummary Report
Volume - II: EnvironmentalImpact Assessment
Chapter 1- Introduction Chapter 2- Policy, legal and AdministrativeFramework Chapter3- Project Description Chapter4- Analysis of Alternatives Chapter 5- Baseline EnvironmentalSetup Chapter6- Impact Assessmentand MitigationMeasures Chapter 7- Public Consultation
Volume- III
EnvironmentManagement Plan
1-4 Scott Wilson / CES/ IIIE Karnataka State Highways Environmental Impact AssessmentReport Improvement Project Chapter I
Figure 1-1: Project Roads - Phase I
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V) *\/- zuy) J- .N~aSbahgaiaL * 1-5 ~~~~~~~ScottWilson/CES /IIIE Chapter 2 Policy, Legal and Administrative Framework Kamataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Chapter 2 CHAPTER 2: POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK TABLE OF CONTENTS 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... -2-1 2.1. HIGHLIGHTSOF THE INDIAN SYSTEM & MAJOR ORGANISATIONS . . .2-1 2.2. RESPONSIBILITIESOF THEPROJECT PROMOTER & INTERFACESWITH OTHER AGENCIES... 2-1 2.2.1. Interfacewith the Ministryof Environment & Forests.2-1 2.2.2. Interface with the KarnatakaState Pollution ControlBoard .2-2 2.2.3. Interfacewith the DepartmentofLand & Land Revenue of the GoK.2-3 2.2.4. Interfacewith the Officesof the District Magistrate & City Municipalities.2-4 2.2.5. Interfacewith the Departmentof Forests of the GoK.2-4 2.2.6. Interfacewith the Departmentof Mines of the GoK.2-5 2.3. STRENGTHOF THEPUBLIC WORKS DEPARTMENT OF GoK FORINTERFACE MANAGEMENT ... 2-5 2.4. STATUTESRELATED TO ENVIRONMENT...... 2-6 2.4.1. Land AcquisitionAct. 1894 (with subsequent amendments).2-7 2.4.2. The Indian Forest Act, 1927...... 2-7 2.4.3. TheAncient monumentsand Archaeologicalsites and RemainsAct. 1958 and the Karnataka Ancient monuments and Archaeologicalsites and RemainsAct, 1961 . . .2-7 2.4.4. The Karnataka ForestAct, 1963.2-7 2.4.5. The Mysore HighwaysAct, 1964 .2-8 2.4.6. The Wildlife (Protection)Act, 1972.2-8 2.4.7. Water(Prevention and Controlof Pollution) Act, 1974.2-8 2.4.8. The Karnataka Preservationof TreesAct. 1976.2-8 2.4.9. The Fortv-secondAmendment of the Constitution, 1976.2-8 2.4.10. Town and Country PlanningAct, 19 76.2-9 2.4.11. Forest ConservationAct, 1980.2-9 2.4.12. The Air (Preventionand Controlof Pollution)Act, 1981.2-9 2.4.13. Environment(Protection) Act, 1986.2-9 2.4.14. Motor VehiclesRules, 1989.2-10 2.4.15. The Hazardous Wastes(Management And Handling) Rules, 1989.2-10 2.4.16. CoastalRegulation Zone Notification,199 .2-10 2.4.17. Public Liability InsuranceAct, 1991...... 2-10 2.4.18. Seventy-fourthAmendment of the Constitution.1992 .2-10 2.4.19. NationalEnvironnment Tribunal Act, 1995.2-11 2.4.20. NationalEnvironment Appellate Authority Act, 1997...... 2-11 2.4.21. Public Interest Litigationagainst Government.2-11 2.5. GUIDELINESFOR EIA OFHIGHWAY PROJECTS, IRC: 104-1988 . .2-11 FIGUREp2-1:ENVIRONMENTAL CLEARANCE PROCEDURE...... 2-4 FIGURE2-2: FORESTRYCLEARANCE PROCEDURE UNDER FOREST CONSERVATION ACT. 1980.2-6 ToC-I ScottWilson / CES/ IIIE Karnataka State Htghvavs Ens ironmental Impact AssessmentReport Improvement Project Chapter2 2. Policy, Legal and Administrative Framework 2.1. Highlights of the Indian Svstem & Major Organisations Development of environmental protection and enhancement measures in India has been determined to a considerable extent by the central legislation. The Ministry of Environment and Forests (MOEF), set up in 1980, is the controlling institution in this regard. The MOEF has two wings as Environment and Forests. Clearance of new developmental projects is necessary from both the wings. Every state in India has now their respective Departments of Environment & Forest. In Kamataka, this department is known as the Department of Forests, Ecology and Environment. This Department was established in March 1981 to have an integrated approach to deal with, prevention and control of air and water pollution, preservation and development of forest wealth and other natural resources in the state. This department co-ordinates and controls the activities of the Union Ministry of Environment in the State. It also co-ordinates and controls the activities of the State Pollution Control Board. The Central Pollution Control Board (CPCB) is another technical wing of the MOEF entrusted with the responsibilities for detection and abatement of pollution. Every state of India has their respective pollution control boards, which act in unison with the policies of the CPCB. The State Pollution Control Boards (SPCB), in tum, are the empowered institution to issue licenses to the industries. These licenses are issued on the condition of total compliance with the standards of permissible pollution as prescribed from time to time by the CPCB or as modified (usually in more stringent terms) norms depending on local conditions. Every licensed industry is required to carry out environmental auditing and submit such reports to the license issuing authority. The State Pollution Control Boards can repeal such licenses on the observed violation of the norms. The functions of the Karnataka State Pollution Control Board include advising the State Government on water pollution issues, enforcement and monitoring as per the Air Act, coordinating the activities of the regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) for establishment of new projects, environmental clearance of projects and conducting public hearing with respect to developmental projects. It also issues consent letters and NOC for projects involving expansion. The KSHIP would come under its purview. The Kamataka State Pollution Control Board is the nodal body involved in monitoring the various industries and infrastructure related development projects from the angle of pollution control. It also formulates and stipulates the various standards for the various emissions, discharge of effluents, by- products and pollutants into the environment. 2.2. Responsibilities of the Project Promoter & Interfaces with Other Agencies The responsibility of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project promoter. In the present instance, the Public Works Department (PWD) of the GoK would be carrying the legal responsibilities of the project promoter. The basic responsibility of the project promoter is to prepare, submit a comprehensive document, complete in all respect. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authority. It must carry the commitment that no deviation from designed project would be made during implementation without prior and explicit permission of the designated authority to do so. 2.2.1. Interface with the Ministry of Environment & Forests The basic document required for obtaining environmental clearance is the Environmental Assessment (EA) report presented in the prescribed format and supported by detailed and accurate description of the project. The Environment Impact Assessment (EIA) report when prepared and where necessary, 2-1 Scott Wilson/ CES / IIIE Kamataka State Hiwhwavs Enx ironmental Impact AssessmentReport Impro emeni Prolect Chapter ' would follow the format prescribed bv the MOEF in this regard. In addition to the EIA report. the project proponent are to furnish informationon the rehabilitationof the displaced people if more than 1000 people are likely to be displaccd. In case it is less than 1000 persons a summary plan would be adequate. It is also useful to be aware of a recent circular of the StandingzCommittee of Indian Board for Wildlife under the Ministry of Environmentand Forests where in it is stated that the Members were of the opinion that "Widening and black topping of the roads within National Parks and Sanctuaries increase the vehicular traffic and also the speed of the vehicles. There were instances of accidental death of wildlife by the fast moving vehicles in the protected areas. Consideringthe negative impacts of widening and black topping, it was decided that roads that have already been tarred should continue to be maintained and repaired properly.However, no roads inside the National Parks and Sanctuaries should be widenedor upgraded. While followingthe prescribed format of the EA report, it would be seen that the project promoter has to establish and utilise strong interfaces with several other Departmentsof the State Government and other State Agencies. It is useful to understandthe contexts of this need. The PIU has already approached the Ministry of Environment and Forests, Government of India and informed it about the Project and is in the process of getting the approval from the MOEF. 2.2.2. Interface with the KarnatakaState PollutionControl Board The Amendment dated 4 th May, 1994 of the Environment (Protection) Act, 1986 requires every promoter of major infrastructure projects, including road development, to prepare and submit EnvironmentalImpact Assessment (EIA) report for clearance before the project can be implemented. However, the Ministry declared through a notificationdated April 10, 1997 that projects conceming upgradation of existing roads which involve marginal land acquisition would be exempted from the prescribed clearance procedure except where sensitive areas like sanctuaries,national park, reserved forests etc, are involved. In schedule IV of the above referred notification, the MOEF has prescribed that the Environmental Assessment report on road up-gradation project should be disclosed for public hearing through a notified meeting to be headed by the nominee of the State Pollution Control Board and the District Collector of the concerned district. The report of this meeting with observationswould be sent by the SPCB to the MOEF. This report would contain a copy of the No Objection Certificate (NOC), if issued to the concernedproject promoter. Following the amendment dated April 10, 1997, the Ministrv of Environment and Forests, Govemment of India issued a circular on 15h October, 1999 (No.21012/26-99-IA-Ill) where it clarified that "Marginal Land acquisition means land acquisition not exceeding a total width of 20 metres on either side of the existing alignment put together. Further it is also clarified that bypasses would be treated as stand alone projects and would require environmentalclearance only if the cost of the projects exceed Rs.50 Crores each." 2-2 Scott Wilson / CES / IIIE KarnatakaState Hieh%a\s EntvironmcntalImpact Assessment Report Improvrement Protect Chapter 2 Fiszure 2-1 shows the procedure for obtaining Environmental Clearance from the SPCB. State Department of Environmentand MOEF. It is pertinent to mention here that the Phase -I component of the Project has been already granted clearance and consent for establishment by the Karnataka State Pollution Control Board under the W\ater(Prevention and Control of Pollution) Act, 1974 and Air (Prevention and Control of Pollution) Act, 1981. The Karnataka State Pollution Control Board has also opined that the Project is exempted from obtaining clearance from the MIOEF,GOI. 2.2.3. Interface with the Department of Land & Land Revenue of the GoK However marginalmay be the amount of land required, for its acquisitionthe project promoter has to proceed by following the laid proceduresin this regard. The District Land Acquisition officer of the Department of Revenueis the designatedauthority to conduct the business of land acquisition within his jurisdiction. The Collectorof the District in the ControllingOfficer and would receive requisitions for land acquisitionrequired in public interest. All costs in this regard are to be bome by the project promoter. The given Officeof the District Collector would carry out disbursementof the amounts of compensation,adjudicated in conformitywith the declaredstate policy on entitlement. Time required for the completion of the above noted process of land acquisitioncan be very long indeed for the complexities of the procedures. The delay is caused by complexities in the determination of both titular and usurfuctuary rights over the given property. The process can be expedited through somepro-action from the projectpromoter. These are as follows * Identify the location of the land to be acquired by the plot number shown on the authoritative village map of the givenTaluk, * Ascertain and state the name of the title-holderfrom the latestRecord of Rights as prepared by the Department of Land Records, - Determine throughexact measurementthe amount of land of a given title-holder to be acquired with a statementon the recordedstatus of the land, * State the legal basis of the computed amount of compensation in conformity with the State's entitlementpolicy and show the calculationsused, and * Submit these along with the application for land acquisition before the concerned District Collector. To attend to the above elementsof pro-action, an effectiveinterface with the District and Block level Offices of the Land & Revenue Departmentis necessary.With the authenticationby this Office of the information compiledby the project promoter,the District Collector can expeditethe process. 2-3 Scott Wilson ! CES / IIIE KamatakaState Hijhx\ass Env,ronmental Impacl AssessmentRepon Improxernent Project Chapter 2 Figure 2-1: Environmental Clearance Procedure | pph \1OEFF prescib,d ;Sub,,.,zs ojeauQawnnnnm t.oCon-po.4 SPCB Subm sssofoithtp lo MOEF l l 1 | ~~~~~~~~~~~~~~~~~~~~~~~~~alo.go,h aIi nekso,iDocosrn,n h,i6i1I erus?cB5y by MOEF Sr ff Rtwew~ ~ ~~ ~ ~ ~~~~RSPCB nnu by rny fM sf i Cw issou be critl.ed at t thmn aforrn.n needthe assistanceofboth the District Magistrate and the CityMunicipality.ThesEAC ofcers d s ouldb e I l l ~~~~~~~~~~~~~~~~1,th.rr . pubEcoDei onr approacedwhil muainth Resettlem ntl & Rehabilitatn Plan Observ wu ,l pojeaiAunder tShedul- Pe n reor. H r i a f EIAr Nod reha bii Humed completinglan acusto proes enin with payen ofEcopnsto an/o rehabilitatsion.cprbl 2.2.5. In f10DPAPs w iththeDeartment CofForeAsmtofthelooko y Whenroadevelopmen projcts r icepabk c spsiffrstldad andby i lvef DitIcwol tak alltacin ncerneo hs.Rehbliain fte dipae peson ol Persistence of public grievance in such matters complicates the schedule of implementation of the project on ground. Therefore. it is recormmended that no construction work should start before completing land acquisition process ending with payrnent of compensation and/or rehabilitation. 2.2.4. Interfacengith the Offices of the District Magistrate & City Municipalities ThisCoEnsment wouldof lthne be criticalFoes Deatmnat the time ofof removal th Stt ofas encroachrnent welalhto and hcongestion. iisr ThefteGeto Magistrate of the District would take all actions on clearance of these. Rehabilitation of the displaced persons would need the assistance of both the District Magistrate and the City Municipality. These offices should be approached while fo8rmulating the Resettlement & Rehabilitation Plan. Obserations on this issue wound come in the R&R Planst which would be presented, in a separate report. However, in the context of environmrental management. no construction work should start before the displaced persons are resettled and rehabilitated. 2.2.5. Interface wvith the Department of Forests of the GoK When road development projects require acquisition of forestland and/or involve felling of trees. Consent of the Forest Department of the State as well as that of the Ministry of the Government of India is then required. Although the designated authority to permit felling of trees is the District Collector, decisions are inviolably taken with the consent of the State Forest Department. The following steps taken by the project promoter quickens the process of decision making * Prepare a strip-plan showing the locations of trees to be felled, * Classify and count these trees by species and girth at 1.5-m from the ground level through a sur-vey conducted jointly by the of the authonised representative of the State Forest Departrnent and the project promoter. 24 Scott Wilson/ CES, IIIE Kamaraka Stare Hiehka,ss Environmental Impact AssessmentReport Impro%ementProect Chapter' * Obtain certificate from the State Forest Department stating that no endangered species of tree is proposed to be felledand that the wildlifevalue of the tract would not be reduced in consequence. * Determinethe value of the trees to be felledjointly with the State Forest Department. * Measure the area of anv designatedforest to be divertedto such non-forestuse. * Arrange for acquisitionwith the help of the Collector of the District of new land acceptable to the State Forest Department for its quality and manageabilityfor raising twice the number ot trees to be felled as meansto preservethe biotic wealth of the tract. * Determine the cost of land acquisition and of raising new trees jointly with the State Forest Department, * Submit all these documents to the District Collector while requesting for permission to fell trees along with the money agreed upon for transfer of acquired land and to cover the cost of raising new forests. On receipt of the permission to fell trees, the State Forest Department has to arrange to obtain concurrence of the Forest Wing of the MOEF of the GOI to the plan. The Ministry, before concurring, may wish to verify the facts through their own agencies. If no diversion of land from the designated forest areas is involved,then the Ministrymay acceptthe proposal without ground verification.Under that circumstance. the project promoter is not required to transfer acquired land to the State Forest Department to carrv out compensatoryafforestation. This can happen when felling is limited only to the avenue trees planted earlier on the unused part of the right of way belonging to the project promoter. However.raising of new trees twice the number of felled trees on the unused part of the right of way persists as a condition for obtainingclearance of the project by the appropriateauthority. Assistance of the State Forest Department for meeting this task facilitates preparationof compliance reports. Figure 2-2 shows the procedure to be followed for obtaining forestryclearance. The Department of Forest, Environment and Ecology, Government of Karnataka has also granted clearance to the Phase I componentof KSHIP. The Department has also clarified that following the amendmentsto the 4 (h Mav 1994 EIA notification,the KSUIP Phase I is exempted from obtainingclearance from the MOEF, GOI. 2.2.6. Interfacewith the Departmentof Mines of the GoK It is generally expectedthat the project promoter would obtain suppliesof stone aggregates from the existing licensed quarries.If for any reason new quarries are to be opened up. Then the permission of the State Department of Mines would be required. Such new quarries of sizes more than 5-hectares would require environmentalclearance based on EA reports. 2.3. Strength of the Public Works Departmentof GoK for InterfaceManagement Till the recent past the Public Works Department had no wing dealing specificallywith environment management of road projects. land acquisition,compensatory afforestation or for administeringthe resettlement & rehabilitation plan for involuntarily shifted communities arising from road development. If expertise in these fields were developed within the Department, then, as a project promoter, this Deparntrentwould gain advantage in the matter of project preparation as well as in steering through the process of obtaining environmental clearance thereof. Discharge of responsibilities for compliance and reporting thereon during project construction phase and subsequently could also be made in acceptable forms. The formation of the Project Implementation Unit (PIU) constitutinga multidisciplinaryteam is the requirementof the day and the PWD has rightly initiated this for the project under considerationand should think of deploying such multifaceted units which can adopt a holistic approach for the futureroad projects. 2-5 Scott Wilson/ CES IIIE Karnataka State HiwhwaNs Env ironmental Impact Assessment Report Improvement Project Chapter 2 Figure 2-2: Forestrv Clearance Procedure tinder Forest Conservation Act. 1980 Application of User Agency to DFO Scrutiny of Application, Preparation Identification of Forest land of Formal Proposaln n 4 Scrutiny,Recommendation |Scrutiny, Remark, Recommendation| l of PCCF l 4 Scrutiny, Remark, Recommendabon ; g ~~~~~~~~RCCF Proposals upto Proposals above 20 m Site inspecionfor 20 hectares-RCCF hectares-MOEF posals above 40Ha Examination and final decision for cases upto 5 Ha forest land except those of mining and encroachment., Examinabon and putting before Recommendabons of Advisory State Advisory Group proposals committee other than those menboned above me- --- I ,I Finaldecision, issueof Meeting recommendations first stage approval Issue of orders by State State Govt Compliance lGov' } reportn | Monitoring l _ Approval~~~~~~Order 2.4. Statutes Related to Environment The various laws and policies of the Central and the Kamataka State Govemment having a bearing on the Karnataka State Highways Improvement Project are discussed below. Environment is a subject specified in the Seventh Schedule of the Indian Constitution as the exclusive privilege of the Union Government. This domain is included in the Seventh Schedule of the Indian Constitution under the powers of the Union Govemment. The constituted States formningthis Union cannot violate any law or regulation issued by the Union Govemment. However, the States are 2-6 Scott Wilson / CES / IIIE Kamaraka State Hnghxxavs En%ironmentalImpact AssessmentRepon lmprosement Proiect Chapter 2 permitted to stipulate more stringent norms w ith the concurrence of the Union Government. The GoK has been honourinu these in all respect. In India, there were several laws before independence. which had direct or indirect reference to preservation of environment. The Indian Penal Code made the acts of causing public nuisance a cognisable offence. The Smoke Nuisance ;\ct. the Factories Act, the Mlotor \ehicles Act. etc.. are some of the more important statutes in India in this regard. Laws on Municipal Government have many provisions appertain to environment protection. Laws govermnng occupational health also fall within this category. However, it was after the Stockholm Conference in 1972 that India recognised the need for formulating more comprehensive laws for protection of environment. To permit participation of the States with a view to sharing a common concern in this regard, the Union Government initially drafted many new Statutes for adoption by the respective States. Keeping this element of history of environmentmanagement in view, the laws as those emerged in time sequence are discussedbelow. 2.4.1. Land AcquisitionAct, 1894 (with subsequentamendments) This statute would apply on KSHIP as and when land is to be acquired in the case of changes in alignment, bye-passesand widening where there is not enough Right of Way (ROW) with the State Government. The Land Acquisition Act under Section 4(1) is enforced to acquire land in public interest. The maximum time allowed, from the date of notificationfor the acquisition is two years, after which the notificationlapses. For the project land acquisitionwill be required The compensationfor land is fixed under section 23 (2), where the amount to be paid is the market value + 30% solatium (compulsory).If this amount is paid within one year then an additional interest of 9% is paid to the beneficiary; if it exceeds one year then an additional interest of 15%is paid. 2.4.2. The Indian Forest Act, 1927 This statute provides power to the Government to declare and classify forestland. It is useful to be aware of it. This Act consolidates all the Statutes passed since 1865 relating to forests, the transit of Forest Produce and the duty leviable on timber and other forest-produce.This Act also confers power to the State Governmentto declare a forest land or a waste land which is the property of the Government or over which the Governmenthas proprietary rights, or to the whole or any part of the forest-produceof which the Govemmentis entitled as reserved forest. 2.4.3. The Ancient monumentsand Archaeologicalsites and Remains Act, 1958 and the Karnataka Ancient monuments and Archaeological sites and Remains Act, 1961 These Acts are applicable in case any development activity is undertaken in close vicinity of any archaeological site or any are discovered during the construction stage. The Act requires prior authorisation of the Archaeological Survey of India (ASI) for development within 300 m of a Protected Property. 2.4.4. The KarnatakaForest Act, 1963 This statute provides power to the Government to declare and classify forestland. It is useful to be aware of it. This Act was enacted with the purpose of consolidatingthe law related to forest and forest produce in the State of Karnataka. It confers the powers to the state to constitute land over which it has proprietary rights as reserved forest, village forestsand district forests, taxation and on matters related to forest produceetc. This Act was amended in 1984 abridgingall forest leases to industriesto only 5 years, and the supply of raw material was made subject to availability instead of assured quantity 2-7 Scotl Wilson/ CES / IIIE KamatakaState Hiehv~avs En,ironmentalImpact Assessment Report ImprovementProject Chapter2 commitment.All concessions to wood based industrieswere terminatedin 1989and a moratorium on green tree felling was imposed in 1990 which continues till today. Fot-est Officcvs have been authorised to evict encroachers from forestlands and confiscate vehicles engaged in forest offence cases. 2.4.5. The Mvsore Highwavs Act, 1964 The Mysore Highways Act. 1964 and the Mvsore Highwavs Rules. 1965 are in force in the State of Kamataka. These enactments provide, among other things, for the restriction of ribbon development and removal of encroachments.They are applicableto highways of the State, but not to the National Highways. These have also provisions for enforcingrestrictions on building activity along highways and control of access to their land. 2.4.6. The Wildlife (Protection)Act, 1972 This Act provides for the protection of wild animals, birds and plants and for matters connected therewith or ancillaryor incidentalto. It appoints the wildlife wardens and constitutionof the wildlife advisory board, etc. 2.4.7. Water (Preventionand Controlof Pollution)Act, 1974 This statute would apply on KSHIP as and when the project during implementationadversely affects the quality of ambientwater. The basic objective of this Act is to maintain and restore the wholesomenessof the country's aquatic resources by prevention and control of pollution. Water is a state subject under the constitution. Consequently, the Water Act, a Central law, was enacted under Article 252(1) of the Constitution, which empowers the Union Government to legislate in a field reserved for the States. All the States have approved implementationof the water Act. 2.4.8. The KarnatakaPreservation of Trees Act, 1976 This statute wouldapply on KSHIP. This act provides for the preservationof trees in the State by regulating the felling of the trees and for the planting of adequate number of trees to restore ecological balance and for matters connected therewith. This act confers the State Government to constitute a Tree Authority for urban and rural areas. The Act provides for appointmentof Tree Officersin the urban and rural areas. The Act also describes the statutorypowers and duties of the Tree Authority and the Tree Officer. The duties of the Tree Authority also include as describedin Section 7(e) "planting and transplantingof trees necessitatedby constructionof new roads or widening of existing roads or replacement of trees. which have failed to come up or for safeguardingdanger to life and property". The Act also elaborates the restriction on felling of trees and liability for preservationof trees Section 8(2) of the Act specifiesthat "Any person desiring to fell a tree, shall apply in writing to the concerned Tree Officer for permission in that behalf. The application shall be accompanied by a site plan or survey sketch specifyingclearly the site or surveynumber, the number, kind and girth of tree sought to be cut and the reasons therefore along with the consent of the owner or occupant". 2.4.9. The Fortv-secondAmendment of the Constitution,1976 This statute empowversthe GoK. This amendment was made in 1976 wherein Article 48A defined some Directive Principles for the States. One of these principles provided that "the State shall endeavour to protect and improve the environmentand to safeguard the forestsand wildlife of the country". Under Clause (g) of Article 51A it was prescribed that "it shall be the duty of every citizen of India to protect and improve the natural environmentincluding forests, lakes.rivers and wildlife." 2-8 ScottWilson / CES/ IIIE Karnataka State Hi,hxhavs Environmental Impact AssessmentReport Improrement Proicct Chapter 2 2.4.10. Town and Countrv Planning Act, 1976 This statute can be gainfullyused by the KSHIP to obtain land use control along the road corridors. Like the act on preventionof water pollution.the original structure of this act was drafted in the Union Governmentand later adopted by the constituentStates. Under this the States wvereto set up Boards to plan land use for both townsand country. Anv promoter of project has to obtain a certificate from this Board stating whetherthe proposed land use is compatible wviththe laid plan. (It should be mentioned here that The State of Kamataka had its own Town and Country Planning Act since 1961 which has undergoneseveral Amendments and presentlyis known as The KamatakaTown and CountryPlannmng (Amendment)Act. 1993). 2.4.11. Forest ConservationAct, 1980 This statute would apply on KSHIP as and when the project intends to divert forestlandfor non-forest purposes. This Act provides for the conservationof forests and for matters connected therewith or ancillary or incidental to. This Act restricts the de-reservation of forests or use of forestland for non-forestry purposes withoutthe prior approval of the Union Government. The Rules and Guidelines under this Act as amended on October 25.1992 have elaborately outlined and defined the applicationof the Act, procedureto be followedfor acquisitionof forestland for non- forest purposes. submission of proposals, compensatoryafforestation and certain clarificationsabout the proceduralrequirements. Section 2.2 (iii) of these rules clearly states that the projects for roads and railway line construction will be processed in their entirety. Thereforeproposals in piecemeal should not be submitted.A note on the present and futurerequirement of forestlandis to be submittedalong with the proposal. Section 2.5 states that whenever diversion of protected or reserve forest land is required for realigning of road/raillcanal,permission would be granted subject to the condition that non-forest land saved on accountof such realignmentwould be declaredas protected forest. The proposal from the State /Union Territory Govemment will have to be comprehensiveindicating clearly the land asked for and saved on accountof the proposedrealignment of the road/rail/canal. Under section 3.2(vi) (e) land for compensatoryafforestation requires that "for diversion of linear or strip plantation declared as protected forest along the road sides for widening or expansion of road, compensatoryafforestation may be raised over degradedforest land twice in extent of the forest area being diverted'de-reserved in respect of the above proposal. 2.4.12. . The Air (Preventionand Control of Pollution) Act, 1981 This statute wvouldapply on KSHIP as and when the project during implementationadversely affects the quality of ambient air. The Union Governmentunder Article 253 of the Constitution passed this Statute. This Act provides for the prevention,control and abatement of air pollution and confers powers to the Central and State Pollution Control Board with a view to carry out the aforesaid purposes. 2.4.13. Environment(Protection) Act, 1986 This statute would applv on KSHIP for implementingthe project. The Union Government under Article 253 of the Constitution passed this Statute. The Environment (Protection)Act. 1986 seeks to achieve the objective of protection and improvement of environment and for matters connected therewith. This legislation enables the co-ordinationof activities of the 2-9 Scott Wilson / CES / IllE Kamataka State Hieh%%avs Environmental Impact AssessmentReport impro\ement Project Chapter 2 various regulatory agencies. setting up of an authoritv or authorities with advocate powers for environmental protection etc. 2.4.14. Motor Vehicles Rules, 1989 This statute would apply on KSHIP as and when the project during implementationadversely affects the quality of ambient air and impairssafety. In 1989, the Central Motor Vehicles Rules introducednation wide emissionlevels for both petrol and diesel driven vehicles. Rule 115(1) requiresthat every motor vehicle be manufacturedand maintained so that smoke, visible vapours, grits, sparks, ashes, cinders are not emitted when the vehicle is driven. Emission standardsfor petrol and diesel vehicleshave been specified by the motor vehiclesrules. 2.4.15. The HazardousWastes (ManagementAnd Handling)Rules, 1989 This statute would apply on KSHIP as and when handling (including storing) and transhipment of hazardous materials during constructionof the projectroads. The CentralGovernment formulated these rules underthe Environment (Protection)Act, 1986. Under section 7 of these rules it is required that the operator or occupier of a facility dealing with hazardous waste ensures that the hazardous waste is packaged in a suitable manner for storage and transport and the labelling and packaging shall be easily visible and be able to withstand physical conditions and climatic factors.Packaging, labellingand transportof hazardous wastes shall be in accordancewith the provision s of the rules issued by the Central Government under the Motor Vehicles Act, 1988, and other guidelines issued from time to time. Section 9 of these Rules also requires that in case of an accident during transportation of hazardous wastes, the operator or occupier of a facility shall immediatelyreport to the State Pollution ControlBoard in the prescribed form. 2.4.16. Coastal RegulationZone Notification,1991 This statute would not apply on the KSHIP since none of the project roads are located in the coastal area. This notification was issued on 1 9 th February, 1991 under section 3(1) and section 3(2)(v) of the Environment (Protection) Act, 1986 and rule 5(3) (d) of the Environment (Protection) Rules, 1986 declaring Coastal Stretches as Coastal RegulationZone (CRZ) and RegulatingActivities in the CRZ. In order to prevent deterioration of the oceans from unregulated land use in the coastal areas, this statute has been adopted. All states having oceanfront are required to prepare maps showing the locations of 4 Coastal Regulation Zones (CRZ) and to mark their boundaries on ground. Within the CRZ-I, which extends at the most 500-m from the high tide line, no developmentalaction would be permitted. Within CRZ-II, urban land use is permitted.CRZ-III includes the land under rural land use. The CRZ-IV refers to the islands. 2.4.17. Public LiabilityInsurance Act, 1991 This statute would apply on the implementersof KSHIP. This Act provides for public liability insurancefor the purpose of providing immediate relief to the persons affected by accident occurring while handling any hazardous substance and for matters connected therewithor incidental thereto. The transportationof hazardous substancesby vehicle use is also included. 2.4.18. Seventy-fourthAmendment of the Constitution, 1992 This statute empowers the GoK. The subject matter of the protection of the environmentand promotion of ecological aspects was included as an item in the Twelfth Schedule to the Constitutionby the Constitution (Seventy-fourth Amendment) Act, 1992.. This Amendment enables the Legislature of the State to endow the 2-10 Scon Wilson/ CES / IIIE Kamataka State Highv%avs En ironmental Impact AssessmentReport Improvement Project Chapter 2 Municipalities with powers and authority as may be necessarv to function as institutions of self- Government.Schemes are to be prepared by the State Government and devolutionmay be made with respect to the perfomiance of functions and implementationof schemes as may be entrusted to the Municipalitiesincluding those in relation to protection of environment and promotion of ecological aspects. No State in India has, however, endowed the Mlunictpalttes with such powers under this Amendmentincluding Kamataka. 2.4.19. NationalEnvironment Tribunal Act, 1995 This statute would apply on the implementersof KSHIP. This Act provides for strict liability for damages arising out of any accident occurring while handling any hazardous substance and for the establishmentof a National EnvironmentTribunal for effective and expeditious disposal of cases arising from such accident, with a review to giving relief and compensation for damages to persons, property and the environment and for matters connected therewith or incidentalthereto. 2.4.20. NationalEnvironment Appellate Authority Act, 1997 This statute would apply on the implementersof KSHIP. An Act to provide for the establishment of a National Environment Appellate Authority to hear appeals with respect to restriction of areas in which any industries, operationsor processes or class of industries, operations and processes shall not be carried out subject to certain safeguards under the Environment(Protection) Act, 1986 and for mattersconnected therewith or incidentalthereto. 2.4.21. Public Interest Litigationagainst Government This statute empowers the society at large to restrain any person or organisation from degrading environment. Writ petition can be filed by any citizen of India with the Supreme Court soliciting judicial intervention on situations of environment degradation arising from inadequate or inappropriate executive actions of the Govermment.These appeals are generally described as Public Interest Litigation (PIL). In such contexts,the petitioneris not obliged to establish his locus standi. This means that the petitioner need not be a directly affected party. In order to expedite settlement of disputes, "Green Courts" have been established in every High Court of the country to hear complaints concerning environmentmanagement. The above list of Statutes together with the Rules & Regulationsdefine the legal instrumentsavailable for protection of Environment in India. The designatedauthorities are empoweredto prescribe norms and proceduresto be followedto comply with the respective Statutes. 2.5. Guidelinesfor EIA of HighwayProjects, IRC: 104-1988 The Indian Roads Congess published the guidelinesfor EIA of road projects in 1988. It outlines the procedure for carrying out the EIA and the requirementsto be met under it. It also lists the various environmentalcomponents to be examined in relation to road projects. It also recommendsthat the project authorities have close interaction with the Department of Environment and Forests. It is pertinentto mention that the Guidelinesof the Ministry of Environmentand Forests for EIA are much exhaustivethan that outlined in the IRC guidelines. 2-1i ScottWilson / CES/ IIIE Chapter 3 Project Description Kamataka State Highways Environmental Impact Assessment Report Improvement Project Chapter 3 CHAPTER 3: PROJECT DESCRIPTION TABLE OF CONTENTS 3. PROJECT DESCRIPTION ...... 3-1 3.1. PROJECT LOCATION...... 3-1 3.2. SCOPE OFWORKS ...... 3-1 3.3. TRAFFIC DETAILS PER ROUTE ...... 3-3 3.4. DESIGN OPTIONS CONSIDERED...... 3-3 3.5. OPTIONS ON CONSTRUCTION METHODS...... 3-4 3.5.I. Pavement Overlay.3-5 3.5.2. NewConstruction ...... 3-6 3..3. TreatmentAlternatives .3-6 3.6. OPTIONS ON ROAD CONSTRUCTIONMATERIALS .. 3-6 3.6.1. Rocks ...... 3-7 3.6.2. Natural Gravel...... 3-8 3.6.3. Sand ...... 3-8 3.6. 4. Fly Ash...... 3-8 3.6.5. Epmbankment...... Fi 3-8 3.6.6. Asphalt...... 3-8 3.7. OPTIONS ON CROSS DRAINAGE STRUCTURES...... 3-10 3.8. OPTIONS ON INTERSECTIONSON ROADS FOR UPGRADATION...... 3-10 3.9. OPTIONS ON BYPASSES ...... 3-11 TABLE 3-1: DISTRICTSAND TALUKS TRAVERSEDBY THE PROJECT ROADS ...... 3-1 TABLE 3-2: PROPOSED CONTRACTS PACKAGES...... 3-1 TABLE 3-3: PRESENT & PRO3ECTEDTRAFFIC BY VEHICLETYPES ALONG THE PROJECT ROADS...... 3-3 TABLE 3-4: GUIDING PARAMETERS FOR ROAD UPGRADATIONIN RURAL AREAS ...... 3-4 TABLE 3-5: GUIDING PARAMETERS FOR ROAD UPGRADATIONIN SEMI-URBAN & URBAN AREAS...... 3-4 TABLE 3-6: SOURCES OF COMMON ROAD CONSTRUCTIONMATERIALS ...... 3-6 TABLE 3-7: NUMBER OF NEW IMPROVED CROSS DRAINAGESTRUCTURES...... 3-10 TABLE 3-8: LIST OF INTERSECTIONSFOR IMPROVEMENT...... 3-10 TABLE 3-9: URBAN CONGESTIONAND PROPOSED BYPASS...... 3-12 FIGURE 3-1: PROJECT ROUTES...... 3-2 FIGURE 3-2: URBAN CROSS SECTION OF THE ROAD ...... -...... 3-5 FIGuRE 3-3: RURAL CROSS SECTION OF THE ROAD...... 3-5 FIGURE 3-4: SOIL GRAVELLINESS IN THE STUDY AREA ...... 3-9 ToC-I ScontWilson / CES XIIIE Kamataka State Highva'.s Enx ironmental Impact AssessmentReport Improvement Proiect Chapter 3 3. Project Description 3.1. Project Location The Project Roads, div-idedbetween 5 routes, are distributed in North Western. Northem and Eastem Karnataka. Prior to devising the contract packages the project corridors followed a different nomenclature during the Feasibility study. Table 3-1 showvsthe link numbers used in the Feasibility Study composing each route as also the various districts and taluks through which these routes pass. Figure 3-1 shows the geographical location of the project roads. Table 3-1: Districts and Taluks Traversed by the Project Roads Route Location Link Numbers Districts Taluks in Feasibility Study 1 Kalmalajunction to 5A Raichur Raichur,Manvi, Sindhnur Sindhnur 2A Sindhnurto SB Raichur Sindhanur.Gangawati Gangawati Koppal 2B Gangawatito 5C Koppal Gangawati Budugumpacross 3A Hattigudurto 6L Gulbarga Shahpur Shahpur 3B Shahpurto Jevargi 6M Gulbarga Shahpur.Jevargi 3C Jevargi to Gulbarga 6N Gulbarga Jevarei and Gulbarga 3D Gulbargato 60 Gulbarga Gulbarga, Hominabad Bidar 3E Homnabad to 6P Bidar Homnabad,Bidar Naubad. Bidar 4 Biapur to Tikota 2A Bijapur Bijapur 5A A. P. border to 1A Raichur Raichur Raichur 5B Raichur to Kalmala lB Raichur Raichur I_junction 3.2. Scope of Works The PWD, GOK reviewed the various routes selected for upgradation and decided to award the work based on five contract packages. four under International Competitive Bidding (ICB) and one under National Competitive Bidding (NCB). The final grouping is indicated in Table 3-2. Table 3-2: Proposed Contracts Packages Contract Contract Value Contract Contract Route Length No. Rs (in crores) Type Period (Km) Ul 100 ICB 24 1 76.656 U2 94.5 ICB 24 2 77.537 U3 239.4 ICB 48 3 191.361 U4 25.2 NCB 10 4 20.149 U5 42.8 ICB 18 5 31.138 3-1 ScottWilson / CES IIIE Karnataka State Highways Environmental Impact AssessmentReporl Improvement Project Chapter 3 Figure 3-1: Project Routes UpGradation 2 MajorMaintenance Gulbarga L~~~~~ A iijapun , - *Jamkhand l hikodiL ~~~*Mudhol *f- 0x4UgsuuA-P.~ Border *HukFis .Bagalkot* alingsugurK R *Belgaurn ] * _ ~ ~ ~~~-* -\ - -) .fi rr !Kha 'r-i S NargunOrt< uppa j S S W;~*Hliyal u P t i *Kumbhaiwad * oBel : >| . *Harpanahalli t < M < T w- eC~~~halie¢ 8 | ~ ~ ~~ *e ' rv i rs, . HOnni,, . Uz~~~~*i '.-v * * Shimoga *\ ,t E *Talker ,' I I * 9) *Chiknayakanha9i +, * r \ , ' ~~~~~~*C+iIagatur** ' * *.fdelur , *Turuveker '-J *Hassan ---. * -2 gas / l Scott WS CESS lE > )--~* - 4, * -Uelukateo' -Chann ' l 06~~~~~~~~~* ':: * l ~~oKm ,~~~~~~~~~~~~- \ Sct Wilso CE E Karnataka State Hch"avs En%ronmental Impact AssessmentReport Improvement Project Chapter 3 3.3. Traffic Details per Route The volume of vehicular traffic as of year 2000 is presented in Table 3-3 along Xviththe projection for year 2008. The rate of growth of the different types of vehicles between the years as given in the First Interim Report (AppendixF) has been used. The reason for not preparingany projection beyond year 2008 is that any EIA report is not consideredvalid by the MOEF beyond five years without further review. Table 3-3: Present & ProjectedTraffic by Vehicle Types along the ProjectRoads Route Year TWO THREE CAR BUS- LCV- TRUCKS WHEELER WVHEELERTOTAL TOTAL TOTAL 2000 1038 61 411 281 135 463 2008 2664 156 1055 505 279 1113 2A 2000 2660 103 535 296 201 552 2008 6826 263 1371 532 415 1329 2B 2000 2804 583 546 256 366 613 2008 7193 1495 1400 460 756 1475 3A 2000 243 9 442 248 138 417 2008 624 23 1134 445 286 1002 3B 2000 857 179 564 413 209 344 2008 2199 460 1448 742 433 828 3C 2000 1545 572 654 392 226 512 2008 3965 1467 1677 704 468 1231 3D 2000 858 321 606 369 162 533 2008 2201 824 1555 662 335 1282 3E 2000 2356 1523 2033 634 662 1170 2008 6045 3907 5217 1140 1368 2816 4 2000 1450 368 648 578 396 348 2008 3721 944 1661 1038 819 838 5A 2000 2103 168 845 384 232 722 2008 5396 431 2167 691 480 1737 5sB 2000 1896 158 844 520 210 809 2008 4864 406 2165 935 433 1947 Source: First Interim Report, Appendix F 3.4. Design Options Considered The design options consideredin the First InterimReport are: * The adopted Pavement Design standards are according to the current Indian Roads Congress guidelinesand Road Note-31 of the Transport ResearchLaboratory (TRL), UK. * For all improvemerLtoptions and altematives,a design life of 20 years has been considered. * Upgradation options have been prepared with the aim to improve both the structuraland functional performance of the existing road. * Paved shouldersare also proposedfor the upgradationoptions as per the IRC guidelines. * Similarly, widening of the formationto 12m as per IRC 73:1980 guidelinesis also proposed only for the upgradationoptions. UpgradationOptions were consideredin three (3) forms, namely * Widening to either 6-m or 7-m, * Strengtheningof the existing pavementto its current width, or * Wideningand strengtheningof the pavement. 3-3 Scott Wilson/ CES / IIIE Kamataka State Highways Environmental Impact AssessmentReport Improvement Project Chapter 3 Subsequently, the design parameters for cross sections of roads for upgradation have been further refined. These are being used for designing the roads as guidelines. Table 3-4 shows these guidina parameters for roads in rural areas. Similarly Table 3-5 indicatesthese guiding parameters for roads in the urban and semi-urbanareas. The urban and rural cross sectionsare given in Figure 3-2 and Figure 3-3. Table 3-4: Guiding Parameters for Road UTpgradationin Rural Areas (All Figures are in Metres) Road Type - URLD URHD URLI URHI Parameters 4- Formation Width 12 12 11 11 CarriagewayWidth 7 7 6 6 Paved Shoulders 2 2 2 2 Earthen Shoulders 3 3 3 3 Footpath Nil Nil Nil Nil Embankment Height I I1 1 Widthof 2 2 2 2 Embankment Slope l Drain Width Minimum 4|_4_4 Desirable | 5 2 5 2 Desirable Plantation I 6 6 6 6 Right of Way Minimum | 19 l 18 l 18 I 17 Desirable 26 20 25 25 Remarks: U = Upgradation;R = Rural; L= Low Embankment;H = High Embankment; D = Double Lane, I = Intermediate Lane Table 3-5: GuidingParameters for Road Upgradationin Semi-Urban& Urban Areas (All Figures are in Meters) Road Tvpe - i UVDI UVI UTD UTF Parameters ; FormationWidth 10 9 13 18 CarriagewayWidth 7 6 7 15 Paved Shoulders 3 3 2 - Earthen Shoulders 1 I 1 - Footpath - 3 3 Drain Width Minimum 3.6 3 - Desirabl& 3.6 3 Right of Way Minimum 13.6 12 12 18 Desirable 13.6+ 12+ 12+ I 18+ Remarks: U = Upgradation:V = Semi-urban;T = Urban: D = Double Lane; I = IntermediateLane; F = 4-lane. For UVD, a minimum of I--mverge is required. Whereverwidth is limited, the area between the carriageway to the drain will be paved. The outer edge of drain will match with the ROW line. For lVI,the outer edge of drain will match with the ROW line. For UTD & UTF, an extra width of minimum 2.5-m is required wherever parking is recommended. Outer edge of footpath will match with the ROW line. 3.5. Options on Construction Methods Subsequent to submission of the First Interim Report and the Second Interim Report, options on construction methods have been examinedand the suitableones were selected.These are important 3-4 ScottWilson / CES / IIIE Kamataka StateHigh%Navs Environmental Impact AssessmentReport lmproNement Project Chapter ' Figure 3-2: Urban Cross Section of tle Ioa(I 8'>m VARi7S . VARIES.! i DRAIN VERGcE VERG I DRA:N PARKING AREA GARRIAGEWAY PARKING AREA /BUS BAYS/BUS BAYS z 1 3% 3% 2.5%t 2.55% 3% 37 COVEREDDRAIN - URBAN CROSS SECTION Figure 3-3: Rural Cross Section of the Road 1.5m 1 1m 7m 1, 1 5m- UNPAVED CARRAGEWAY SHOULDERPAVED ARAWA SHOULDER 3% 2.5% 2 5% 3X 3% 0.5m 1 1 X 0 1 1 1 ~~~~~~~~~~~~~~~~0.5m 0 ~5 SUBGRADE BOTTOM 1. ; 5< RURAL CROSS SECTION 2iDZn5 VARIESR 5, 7m I S VARI 2 QSm E VERGE I VERGE BUS BAYS PAVED CARRIAGEWAY PAVED BUS BAYS /PARKING SHOULDER SHOULDER /PARKING AREA AREA 3 % 2.5% 2.5% % 3% VILLAGE CROSS SECTION features of the proposed project and are potential determninants of environmental impacts from road design. While the details will be found in the Final Project Report. some of the critically important issues are highlighted below. 3.5.1. Pavement Overlav Overlay thickness design has been based on the characteristic deflection determined for each relevant section of the project road links. 3-5 Scott Wilson / CES / IIIE Karnataka State H,ehxa\s En\ ronmenral Impact Assessment Report Impro%ement ProJcct Chaptcr 3.5.2. New Construction In the Second Inlte-inmReport. after reviewine several methods. it wvasdecided to adopt IRC 37-1984 (extrapolatedcurves) and cross check the design thickness with AASHITO0methlod. 3.5.3. Treatment Alternatives The main elements of the constructionprocesses are given below. Upgradation: WNidening & Strengtheninig(includinlg r aising ol einbaiikrneit): The elementsare: * Remove high shoulders& grubout bushes (some trees may get removed); * Remove existing pavement: * Widen road formationto 12-mwidth; * Construct new wider pavement with paved shoulder, including surfacing and providing ditches and drains, wherevernecessary; and * Construct shoulder filling. Raising of Embankment& New Pavemetit:The elementsare: * Remove high shoulders & grub out bushes (some trees may get removed); * Remove existing pavement and widening; * Widen roadway to 12-mand constructside ditch, if required: X Raise embankment; * Construct newvwider pavement and paved shoulder, including surfacing and pavement edge drain; and * Construct shoulder filling. TIhesections identifiedfor raisinig wvereselected on the basis ofa ntumnberof criteria includinzg * Relative height of the existing road fornation level (top of subgrade) to the surrounding ground and likely maximumwater table conditions; - Possibility of seepage across the road line; * Presenceor likelihoodof field irrigation close to the road: - Nature of local soil: and * Possibilityor otherwviseof improvingdrainage by means of side drains. 3.6. Options on Road Construction MNlaterials Information about existing quarry and other sources of potential road construction materials was collected by the PCC from the local offices of the Public Works Department throughout the project area. Information from other sources and from field observations was also collected. These are presented in Table 3-6. The distance and direction of these sites is given with respect to the starting point of each link. Suitability of these materials has been tested. It is important to note the importance of tested bearing strengths in determining the required thickness of the different parts of the road formation. In the Second Interim Report. the desired parameters of the different components of the road formation with reference to their thickness have been recommended on the assumption that the available construction materials will have CBR value of 10. Table 3-6: Sources of Common Road Construction Materials Route Rock I Gravel Sand I Granite: Neermanvi: 1.5 km left Moorum: Sanjeevarayagudda; 4.2 Nandihal quarry at RG road at of km 27.6 km left of km 35 km 41.3 Granite: Sanjeevarayanagudda:5 Ntoorum:Byagwat; 9.2 km left of Potnal sand quarry at km 55.5 km left of km 35 Km 47 Granite; Bvagwatquarr\ 9.2 km Moorum; Amareshwara: 1.5 km rightof Km 47 left of km 50.51 Moorum: Kapagal quarry: I km _ left of km 23.2 2A 3-6 Scott Wilson CES / IIIE KamatakaState Hi, hs%avs EnvironmentalImpact AssessmentReport Improvement Project Chapter I Route Rock Gravel Santd Granite: Ambamath; 12.S knm Moorum:l Anibamath : I2km loft SindhnurNalla at km 2.'1 left ofkni 12.365 of klm 12.305 Granite: Halekota: 37.6 km left Moorum: Amareshwara quarry: PotnalNalla at km 55.66 of km 13.2 of SB road 2kmleft of km 50.129 Granite: Bvagwvatquarrv: 9.2 knm Moorum: Hasamkal quarrv: 12'.35 Quarrv at km 23.708 right of km 47 km of km 76.52G6 Granite Nlaski:12.35 km left of Mioorum: 6.5 km rigtht of kmii Km 76.52 of route I road 24.511 Granite: 1.5km left of km 16.868 Moorum:Basapattanaat km 16.S6S Koppal:15 km off km 26.933 2B Granite: 2 km left of km 26.979 Moorumon roadside: 22.38-26.341 Budugumpacoarse sand at km 26.933 3A Granite: MahanteswaraGudda at Moorum: Ajibair 4-km right of Sand quarry: 12-km right of 11.5 km right of km 11.788 11.788 km 11.788 Granite: Sharablingeshwara1-km Moorum:Vibutipura next to road at Sand quarry: at km 22.927 left of Km 3.834 km 6.807 3B Granite: MahanteswaraGudda at Moorum: Ajibair 4-km right of Sandquarry: at km 22.927 11.5 km right of km 11.788 11.788of segment I Balbatti trap metal: 21 km left of Moorum:Vibutipura next to road at Saidapur sand quarry I km left km 20.912 km 6.807 of segment I and 11.842 right Kellur trap metal: 6km left of km Moorum:8 km left of km 20.406 30.995 Trap metal: 8 km left of km Moorum: balabhatti village 20 km 37.017 left of km 20.406 Moorum:3 km left of km 26.957 Moorum: Kellur 6 km left of km 30.463 3C Marthur trap metal quarry I lkm Private moorum quarry 6 km right Malked sand quarry 38 km left of km 23.116 of km 0.008 rightof km 42.008 Revanur trap metal quarry 6 km Moorum: private quarry 6 km left left of km 0.008 of km 23.116 Pala village trap metal quarry 15 Moorum: Private quarry at km km right of 42.008 11.195 Moorum: Private quarry at km 37.244 3D Trap metal; Mustapur 2km left Moorum; Laterite quarry at Km White sand quarry at and right of km 51.924 53.924 Sadasivpet (A.P) 125 km right of km 60.105 Murguthi cross private Moorum quarry at km 37.244 3E Trap metal: Janwada 12 km left Private Moorumquarry 5 km left of Coarse Sand quarry 25 km right of km 46.315 km 46.315 of km 46.315 on SH_15. White sand quarry at Sadasivpet (A.P) 48.8 km right of km 60.105 Trap metal: darga quarry 3 km Moorum: 3 km right of km 20 Tamba: 30 km right of km 0.0 right of km 0.0 4 Trap metal: 14 km right of km Moorum: Alapur Quarry: 4.25 km Don river sand quarry:24 km 20 left of km 5.749 right of Km 20 Moorum: Darga Quarry: 3km right of km 0.0 5B Granite: Sultanpurquarry: Moorum:Assapur quarry: JambaldinniNala: 17.8 -km right of km 11.82 5-km left of kml .2 25-kmleft of km 1.2 Granite: Assapurquarry: 5-km off 3.6.1. Rocks In most of the links, sources of rocks are available. Granite, gneiss. basalt. quartzite and sandstone are the common rocks. Amongst these. granite, gneiss and massive basalt are suitable for all purposes. Quartzite and sandstone are more variable in nature and may be used for some specific purposes. 3-7 Scott Wilson/ CES / IIIE Kamataka State Hiohkkavs Fn%ironmenral impactAssessment Report ImproNement Proiect Chapter 3 3.6.2. Natural Gravel Moorum and residual uravelare useful for applicationi for sub-basc. suberade anid shoulder material. Figure 3-4 shows the regional distributioni of -ravel soils in Karnataka. The bearing strengths of the available matenals have been tested. 3.6.3. Santd Most rivers in Kamataka. especially those vitlhdry beds during the greater part of the year have spreads of sand. which are collected for making concrete and lime plaster. These sands get replenished each monsoon and there is little shortage in their availability. 3.6.4. Fly Ash The thermal power plant at Raichur is a major source of fly ash. It is relatively strong when compacted. It has compaction characteristics similar to natural sand. It compacts well when dry and does not have a pronounced optimum moisture content and a maximum dry density. The fly ash can be easily utilised in Route I and Route 5. Its utilisation will be limited to these two project routes, as the lead distances and transportation cost involved with respect to other project routes will be very high. 3.6.5. Embankment Fill Appropriate materials will be drawn from the nearest available location to the construction site. However, highly plastic black cotton soil will not be used. 3.6.6. Asphalt Asphalt for the project routes are to be brought from Mumbai. 3-8nScott Wilson / CES / IIIE Kamataka State Highways Environmental Impact AssessmentRepori lmprosement Project Chapter 1 Figure 3-4: Soil Gravelliness in the StuckyArea ProjectRoutes 2I 4 I5 MajorMaintenance KARNATAKA 4 *, SOIL GRAVELLINESS;' 3 3 teaend '/oTGA > .2 ' 3 ; ' > >Nonqravellyor shght(< 5'/ 60 13 Moderately gravelly ( 1s.3&4) 5.59 y Strong5S CqrveflIy ,25-niO, 3)1* ~~~~~~~~~~~~Rockland 2.56 - m ~~~~~~~~~~~~Settlementr, EWaterbud ies r w(P 2 ,,, . +z;e_h8.'\,',.,,,<,_ j * 'Tamil Nadu Kmn25 0 ,n c'v -- Dist bo:.rtda- -Roan NBSS&LUP.R C. 2ngarira- 3-9 Scott Wilson / CES / IIIE Kamataka State HiLh\\avs En%ironmental Impact AssessmentReport Improvement Project Chapter ' 3.7. Options on Cross Drainage Structures Manv cross-drainagestructures. like culverts and bridges. are on the project roads. The number of culverts and bridges proposed to be improvedat old locations or to be created anew is noted in Table 3-7. All improvedbridoes would be located very close to the existing ones. Table 3-7: Number of New Improved Cross Drainage Structures Route Culverts Causewavs Bridges Existing Improvement Existing Improvement Existing Improvement proposed proposed Proposed 1 102 76 3 3 25 20 2A 70 60 5 5 17 14 2B 44 39 1 1 4 3 3A 16 121 3 2 3B 51 32 1 1 15 9 3C 28 24 - 13 t0 3D 85 69 - 19 14 3E 41 34 - 13 6 4 15 13- 8 8 5A 18 18 8 6 5B 16 16 4 2 3.8. Options on Intersections on Roads for Upgradation All intersectionson the roads selected for upgradation in Phase-I were studied. Amongst these, 15 intersections will require improvement. The list is shown in Table 3-8. Improvementwould entail establishment of smooth gradient into the feeder road from the given main road and widening the paved surface to allow easy tum for vehicles. Table 3-8: List of Intersections for Improvement Route No. Location Chainage Intersectionwith IntersectionType Remarks SH MDR Other Road Kalmala 0 20 SH 20 Y-intersection Manvi 35.091 Internal T-intersection 12km before 23.462 MDR Y-intersection Mantralavaroad Manvi Sindhnur 76.256 19 SH-19 T-intersection Start of Route 2 Sindhnur 8.318 19 SH-19 T-intersection - 2 Karatagi ' MDR 4- armcrossing Kanakagiriroad Gancawati 50.532 SH 4- armcrossing Lingsugurroad Hatfigudur * 69.329 MDR Y-intersection Yadgirroad Bheemaravanagudi 4.713 16 Y-intersection Bijapurroad Jevargi 37.784 12 Y-intersection Bijapur road Gulbarga 37448 Intemal Y-intersection 3 Gulbarga 3.865 Ring road 4- arm crossing Mahagaoncross 23.052 MDR 4- arm crossing Basavakalyan- Chincholiroad BeforeHomnabad 9 NH-13(0od 4-armcrossing Road). Bidar 46.313 4 Y-intersection Bhalkiroad 4 Tikota 19.98 = MDR 4- armcrossing Jamkhandi-jathrd. Note: SH-State Highway MDR- Major District Road 3-10 ScottWilson i CES/ IIIE Kamataka State Heh%%ass EnxIronmental Impact AssessmentReport Impro%ementProject Chapter 3 3.9. Options on Bypasses The Environment Consultants. throughlfield verificationi,ascertained the need for bypasses in the congestedurban centres along the projectroutes. The environmentalpollution aspects were also looked into but the pollution was related to high levels of Suspended ParticulateMatter (SPM) and RespirableParticulate Matter (RPNI).This high level of SPM and RPM can be attnrbutedto the climatic factors and the poor conditionof the roads especially the degradedshoulders and unregulatedparking on the roadside. Another point to be noted here is that in almost in all the urban areas. semi urban areas and rural areas with certain degree of urban influence there is a total lack of solid waste managementsystem. Unauthoriseddumping of refuse and garbage by the roadside and in the adjoining drains is a common feature in all the urban areas, this also contributes to the high level of SPM. These shortcomingsof the town municipalitiesand public health departmentdo not merit for consideringa bypass in the urban areas. Improvementof the existingroad and regular maintenance and proper solid waste management and disposal of the waste with penal provisions for unauthoriseddumping on the roadside by the residents and establishmentsis the only solution.The PWD will take pro actions in this regard to inform the concernedauthorities and get the required measures implementedin orderto improvethe overall environment. Noise levels were on the higher side during the night-time because of the varied land use and lack of regulation in building activities. The traffic related noise is marginal, the point to note. is that the ambient noise level in the urban areas as such is high because of the commercial and economic activities. High noise levels are a result of the honking of homs, playing of loudspeakers,public advertising and use of power generators.In addition to this even poor town planning and inadequate traffic management and planning have contributed in a big way for unwanted noise and related nuisance. Stnct enforcement of traffic rules and noise pollution control laws by the town administrationscan effectivelycurb this problem. The congestion seen in the urban area was of varied types. Encroachmentby mobile vendors, petty shop owners, motor mechanics,vegetable vendors, private vehicle owners, commercialestablishment and residential houses, religious structuresand platforms and in some cases by the telephone boxes and utility lines like water pipeline,water taps and hand pumps are leading to congestionin the urban areas. Lack of parking space and proper taxi stands have also led to encroachmenton the shoulders, road intersectionsand sometimeson the existing carriageway itself leadingto congestion.Most of the urban areas are major agricultural markets and the pedestrian traffic is considerablyhigh and it often spills over to the road therebv slowing down the traffic movement and leading to localisedpollution. Encroachmenton the footpaths, covereddrains force the road users and pedestnansto resort to parking on the carriagewayand walk on the roads. In many of the road junctions lack of traffic control leads to congestion and resultant bottlenecks.The encroachmentand lack of traffic control have cascadingeffect and in the process the entire road length gets affected. Junction improvements and traffic control can mitigate this problem and also ensure smooth flow of the traffic. Keeping the above-mentionedscenario in mind, the consultants classified the degree of observed congestion on a 5-point scale. These observationsalong with information on Xwhere bypasses exist or have been proposedby the given town administrationare placed in Table 3-9. According to the scale used by the EnvironmentConsultants, the degrees of observed congestionare as follows: I = No congestion 2 = Solution through simple traffic control 3 = Solutionentails traffic diversionlike one-wayroads 4 = Solutionentails traffic managementalong with traffic diversion 5 = Requires bypass. 3-11 Scott Wilson / CES i IIIE Karnataka State Hizhx avs En. ironmental Impact Assessment Repon Irnpro' ement Project Chapter 3 It mav be noted that no bypass for anx of the towns along the roads needs to be considered in the given Project. It is important to note that the need for bypass was observed only for Gulbarga towvn. However. this town is now in the process of executint an approved bypass. The PIULhas requested the PCC to explore the feasibility of Bypasses in Bijapur and Gulbarga in Phase-ll of KSHIP so as to offer better connectivity to the project routcs and other State and Natlonal Highwaays. Table 3-9: Urban Congestion and Proposed Bypass I Route NIameof Town Order of If Bn Pass Status of Remarks Congestion Proposed Proposal I Manvi I No Nil No bypass required Sindhnur 2 No Nil No bypassrequired 2 No bypass required. Gangawati 2 No Nil Route- 2 within town has divided carriagewav Shahpur I No Nil No bypassrequired. Route 3 follows a new bypass with divided carrmagewav Gulbarga 5 Yes Under 8-km is completed; 4- 3 construction km is brought to by PWD formation level; for remaining 4-km of ring road. land acquisition notice issued, but the acquisition process is not yet complete. This ring road wouldact as a by-pass. Homnabad I No No bypassrequired. Route 3 follows a new bypass 4 Bijapur 2 No Nil No bypass required. Widening of ROW needed 5 Raichur I No Nil No bypassrequired 3-12 ScottWilson / CES / IIIE Chapter 4 Analysis of Alternatives Karnataka State Highways Environmental Impact Assessment Report ImprovementProject Chapter 4 CHAPTER 4: ANALYSIS OF ALTERNATIVES TABLE OF CONTENTS 4. ANALYSIS OF ALTERNATIVES ...... 4-1 4.1. INTRODUCTION...... 4-1 4.2. No PROJECT OPTION...... 4-l 4.3. STRATEGICOPTION STUDY ...... 4-1 4.4. INITIAL PACKAGE OF THE KSHIP...... 4- 4.5. ALTERNATIVES SUGGESTED BY KPCC ...... 4-1 4.6. IMPACTOFWORLD BANK'S CRITERIA ...... 4-1 4.7. DESIGNALTERNATIVES ...... 4-2 4.7.1. Route Alternatives ...... 4-2 4.7.2. Alignment A lternatives ...... 4-2 4.7.3. Bypass Alternatives ...... 4-3 4.7.4. Cross-section Alternatives ...... 4-3 4.8. ALTERNATIVEMETHODS OF ROADCONSTRUCTION ...... 4-3 4.9. CONCLUSION...... 4-3 ToC-I Scont Wilson, CES IIIE KamatakaState Hthxva\s Enmronmental ImpdctAssessment Report Impro\ement Prolccl Cltapte 4 4. Analylsis of Alternatives 4.1. Introduction The constituentroad-links of the KSHIP wvereselected after consideringvarious optionsas the wvorkof project formulation progressed.The objectixeof this Chapter is to highlight some of the salient issues consideredfor exercisingoptions. 4.2. No Project Option To examine this option appeared unacceptable.Several reasons were upper most to the GoK. In the first instance, the State has little resource to maintain the roads, not to mention upgrading these. Secondly, persistent deteriorationof the road conditions made maintenance of regional network of transport difficult to sustain, notwithstandingthe injury caused to the transporter.Hence the need for this project. The history of regional economic development in Karnataka reveal that the gains over the past few decades remained largely confined along the National Highway corridors. At the same time, investments for newer means for resource use were taking place over wider areas. The State Highways and some of the Major District Roads, by acting as feeders to the centers of growth located on the National Highways, were found to be assisting these processes. Hence. the need for establishing proper feeder roads to the National Highwaysappeared a reasonable programme. Under the circumstances,options for searchingaltogether new alignmentsto serve as regional feeder road was not considered.Option was restricted to improve the geometricdesigns of the existing roads. 4.3. Strategic OptionStudv In order to formulate a policy for developingan effective network of regionalroads, a StrategicOption Study (SOS) was carried out. The findingsfrom this study forrned the basis for initiatingthe KSHIP. 4.4. Initial Packageof the KSMIP Of the roads identified in the SOS Report that would deserve improvement. the GoK chose to examine the feasibility of 54 road links. their lengths totalling 2490 odd kilometres. The work of ascertaining feasibility was assigned to the KPCC. 4.5. Alternatives Suggested by KPCC KPCC completed the analysis of alternatives through distinct processes. The Environmental Screening Report identified tvo corridors (no. 10 & 13) in which a stretch of 30 Km were passing through National Parks in both the corridors. In addition, the Economic Internal Rates of Retum (EIRR) analysis indicated tiat these two corridors and 3 road-links of Corridor-8 did not justify investments even for major maintenance. Following a revision of the EIRR in November 2000, the previously unviable links were considered for major maintenance in Phase II including Corridor 10 and 13. the stretches passing thrcfigh the national parks have been excluded from the improvement options. The Sectoral Environmental Assessment was also carried out for the roads selected under upgradation and major maintenance. The Sectoral Environmental Assessment also considered tw o additional road links originally listed under Major maintenance for upgradation as a buffer in order to minimise risks on grounds of environmental constraints. The KPCC also identified the road links justifying investment for Upgradation as distinct from Major Maintenance. 4.6. Impact of *WorldBank's Criteria As a part of the negotiation for loan with the World Bank, it was decided that about 940-km length of road should be considered for Upgradation and the remaining links for Major Maintenance. 4-1 Scott Wilson / CES / IIIE Kamataka State Highx%a%s Environmental Impact AssessmentRepon lmpro%cnmcniProject Chapter 4 Accordingly, the GoK acted. In the First Phase. 394-km of road was chosen by the GoK for Upgradatton and 848-km of road for Major Maintenance. In the Second Phase, the GoK would like to upgrade 546-km for Upgradation and 429-km for MIajor Maintenance. Henice the total road lengtlh for Upgradation comes to 940-km and 1277-km for Major Maintenance. Incidentallv, it may be mentioned that the EIRR analysis done by the KPCC showed that more than 940-km of roads could admit investment for Upgrading. These are given in the First Interim Report. 4.7. Design Alternatives The PCC explored a wide range of design options available for both Upgradation and Major Maintenance. The recommended designs are based on the assumption that the available road construction materials would have a bearing strength of 10. Otherwise, the thickness of the different components of the road formation would be made to vary. These are given in the Second Interim Report. Arising from the findings of the EnvironmentalScreening Report, the KPCC thought it advisable to modify the proposed road design in order to minimise felling of avenue trees. In addition, the need for reducing the designed speed of traffic was accepted in order to minimise the size of land acquisition in avoidable locations. It is necessary to mention at this stage that new road projects offer a lot of scope to explore various altematives in terms of new routes between two destinations, more than one option for the road alignments keeping in mind various constraints in the proposed alignments. The alternatives also include possibility of by passes for congested and heavily populated areas or in environmentally sensitive areas. It is also pertinentto mention here that the magnitudeof environmentalimpacts is very large in case of new road constructionin comparisonto upgradationof existing roads. The project design considered for this project follows the existing alignment of the roads to minimise land acquisition and social impacts. The deviationsfrom the existing alignment have been necessitated in certain sections because of the poor road geometry and safety considerations. Keeping in mind the above constraintsthe various design altematives exploredare describedbelow: 4.7.1. Route Alternatives Prior to selection for upgradation, the initial set of roads comprising of 2490 kmnwere subjected to detailed economic, environmental and social evaluation and the combined outcome of these studies were taken into account for selecting the roads for upgradation and major maintenance. The selected routes for upgradation and major maintenance were also evaluated in the sectoral environmental assessment and it wvasfound that the impacts could be mitigated. The route altemative issue does not arise in any of the selected corridors as these corridors pose the minimum of environmental problems and also available Right of Way is more than the other corridors under consideration forimprovement. The economic activities in these corridors are also very much developed as the roads pass through the rice bowl of Kamataka. 4.7.2. Alignment Alternativ es Since the improvements are envisaged in the existing alignments only there are no major alignment changes in the project. The alignment shifts are very marginal and have been necessitated as already mentioned in section 4.7 due to poor road geometry and safety considerations. The related land acquisition for the new desisgn is very marginal. Only 4.67 hectares of private land is being acquired for the entire project. In stretches where social problems were anticipated, the designs have been modified accordingly. 4-2 Scott Wilson/ CES / IIIE Kamataka State HtehAavs Enx ronnmentalImpact AssessmentReport lmpros cment Project Chapter 4 The trees that are located in the Corridor of Impact are the only ones that are to be felled. Changing the alignment due to the roadside trees is a constraintbecause most of the trees that are coming in the COI are at a distance of around 3.5m- 5.5m from the centreline. The stretches wxherethere is off centric COI from the existing centreline.a few more trees on the edQeof the ROW\are getting affected. The felling of these trees is inevitable. No cost effective engineering solution other than embankment raisine-and additional cross drainage structures could be envisaged as this option has been suggested in lowvlving area that are often prone to inundation during monsoons and due to uncontrolleddischarge of irrigation waters. Moreover, the roads pass through irrigated areas and additional land acquisition will be an expensive option. Therefore in areas where embanknent constructionis proposed,tree felling is involved. It is worth mentioninghere that on average only 14 trees are being felled per km in the entire project. The project has a comprehensivetree plantation programme that envisages tree plantation of around 200 trees per kn. On completionof the constructionphase, the tree plantation will begin and add to the aesthetic beauty of the roads. 4.7.3. Bypass Alternatives As already indicatedin Chapter- 3, Section 3.9, the bypass requirementis only for Gulbarga town and the constructionis already in progress.The pollution levels in any of the other town does not warrant any by passes because only the SPM and RPM component are higher than the prescribed limits and this is due to the local climate and the poor conditions of the shoulders and debris by the roadside. Proper road maintenance and traffic management with the active participation of the town municipality is the solution. High noise levels are a result of the honking of horns, playing of loudspeakers and generators.In none of the urbanand semi urban areas bypassesare required because of traffic induced pollution. The pollution data on ambient air quality and noise level given in Chapter- 5, Section-5.2.7is self-indicativeof the nature of pollution experiencedin the urban areas. 4:7.4. Cross-sectionAlternatives The Cross sections considered for the road improvement have been shown in Figure 3.2 and 3.3 of Chapter -3. These cross sections were designedkeeping in mind the minimumroad width required as per IRC standards and also the constraintsrelated to environmentalaspects, land acquisitionand social impacts. The carriageway and the shoulder are 12m wide in rural areas and 10 m wide in villages. In addition to the carriageway, The drains have been proposed of average width of 1.125 m on both sides of the carriagewayin the rural areas and 2.05m width in the villages. The carriageway is 7 m wide in urban area. The shoulders will be utilised as parking areas. Covered drains of 1.85m width are proposedon both sides of the road. The existing alignm,entnecessitated modification in the proposed design in Route 4 because of the continuousrow of avenue plantation on both sides of the road. The cross sectionwas reduced in Route 4 from Chainage Km 15.100 to Km 20.148 because of the avenueplantation. The unpaved shoulder is excluded from the modffied cross section in orderto avoid felling of the roadside trees. 4.8. AlternativeMethods of Road Construction In the Second Interim Report, alternative modes for road construction have been described. In Chapter-6, section 6.2 and 6.3 of the Sectoral EnvironmentAssessment Report, some other options have been discussed. 4.9. Conclusion The pointed reference to the diverse criteria used for discovering the alternatives summarises the processes under consideration. 4-3 Scott Wilson / CES / IIIE Chapter 5 Baseline Environmental Setup Kamataka State Highwavs EnvironmentalImpact Assessment Report ImprovementProject Chapter 5 CHAPTER 5: BASELINE ENVIRONNIENTAL SET UP TABLE OF CONTENTS 5. BASELINEENVIRONMENTAL SET UP ...... 5-1 5.1. INTRODUCTION...... 5-1 5.2. PHYSICALRESOURCES ...... 5-1 5.2.1. Phtysiography.5-1 5.2.2. Geology.5- S.2.3. Climare.S-4 S.2.4. Temerature.r5-4 5.2.5. Rainfall.S-4 5.2.6. Direction of Wind. 5-4 5.2.7. Ambient AlirQuality.5-4 5.2.8. AmbientrNoiseLLevel5-14 5.2.9. Drainage System.5-16 5.2.10. Soil.5-20 5.3 . ECOLOGICALRESOURCES ...... 5-20 5.23.1. Flora ...... - -...... 5-2121 5.3.2. Fauna ...... 5-24 5.4. HUMAN USE VALUES...... 5-25 5.24.16 L use.2ond ...... 5-4 5.5. SOCIALENVIRONMENT ...... 5-26 5.5.1. Demographic Fearures.5-26 5.5.2. Occupational Pattern.5-28 5.5.3. Economic Profilethe of Region. 5-31 5.5.4. Regional and Local Utilities along the Project Routes.5-32 5.5. 5. Religious and othlersensinive struturres along the Project Routes.5-32 5.6 . PUBLICHEALTH ...... 5-32 5.7. A HAZARDCCIDENT ANDS SAFETY...... 5-32 5.8. AESTHETICS...... 5-33 5.9 . SITES OF TOURIST ANDARCHAEOLOGICAL INTEREST ...... 5-33 TABLES -I : TOPOGRAPHY ALONG THE ROUTES...... 5-25 TAB 5-2:LE GEOLOGY OF THE STUDY AREA...... 5- T 5-3:ABLE TEMPERATURE RANGE E ...... (INENIRCENTIG. 5-4 TABLE 5-4: RAIN PATTERNFALL IN THE...... STUDYEAR. 5-4 TABLE 5-5: AMBIENT AIR QUALITY STANDARDS(NATIONAL) ...... 5-10 TABLE5-6: LOCATION OF AMBIENT AIReQUALITY MONITORINGSTATIONS...... 5-10 TABLE 5-7: AM1BIENTAIR QUALITY MONITORING RESULTS ...... 5-13 TABLE 5-8: NOISE LEN EL (AMBIENT AIR QUALITY STANDARDS).the5-14jc..Rutes...... 5-32 TABLE 5-9: AMUBIENT .NOISELENVELS MEASUREMENT STATIONS...... 5-15 TABLE 5- 10: AMBIENT NOISE LEVEL ...... 5-35 TABLE 5- DRINKINGT: SPECIFICATION-.ATER- IS 10500: 1991...... 5-16 TABLE 5-12: AM1BIENTQUALITY OF SURFACEWATER E 5- 7...... TABLE 5-13: SOIL CHARACTERISTICSOF THE STUDY AREA...... 5-20 TABLE 5-14: SOIL SAMPLING LOC ATIONALONG THE PROJECT ROUTES...... 5-20 TABLE 5-15: SPECIES OFTRE ES IN THESTUDY AREA...... 5-21 TABLE 5-416: SOCIAL FORESTRY PLANTATIONALONG THE PROJECT ROLTE...... 5-24 TABLE 5-17: COMMON WAILD FAUNA IN THE STUDY AREA ...... 5-24...... TABLE 5-18: LAND USE IN THE STUDY AREA . MONITORINGSTATIONS ...... 5-25 TABLE 5-19: DENMOGRAPHICFEATURES OF THE STUDY A.LTS ...... 5-26 TABLE 5-20: DEMOGRAPHICFEATURES OF THE TOWNS OFTHE STUDY.AREA...... 5-27 TABLE 5-21: LITERAC STATUS-E RURAL POPULATIONIN THE STUDY CORRIDORS...... 5-28 TABLE 5-22: WORAEFORCE IN RURAL AREA ...... 5-28 TABLE 5-23: WORKHRCE RISTIN OFANTRACTS...... 5-29 TABLE 5-24: OCCUPSATNIN PATTERN OF MAIN WORKERS IN RURAL TRECTS...... 5-29 TABLE 5-25: OCCUPATIOREATRNPOFNMAINALWORKERS IN URBANTR ACETS.5-30 ToC-I ScottWilson ,'CES / IIIE Kamataka State Highways Environmental Impact Assessment Report Improvement Project Chapter 5 TABLE 5-26: MAJOR FUNCTIONSOF THE TOwNS ...... 5-'1 TABLE 5-27: ARRIVAL OF AGRICULTURALPRODUCTS IN MARKETS ...... 5-31 FIGURE 5-1: PHYSIOGRAPHYOF THE STUDY AREA ...... 5-2 FIGURE 5-2: GEOLOGY OF THE STUDY AREA...... 5-3 FIGURE 5-3: 24 HOURSRAINFALL ...... 5- FIGURE 5-4: WIND RoSE DIAGRAM - RAICHURIMD STATION ...... 5-6 FIGURE 5-5: WIND ROSE DIAGRAM - GULBARGA IMD STATION...... 5-7 FIGURE 5-6: WIND ROSE DIAGRAM - BIDAR IMD STATION...... 5-8 FIGURE 5-7: WIND ROSE DIAGRAM - BIJAPUR IMD STATION...... 5-9 FIGURE 5-8: AIR, NOISE, WATER AND SOIL MONITORING LOCATIONS...... 5-11 FIGURE 5-9: DRAINAGE BASINS OF THE STUDY AREA ...... 5-19 FIGURE 5-10: SOIL TYPE OFSTUDY AREA ...... 5-22 FIGURE 5-1 1: FOREST AREA BY TYPES ALONG THE PROJECT ROUTES...... 5-23 ToC-2 Scott Wilson / CES,' IIIE KamatakaState HiLghxxas EnvironmentalImpact Assessment Report ImprovementProject Chapter5 5. BASELINE ENVIRONMENTAL SET UP 5.1. Introduction The study area consideredfor the project covers a 7-km wide swath on either side of the project routes following the existing alignment. Information on physical. biological, social environment, human resources, economic environment,cultural heritage and aesthetics was collated and analysed. Primary and secondary data were collected on the above aspects. The reconnaissance survey enabled the consultants to identify the various critical locations where pnrmarydata on Air, Noise. Water and Soil quality were to be generated for impact assessment and prediction. At these locations monitoring of the ambient conditions were done. All these information togetherprovide appreciationof the baseline environmentalset up. 5.2. Physical Resources Physical resources refer to Physiography,geology, climate. drainage system and soil. In the following sub-sections,an attempt has been made to describe the attributesof the five routes in this regard. 5.2.1. Physiography The routes selected for upgradation pass through the Central and Northem Kamataka Plateau. The topography traversed bv the different routes is noted in Table 5-1 in summary form. The distribution of physiographicfeatures has been shown in Figure 5-1. Table 5-1: Topography along the Routes Route Location Topography 1 Kalmala- Sindhnur Gently undulatingterrain 2 Sindhnur- Budugumpa Gently undulatingterrain with residual hills 3 Hattigudur-Naubad junction, Mixture of flat and undulatingterrain Bidar 4 Bijapur-Tikota Near flat rolling terrain 5 I A.P. Border- Kalmalajunction Gently undulatingterrain 5.2.2. Geology 4 The geological formations in Kamataka are of many types and the project routes pass through varied rock types. The major types of lithology are the Gneiss complex consisting of granitic and granodioritic composition. Kolarian schist formation consisting of gold beanrngbelts. the Bhima formation consisting of fossil free sandstone, limestone and shale and the Deccan Trap consisting of Augite-basalt.The geological formationsalong the routes have been listed in Table 5-2. In Figure 5-2. the distribution of geologicalformations has been shown. Table 5-2: Geology of the Studv Area Route Location Geological Formation Rock Type I IKaiala-Sindhnur Gneissic complex and Granite. schist-quartzite ______Gold Bearing Schist 2 Sindlnur- Budugumpa Granitic and Granite Granodioritic Rocks of Gneiss complex 3 Hatntzudur-Naubad Bhima formation and Limestone. Sandstone and junction. Bidar Deccan Trap Basalt 4 Bijapunr-Tikota Deccan Trap Basalt r 1 A.P.Border-i,almala Gneissic complex and Granite. Schist-quartzite l______Gold Bearing Schist 5-1 ScottWilson, CES 1IIE Karnataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Chapter 5 Figure 5-1: Physiography of the Study Area Packagesfor UpGradation-PhaseI -52 -4 MajorMaintenance PhysiographicRegions j I Coastali>(1 ElCMalnad Irf _ El NorthemMaidan 1I SoutherMaidan 5-2 Scott Wilson/ CES / IIIE Karnaraka State Hsghwavs Environmental Impact Assessment Report ImprovementProject Chapter 5 Figure 5-2: Geology of the Study Area Project Routes -1 -4 1 5 MajorMaintenance KARNATAKA GEOLOGY N 3 17 Andhra Pradesh ,,-q m -.---' _ : 3.,INDEX .Tertiar to Ouate,mry 2 12 * N~~~DccanTr o ~~~;*t_Crait Dh&r",~ ~ ~ ~ ' *,,sri *Grsuaiite, \ COarse SchiStDot C ~ ~ ~ ~ ~ ~ COii~~~~~~tre&.vGroup) s-. _ Chars..b(Ba_ hilranSchist Group)Sl'i V~ ;DUIItB~ ~ eVnar =tKolorGold-Searing Type) iStatSats Older Graiu comptx I - S 'S C_ &0FCl*ll~~~~~~~~~~~~net Srurrskabh Sw ,I . ,g .a; . Yv. 0 ~~~~~~~"QirQ ' a.rgslove 2 _ , F Mafr e.,Nd. . 2> tR INDIA ITmil Nadu ScottWilson CES7 IIIE KamatakaState Hi2hw%avs En,ironmental Impact AssessmentReport Improvement Project Chapter 5 5.2.3. Climate The climatic zone known as the North Interior Kamataka zone covers Bidar. Bijapur, Gulbarga and Raichur districts. This zone experiences semi-arid tropical steppe type of climate. Here rainfall declines from east to west. This region is hot with temperature ranging between 45°C in the summers and a low of around 100 C in the winters. The meteoroloeical parameters influencing the climate and having a bearing on the road environment are discussed in the following sections: 5.2.4. Temperature In Table 5-3 annual variation in temperature has been shown. Table 5-3: TemperatureRange (in centigrade) Route Location Mean Mean IMD Station Maximum Minimum I Kalmala- Sindhnur 42.2 14.8 Raichur 2 Sindhnur- Budugumpa 42.2 14.8 Raichur 3 Hattigudur-Naubad 42.8 11.7 Gulbarga and Bidar junction. Bidar 4 I'Biiapur-Tikota 41.9 12.2 Bijapur 5 A.P.Border- Kalmala 42.2 14.8 Raichur 5.2.5. Rainfall The principal part of annual rainfall is experienced during the Southwest Monsoon, covering the period between June and September. Some amount of rainfall is also available during the Northeast monsoon. In Table 5-4. the rainfall pattern and the expected maximum rainfall in 24-hours along the routes has been showvn.Regional variation of maximum rainfall in 24-hours is presented in Figure 5-3. Table 54: Rainfall Patternin the Studv Area Route Annual NormalRainfall 24-HourMaximum Rainfall l 640 mm 280-320 mm 2 523-582 mm 280-320 mm 3 697-941 mm 280-360 mm 4 1565 mm 280 mm 5 688 mm 320-360 mm 5.2.6. Direction of Wind Kamataka is generallv wvindy.Wind velocity increases during the penod of SouthwvestMonsoon. often reaching 60 km per hour. The dominant trend over the year is however from Southwest to Northeast. In most of the places the wind direction changes to some extent in the course of the day. Annual Wind roses for Raichur. Gulbarga. Bidar and Bijapur IMD station are shown in Figure 5-4 to Figure 5-7. 5.2.7. Ambient Air Qualitv Care was taken to monitor the ambient air quality alone the routes in the month of February 2000. The procedure used and the findings from monitoring are narrated below. Ambient Air Oiialitr Sta,idards: The Central Pollution Control Board has specified the Parameters to be monitored and their permissible limits in the ambient air depending upon the location of the proposed project. The various parameters considered for ambient air quality monitoring are Suspended Particulate Matter (SPM). Respirable Particulate Matter (RPM). Oxides of Nitrogen (NO), Sulphur Dioxide (SO.). Carbon Monoxide (CO), Hydrocarbon (HC) and Lead in air (Pb). Table 5-5 lists the standards prescribed tor Ambient Air Quality. Limits have not been prescribed for hydrocarbons in the ambient atmosphere. These have been used as datum for ascertaining the quality of ambient air in the project area. Scott Wilson, CES. IIIE Kamataka State Hlih\xavs Environmental Impact AssessmentReport Improvement Project Chapter 5 Figure 5-3: 24 Hours Rainfall Project Routes 1-4 t 5 - i MajorMaintenance ISOHYETSiN mm C I tIlE ; _ , r~~~~~~~~~~~ t)t '~~q ALTW>' . , .Ab L 5-r5 Scott Wilson /CES /IIIE Kamataka State Highwavs Improvement Project Environmental Impact Assessment Report Chapter 5 co E E n 0CDO LU~~~~~~~u w w z co 0 ctn NN a uCo a/ - /o U~~~~~zU Figure 5-4: Wind Rose Chart Raichur 5-6 Scott Wilson/CES/IIIE KarnatakaState Highways EnvironmentalImpact AssessmentReport ImprovementProject Chapter 5 N 't E(I E m C,) cooco L)L. 0 co 00 v w o~~~ o O zC, =U o /~~~~~~~~~~~~~~~~~~~~~~ic (N 04s° z 0~~z Figure 5-5 Wind Rose Chart Gulbarga 5-7 Scott Wilson/CES/IIIE KamrnatakaState Highways Environmental Impact AssessmentReport ImprovementPro-ject Chapter 5 I oin Ic [L LL~~~~~~~~~L 0~~~~~~~~~~~~~~~~~~0 'U~~~~~~~~~~~~~~L Z Co Figure 5-6: Wind Rose Chart Bidar 5-8 ScottWilson/CES/111E Kamataka State Highwavs Environmental Impact Assessment Report Improvement Project Chapter 5 0E- X Co 76w c (U~~~~~~~~~~~~~~L Z., UJ 0 0 0 3 Lo o uz C)\ 0 i Figure 5-7: Wind Rose Chart Bijapur 5-9 Scott Wilson/CES/IIIE Karnataka State Hieh''a\s En\ironmental Impact AssessmentReport Improvement Proiec Chapter S Table 5-5: Ambient Air Quality Standards (National) Pollutants Time-W\eighted Concentrationin ambientair Average Industrial Residential,Rural & Sensitive Area otherAreas Area Sulphur Dioxide(SO- Annual Avg. So(ugz'm3 6042/m3 ISuizrm3 24 Hours'* Il'0jagm3 S0pglm3 30lagim3 Oxidesof NitrooentNO(j Annual* S0pgm3 60upgm3 I5pg/m3 24 Hours** 120pizim3 SOpg/m3 304tg/m3 SPM Annual 3604i,/m3 140gg/m3 70jg/m3 24 Hours** 500pg/m3 2003Lg/m3 I 00pg/m3 RPM(Size<0IjOm) Annual 120pg:,m3 60pg/m3 504tg/m3 24 Hours*" 150iag/m3 I00jtg/m3 75.ig/m3 Lead(Pb) Annual lpg'm3 0.75pg/m3 0_5pgm3 24 Hours*" 1.5juagm3 Iug/m3 0.754g/m3 CarbonMonoxidelCOl 8 Hours** 5mg/m3 2mgim3 I mg/m3 I Hour IOmgrnm3 4mgim3 2mg/m3 Source:Standards for liquideffluents, gaseous emissions. automobile exhaust, noise and AmbientAir Qualitv. CentralPollution Control Board.PCL/4/1995-96 * AnnualArithmetic Mean of minimum104 measurements in a vear takentwice a week24 hourly at uniform interval ** 24 hourlyiShourly valuesshould be met98% of the timein a vear. However,2% of thetime, it mayexceed but not ontwo consecutivedavs. Location: The sampling stations were selected after considering the spatial relationship of the various land uses with the existing alignment of the highway in accordance with IS Guidelines (BIS: 5182. 1985). Due consideration was given to the traffic density in the area and the commercial activity in the region. Suitability of fixing the High Volume and Respirable Dust Sampler at the chosen location in relation to the meteorological parameters was also examined. Every location is on doovn-wind direction. The Sampling Stations were selected to cover the densely populated urban, semi urban and rural areas. The locations of Ambient Air Quality Monitoring Stations with the criteria used for their selection are shosxn in Table 5-6. The locations of monitoring stations have been sho'vn in Figure 5-S and Appendix 5-1. Table 5-6: Location of Ambient Air Quality N1onitoring Stations Route .Nlonitoring Locationby Distancefrom Heightfrom Descriptionof Location Station Chainage Centreline Groundlevel (K(m) 1 (m) (m) 2A AQ-I Sindhnur 15 6 On RHS Commercialarea. sloxx 2.(654 traffic moxement: unauthorised ______parking __ __ andpedestrian movement. 2A AQ-2 Ganeas%atir IS On LHS. Junctionpoint of road Sii7S5 towards Sindhnur and Linizsuour. * . Congested area w ith dust cntrainment and slo\w trat'fic I I______mn o vem ent. 313 | A()Q- * Je\are 20 T 6 On RHS. residential structure. 0.20S Semi-urban area with mediuLim: Ivehicular moxvcment. SE AQ-4 Homnabad 20 i 5 On LHS. Rcsidentialstructure. Lot unction . of commercialactiity and hca\N (1o2 f traffic in thearca. 4 1 AQ-5 BiapLIu IS ( On RHS. residential structurc. 2.2, l ~~~~~~~~~~~~Semi-urbanarea with hcj%! Iehicular no\mcenti. A\Q-04 Shaktinaar. I1 On LHS.commercial structurc: bar I RTPS I [ andrcstaurant. Industrial area x\ ith 4.S1S9 heavy traf'fic movement. Arca !(cncralIy \ er%x indv Note: RHS = rinht 11a1d. LHS Lft-ci handside RTIPS:Ralcilulr ThemilialPowser Station 5-jII ScottWilson CES IIIE KamataklaState Highways Environmental Impact AssessmentRcport Improvement Project Chapter 5 OAir Figurc s I j: Air, Noise, Water and Soil Monitoring Locations *Soil AWater LegendFor Phase-I Upgradabon f MajorMaintenance 40~~~~~~~~ *; S S 5-11 Scot ilson/ CES/IIIE Kamaiak-a State Hleh%va\s EnNlronmcnal2 JInp3ct Assessmcnt Repon Improv ement Proiect Chapter 5 Sampling and Testing Methods: The measurement techniques emploved for carrying out the ambient air quality measurements are outlined belowr in brief. Suspended Particulate matter (SPM) and Respirable Particulate Matter (RPM) were measured using High Volume sampler and Respirable Dust Sampler respectivelv by collectina 8 hourly samples for 72 hours. The RPM was collected on EPM 2000 Filter paper. Sulphur Dioxide was measured by employing the method prescribed in IS: 5182 Part II. Method II (Improved West and Gaeke method) and 8 Hourly samples were collected for 72 hours. SO, is absorbed in Sodium tetrachloromercurate. The absorbed SO2 is estimated by colour produced when pararosaniline-HCL is added to the solution. Absorption is measured in a spectrophotometer and compared with calibration curve. Oxides of Nitrogen were measured by employing the method prescribed in IS: 5182 Part IV (Jacob and Hochheiser modified method) and 8 hourly samples were collected for 72 hours. Ambient air is bubbled through NaOH solution to form stable Sodium nitrite. Nitrite produced is determined colorimetricallv with phosphoric acid. sulphanilamide and NEDA reagent. Carbon Monoxide was measured as per IS: 5182 Part X. Ambient air sample was collected in a sealed rubber bladder fitted with an air valve. Subsequent analysis is done at laboratory using Gas Chromatography technique. Hvdrocarbon was analysed as per IS: 5182 Part XVII. Ambient air sample was collected in a sealed rubber bladder fitted with an air valve. Subsequent analysis is done at laboratory using Gas Chromatographv technique. Lead in air was analysed by collecting the sample in EPM 2000 Filter paper. The filter paper containing particulate is leached in nitric acid and filtered. The solution is made to a known volume and aspirated in to the air/acetylene flame. The standard solution is prepared in a similar manner and readings are taken at 217 nm. Ambient Air Qualitv M1onitoring Results: The ambient air quality monitoring results are presented in Table 5-7. The maximum, minimum and average values otf each parameter for each of the monitoring locations are presented in the table. The major findings are brietly noted as follows. Suspended Particulate Matter (SPM): The data shows that the SPM level are wvithinthe prescribed limits of 200 ptg m3 for residential areas in AQ-3. AQ-4 and AQ-5. The SPM level in AQ-6 is well within the limits specified for industrial area i.e. 500 p/img-'and in fact is comparable with that otf the residential areas. The SPM level in AQ-1 and AQ-2 is very high and beyond the prescribed limits of 200 pjigm3 . This mav be attributed to the fact that both these monitorint stations are located in the business hub of the town. In addition to the slow movement of traffic and pedestrian traffic dust entrainment due to the damaged condition of the carriageway and broken and degraded earthen shoulders also contribute to high SPM concentration. Localised wind pattern and velocity and drifting nature of the soil also contribute to the high levels of SPM in the area. Respirable Particulate Matter (RPM): The data shows that the level is within the prescribed limits of 100 ptg/m3for residential areas in AQ-3. AQ-4 and AQ-5. The RPM level in AQ-6 is well within the limits specified for industrial area i.e. 150 p g/m3. The RPM level in AQ-1 and AQ-2 is very hieih. this may be attributed to the fact that both these monitoring stations are located in the business hub of the town. In addition to the slow movement of traftfic and pedestrian traffic dust entrainment due to the damaued condition of the carriageway and broken and degraded earthen shoulders also contribute to 5-12I'Scott Wkilson CES III E KmdiiLii .St tcIChvlmaNs Environmceltal Impact Asscssmicni Rcpol 111p1im\ cillmentPl o..ct (Ilhapter S Tab)lc5-7: Ambieint Air Quality NMonitorinigResults AL __ SMtSPNI I . NOx SO)2 Ph CO HC ___ Max Min Avg Max Min Avg Max Min Avg__ Max Min Avg Max Min Avg Max Mi Avg Max Min Av AQ-1 649 251 467 163 88 1367 17.4 15.2 11.03 0.055 0.031 0.044 3.43 1.14 2.03 _1 51 0.5 1 02 AO-2 2068 302 1087 694 69 329.6 22.2 14-- 18.17 14.3 8.4 11.36 0.058 0.030 0.042 4.5 1.14 2.29 19 0. 56 AQ-3 155 _ 76 108.3 49 -19 3345 23 111 15.79 14.3 7.1 9.12 0.047 0.029 0.037 3.4 1.14 2.03 1 04 065 AQ-4 170 75 129.4 _64 30' 45.7 23.2 134 1748 14.3 7.3 9.95 3.43 1.14 2.16 14 0.8 1.08 201 09 1492 68 36 4567 162 95 1291 12.5 5.7 8.01 0.043 0.025 _0.035 343 1.14 2.4 22 1 1 6 AO-6 296 155 2449 110 62_ 9122 _19 13.4 1658 16.2 8.8 12.1 0.051 0.027 0.040 4.58 1.14 2.29 1.2 0.8 1 04 Notc: All *alucs In pig/il' exCct (COin mg/rin and I lydrocarbon in ppm. 5-Il Scott Wilsoo (1I.S / 111k Kamataka State Hiehsxa\s Envtronnrnial Impact AssessmentReport Improvement Protect Chapter § high RPM concentration. Localised wxindpattern and velocity also contribute to the high levels of RPM in the area. Oxides of Nitrogen (NO\): The data shows that the level is well within the prescribed limits of 80 Pg/m3 for residential areas in all the monitoring stations. The NO, level in AQ-6 is well -ithin the limits specified for industrial area i.e. 120 pt-gm3 and in fact is even less than the limits prescribed for residential areas. Sulphur Dioxide (SO): The data shows that the level is well within the prescribed limits of 80 p.g/m- for residential areas in all the monitonrng stations. The SO, level in AQ-6 is well within the limits specified for industrial area i.e. 120 Pg/m3 and in fact is even less than the limits prescribed limits for residential areas. Lead in air (Pb): The lead level in ambient air is well below the prescribed limits of 1.0 pairnmand 1.5 pjg/m3 for residential and industrial areas in all the monitoring stations. Carbon Monoxide (CO): The CO level on all the monitoring stations are well vithin the prescribed limits of 4 mg/m3 for residential areas except at AQ-2. The CO level in AQ-6 is vell within the limits specified for industrial area i.e. 10 mg/r 3 . Hvdrocarbons (HC): The HC level ranged between 0.4 -2.2 ppm across the monitoring stations. 5.2.8. Ambient Noise Level To deternine the existing Ambient Noise level in the study area extensive noise level measurement were carried out as per the guidelines of the CPCB and the requirements of the MOEF. The methodology adopted for the sampling and monitoring and various other parameters in selection of the monitoring stations are discussed in the subsequent sections. The discussion begins with an introduction to the prescribed standards of the CPCB with respect to Ambient Noise level measurement. Ambient Noise level Stanlards: The measurements should yield hourlv averages during day-time (0600 to 2100 hrs.) and night-time (2100 to 0600 hrs.) over 24-hours on two days interspersed by a two-day interval In a given week. These are shown in Table 5-8. These were used as datum to ascertain the quality of ambient noise in the project area. Table 5-8: Noise Level (Ambient Air Qualitv Standards) Area Category of Limits in dB(A) Leq Code Area Dav Time 1 Night Time A Industrial area 75 _ _70 B . Commercial area 65 -- C' Residential area 55 __5 D Silencearea 50 -40 Note: (1) Davtime is reckoned in between 6 a.m. and 9 p.m.: (2) Night time is reckoned in between 9 p.m. and 6 a.m.: (3) Silence zone is defined as area upto 100m around such premises as hospitals. educational institutions and law--courts. The silence zones are to be declared bv the competent Authority. Use of vehicular horns, loud speaker and bursting of crackers shail be banned in these zones. (4) Mixed categories of areas should be declared as one of the four above-melltioned categories by the competent authority and the corresponding standards shall applv. Locatioui of nionitoring stations: The Noise level measurements were carried out at select locations in the routes in the month of Februarn 2000.The sampling stations were selected considering the location of sensitive areas and receptors like Residential areas. Hospitals educational institutions and government institutilons like courts and Rest lloLIses. DIueconsideration was given to the trailic density o-14 Scott\\dlson CES IIIE Kamataka State Htehwavs Enxironmental impact AssessmentReport Improvement Protect Chapter 5 in the area and the commercial activity in the region. The average distance of the momltonng location was about 10-15 m from the centre line of the carriaaewav. The Sampling Stations wvereselected to cover the densely populated urban. semi urban and rural areas. The Noise level measurements locations with their selection criteria are shown in Table 5-9. Figure 5-8 shows the Noise Monitoring Locations. Measuremenit Techniqute: Portable sound level meters with a built in capacitance microphone were utilised for measuring the ambient noise level in the location. The measurements were recorded every 5 minute interval and the equivalent sound pressure level were calculated for 8 hour cycles for 72 hours. The eivht-hour cycles were devised based upon the day and night time duration and the movement of traffic during the course of the day. The three cycles considered are from 0600-1400 Hours. 1400-2200 Hours and 2200-0600 Hours. The results are shown in dB (A) Leq i.e. indicating the continuous equivalent sound pressure level in the area. Table 5-9: Ambient Noise levels MNteasurementStations Route/ Noiselevel Location Chainage Distance Descriptionof Location measurementStation (Km) from Centreline (m On LHS, Government Hospital Sindhnur, 2A NL-I - Sindhnur 2.654 15 Commercial area, slow traffic movement, coniiestion due to unauthorisedparking and pedestrianmovement On RHS. Veterinary Hospital.Junction point of 2A NL-2 Gangawati 50.785 15 roadtowards Sindhnur and Linesuour. Congested area with dust entrainmentand slow traffic movement. Don Nvinddirection On LHS. in front of High 3C NL-3 Jevarzi 0).20S School Semi-urban area %%ith medium vehicular ______~~~~~movement 1 ~~~~~~~~~~~~~~OnRHS. Opposite the SE NL-4 Homnabad 0.02 15 PWD Hcsthouse junction On LHS. in the compound 4 NL-5 Bijapur 1.650 15 of Government Hospital. l______heav\ chicularmovement On LHS. commercial iA NL-6 Shaktinagar. 4.819 15 structure. Industrial arca i RTPS with hea\\ traffic - ______- ______m o \ cmient RHS: Right Hand Side. LHS: Lett Hand Side. RTPS: Raichur Thermal PowverStation Noise level Monitoring Resultts: In Table 5-10, the ambient noise level monitorine results are shovn. All the values are expressed in dB (A) Leq. Table 5-10: Ambient Noise level Noiselevel _ Duration Mlonitoring 0600-1400Hours 1400-2200Hours 2200-0600Hours Station I I NL-1 60.04 1 59. 1 57.9 NL-2 59.9 . 61.16 1 53.65 NL-' 59.47 60.48 8.15 NL-4 59.61 59.47 1 57.61 ,N\L-5 59.5 59.18 57.36 Ž- 5>AScott Nilson CES IIIE Kamataka State Hi ehw avs Ervironmental Impact Assessment Report rnprovement Project Chapter 5 Noise level Duration Monitoring 0600-1400Hours 1400-2200 Hours i 2200-0600Hours Station I NL-6 59.93 59.04 556.27 The noise levels ranged bet-ween 57.9 - 61.16 dB (A) Leq. Higher noise levels were recorded during the daytime and evening hours. Dunng daytime the noise level was below the prescribed limit of 65dB (A) Leq for commercial areas. The noise level at NL-6 at RTPS Shaktinagar was well below the prescribed limits of 75dB (A) for industrial area. The noise level was slightly higher than the prescribed limits during the night-time at NL-1, NL-3, NL-4 and NL-5. The ambient noise level in these urban centres is high due to the commercial activity going around in the town. The main contributors to the noise are the roadside shops playing their music systems. the v ehicles blaring their horns. Lack of landuse control and poor town planning and lax implementation of noise nuisance control laws by the enforcing agencies have also resulted in congestion. encroachment and unwanted noise nuisance in sensitive areas like schools and hospital zones. 5.2.9. Drainage Svstem The State of Kamataka has two major drainage basins of the Krishna and the Cauvery. The Project Routes are all located within the Krishna basin. In Figure 5-9, the locations of the major basin and their tributary basin are shown. Water Resources along the Project Routes: The project routes cross manv small seasonal and perennial streams. A very good network of canals criss-crosses routes land 2 which pass through the rice bowl of Karnataka. The Tungabhadra reservoir caters to the irrigation requirement in this region. Route 3 passes through the Bhima basin. Besides River Bhima. Karanja and Kagna are the important rivers in this region. River Karanja supports irrigation in the area. River Krishna caters area west of Route 4 and it supports imgation. Route 5 starts from the North bank of River Krishna and the river water is utilised by the Raichur Thermal Power Station at Shaktinagar. Water for construction purpose can be easily sourced from the rivers and streams that flow through the corridors. The Tungabhadra. Karanja reservoirs and Bhima and Krishna can ensure adequate vater for construction. Inundation of roads during monsoons and uncontrolled flow of irrigation water is seen in Route I and 2A. this is mainly in areas where the submersible bridges have been constructed and the existinc culverts are clogged with weeds and debris. Many culverts lack the adequate vent size to accommodate increased volume of water because of the run off of the irrigation water from the agricultural fields. In the irrigated areas seepage of water has led to the collapse of road formations and in the process the shoulders have become higher than the carriacewav. During rains the Nvaterflows on the roads and the road functions like a drain. Inadequate maintenance of the roads and lack of roadside drains result in the inundation of roads during heavv rains. NNater Quality: Water samplin- was carried out at three locations along the selected routes to assess the ambient water quality. The three locations chosen for sampling are Potnal halla near Potnal village in Route 1. River Kauna and River Karania in Route 3. Secondary data on water qualitv of River Bhima near Ferozabad village was obtained from the CPCB records. Route 3 crosses River Bhima near Ferozabad. Figure 5-8 shows the water sampling locations. W\ater quality standard: The drinkinu water standards for potable water are prescribed under IS- 10500: 1991. The parameters and their limits thereof are presented in Table 5-1. These have been used as datum to assess the quality of water in the project area. Table 5-1 1: Drinking WNater- Specification- IS 10500: 1991 Si No SUBSTANCE/ I DESIRABLE PERMIISSIBLE REMARKS i CHARACTERISTIC LIMIT LINIIT iCOEOt R. H-\ZE 5 25 Extended ro 2 It To'ic Substance Arc '-16 Scott\ dlson CES IIIE KaamarakaStare Hehs~avs En%tronmental Impact AssessmentReport Improvement Project Chapter 5 SI No SUBSTANCE/ DESIRABLE I PERMISSIBLE REMARKS I __ j CHARACTERISTIC -LI'MIT Lli\IIT __j UNITS .MAX Not Suspected In Absence Of Altemnate iOD O U R _ _ |______Sources 2 ODOUR Unobtectionable aflest cold and %\hen heated ,______b)Test atseseral dilution 3 TASTE Acreeable Test to be conducted only after safety has been established 4 TURBIDITY N T U. 5 10 Max 5 pH value 6.5 to S.5 No relaxation 6 TOTAL HARDNESS 600 600 (as Ca C03 me/lit) 7 IRON (as Fe mg/lit. Max 0.3 1.0 8 CHLORIDES(as Cl 250 1000 m2/lit Max 9 RESIDUAL FREE 0.2 To be applicable only when water is CHLORINE, mg/lit Max chlorinated. Treated at consumer end. When protection against viral infection is required. it should be Min 0.5 mo/lit 10 DISSOLVED SOLIDS 500 2000 mo/I. Max II CALCIUM (as Ca ) mg/l 75 200 ,Max 12 COPPER (as Cu ) mg/I 0.05 1.5 |Max 13 MANGANESE(Mn i 0.1 0.3 mo!/IMax 14 SULPHATE (As So4 ). 201) 400 May be extended up to 400 provided (as Mg Max )does not exceed30 15 NITRATE (as No3 mg/I 45 100 I Max 16 FLUORIDE (as F) me/I. 1.) 1.5 Max 17 PHENOLIC (1 0.1)002 COMPOUNDS (as C6H60H) mo/I Max\ I S ARSENIC(as As ( .mj'l 0.) No relaxation To be tested whcn pollution is suspectcd 19 LEAD(as Pb) mgl 1)05 No relaxation 21) ANIONIC 0 2 1.0 DETERGENTS (as MBAS )mig/l _ _ 21 CHROMIUM(as Cr) |1.0s 1.10 To be tested w%henpollution is suspected i ______m! i 2'2 IMINERAL OIL m2 1 .I 1 0.03 23 ALKALINITY mu I 211$) 600) _ Surface Water Quality Results: The results of the water qualitv analysis ol the three stations and that of Bhima River are presented in Table 5-12. The sampling was carried out in the month of February 2000. Table 5-12: Ambient quality of Surface Water Parameters Units Monitoring Station Route I Route 3B Route 3D Route 3E l l | ~~~~~~~~~~~PotnalHialla | Bhima | lagn2 | aran ja | Ph sical Parameters j Pona ala Bhm Kan aaj Teimperature C 26 -27 j 2 29 pH I S4 I S I S I S.. Turbidit, NTI 2 (i 1 2 TSS mgI I | ' TDS | m I I )31 l()2 2431 5-17 Scoit \Wilson CES, IIIE Karnataka State Hichv;avs En ironmental Impact AssessmentReport Improvement Project Chapter 5 Parameters Units NlonitoringStation Route I Route 3B Route 3D Route 3E PotnalHalla Bhima Kagna Karanja TFDS me i S55 657 320 131 OrganicParameters DO mel 6.6 7.1 6.S 6.5 BOD me/l 8 4.9 9 7 COD me/l i 8 24 20 22 Nitrites+Nitrates mg/I 42 43 23 18 TKN, meil 1.4 0.92 1.4 0.8 Ammoniacal Nitrogen mgli absent absent absent absent ChemicalParameters Conductivity micromho/cm 1590 172 780 378 Total Alkalinitv mgl 304 300 299 177 Sulphates mg2I 42 306 IS 10 Chlorides mgvl 162 151 52 16 Sodium mgzl 62 85 32 15 Phosphate mgil less than 0.1 0.81 less than 0.1 lessthan 0.1 Boron mg/I less than 0.1 NA lessthan 0.1 lessthan 0.1 Calcium as CaCO3 me/I ISO 61 48 96 Magnesium as CaCO3 mg/I 120 86 15Q 48 Total hardnessas CaCO, mg/l 300 147 19S 144 Bacteriological Parameters FaccalColiform MPN/100ml 2.3 1.74 2.3 2.3 TotalColiforrn MPN,100 ml 1.09 2.585 1.3 7.9 The concentration of all the parameters are well within the prescribed limits of the drinking water standards. It is an indicator that the stream and river water is still unpollutedand whatevervariation is observed is due to natural causes and seasonalchanges due to ingress of imation water. People in the vicinity use the water for drinkingpurpose and other household chores. 5-IS Scolt Wilson CES IIIE Karnataka State Highways Environmental Impact AssessmentReport Improvement Project Chapter 5 Figure 5-9: Drainage Basins of the Study Area ProjectRoutes DRAINAGE& RIVERBASINS I in4 5 MajorMaintenance MAHARASHTRA J X _ _XHP~ ANDHRA PRADESH LEGEND PW4hno ~19 Scott Wilson /WCES/ tilE KarmataklaState Hizhw axs En\ ironmental Impact AssessmentReport Improv ement Project Chapter 5 5.2.10. Soil The State of Kamataka has five major types of soil. These are Coastal Alluvium. Latentic Soil, Dark Brown Clay Soil. Red Soil and Black Soil. Amongst these. the Project Routes do not traverse Coastal Alluvium and Dark Brown Clay Soil. Within each major group of soils. the relative incidence of argillaceous and clastic materials varies. The distribution of the major groups of soil along the project roads is shown in Figure 5-10. The basic features of soil along the routes are given in Table 5-13. Borrow area material will have to be sourced from approved quarries by the contractors during construction and in the event that it is sourced from private land then the area has to be restored to its original status. Necessary conditions xvill be incorporated in the contracts for ensuring the restoration of borrow pits in a suitable manner. Table 5-13: Soil Characteristics of the Studv Area Route Soil Type Description 1, 2 & 5 Deep Black Soil Deep, moderately well drained. calcareous cracking clay to silty clay soils. moderately to severely susceptible to erosion 3 Medium Black Moderately deep, moderately well drained, non- (Southem Part) calcareous cracking clay to silty clay soils, moderately to severely susceptible to erosion 3 (Middle Part) Shallow Black Shallow. well drained clay loam. severely susceptible and 4 1 Soil to erosion 3 (Northem Part) Lateritic Deep, well drained to excessively drained, sandy clay Gravelly Soil loam to sandy clay and clay surface soils and sandy clay to clay sub surface soils. moderately to severely i______Isusceptible to erosion Presence of Lead in Soil: Soil samples were collected near urban centres and analysed for lead concentration. The lead concentration in all the stations were below 0.001 mg/gm. The stations where the samples were collected are shown in Table 5-14. Table 5-14: Soil Sampling Location along the Project Routes Route Chainage Location (Kin) 2A 2.35 Sindhnur. near main circle. opposite Agriculture Dept. | 3C 0-°200 Jevargi, near Govemment College .E S.)0 Homnabad junction F5A 4.6 RTPS. Shaktinagar 5.3. Ecological Refources The ecological resources reter to flora and fauna and social impacts upon these. The project routes pass through the eastern and northern region of Kamataka. which are characterised by low rainfall and prone to droughts. These areas experience and climate. Dry deciduous vegetation and xerophytes -epresent the tlora in such regions. The rainfall determines the vegetation, open forest canopy that is verdant during the monsoon turns leafless to avoid loss of water due to transpiration. Over the past fewv decades these forests are subject to heavy pressure from firewvood extraction. grazing and fauna. Introduction of' imration In these tracts has also altered the ecologv of this region and large areas previously uncultivated and tinder tfrests has bome the brunt of extensive felling and conversion into agricultural lands. The flora and fauna found in the study area are described below. Figure 5-11 shows the Forest Area by types along the project routes. -2O Scott Wilson CES IIIE KiamatakaState Hlchx\avs Environmental Impact AssessmentReport Improvement ProJect Chapter 5 5.3.1. Flora The area traversed by these roads is poorly vegetated. As a result of the expansion of agnculture and its allied activities. the natural vegetation in the plains has been greatly reduced. The common species seen by the roadside are Azadirachia indica (Bevu or Neem), Tainarindids inidlica(Hunsemara or Tamarind), Acacia niilotica. Acacia ferruiginea. Dalbergia sissoo, Tei-inialia chiebula, Albizia lebek, Albi:ia amnara, Ficuis benghalenisis. Ficus religiosa and Prosopis juliflora. The forest department under the social forestry programme has undertaken Acacia autricutlifortits and Eucalyptus plantation. Table 5-15 lists the various tree species found in the study area. Table 5-15: Species of Trees in the Studv Area Scientific Name Familv KannadaName Acacia auriculifornzis Mimosaceae Bangalijali Acacia ferrugintea Mimosaceae Bannimara Acacia leucophloeae Mimosaceae Bilijaladamara Acacia nilotica Mimosaceae Karijali A cacia latronwon Mimosaceae Gonaj ali Aegle mnarmelos Rutaceae Bilipatra A gave sisalana Agavaceae Kattale Albizia amara Mimosaceae Tuzale Albizia lebek Mimosaceae Bage Albizia odoratissimna Mimosaceae Bilwara Arrocarplus heterophvllus Moraceae Halasu A:adirachta indica Meliaceae Bevu (Neem) Baiibtsa anzndinacea Gramineae Bidru Baiuhiiniaracemnosa Simaroubaceae Basavanapada Bombax ceiba Caesalpiniaceae Burugadamara Borassus flabellifer Palmae Talemara Buttea inonospertna Papilionaceae Muttugadamara Borassuts flabellifer Palmae Talemara Calor opis giganteai Ascelpiadaceae Besharam Cassia fistula Caesalpiniaceae Kakemara Cassia siamnea Caesalpiniaceae Seementangadi Cocos imticifer-a Palmae Tenau (Coconut) Dalbergia sissoo Ebenaceae White Beete Delonix regia Caesalpiniaceae Gulmohar Eutcalyptus tereticornis Myrtaceae Nilgiri Ficris benghalensis Moraceae Aladamara Ficius i-eligiosa Moraceae Ashwatha Gliricidia sepilwn Papilionaceae Gobaradice Leautcenialeucoceplhlai Mimosaceae Subabul tlidhiflca Sapotaceae Hippe loi1gifolia(A J .irdica) Alan ifera intdica Anacardiaceae Mavu Man ilk-arezapota Sapotaceae Chikku Mich1elia chamnpaka Magnoliaceae Sampige PhY'llanthuse,nblica Euphorbiaceae Nelli Pongainia pinlerata Papilionaceae Honge Ptre-ocat-pts mnarsulpinill t Papilionaceae Honne ______l_l_ __li_i_ Mvrtaceae Nerale (Jamun) Tanmarinditsindica Caesalpiniaceae Hunsemara Tem-minaliachebilda Combretaceae Allallemara Zipi iius nmau-iriana Rhamnaceae Elachimara (Ber) Zziph/ls I-ugosca LRhamnaceae Chotemara 5-'1 Scott Wilson CES IJJE Kamataka State Highways Environmental Impact AssessmentReport Improvement Project Chaptcr 5 Figure 5-10: Soil Type of Study Area Project Routes I _2 i 5 MajorMaintenance I KARNATAKA ~~~~ ~ ~~~~SOILS t tgt Itstt"lyw8n_2A#td anegravellyioam *o wl 'Traditionalnomenclature c -_ 3 cly t iw.11 non-gravo,11yclav y 5I.L*e,oic gravelly so'h. ?j'~Alievic.colluvial so.I _."8 Pblack So)l& m9.M.dasedeep bLack sohlS _ tC.SiuU,e black Iqa4 11I.Allavio.colluvial.seJa.4o" t2.MAt=non.grate"Ey sclay 13. ed gnavellycnlay soik t -__ 14.otest brto, Sols I Is.Rlte grvIHIy cay soils ' - si s6-1tted nt.gvelly cayvso6i _ i?t.d qiavellsy 1o1s jom -12.coatimaasiavui so.lt 1-11Soils of SouthDeccan Plate 12-14Soils of WesternGhats I 15-17Soils of EasternGhats 18.19Soils of CoastalPlains i ~ ~~~~~~~~~~~~~~~~~~~~~~~~ 5-x. e >NliF _ Ta~~~~milNadu 6 _ t ! ~~~~~~~~~~~~~~~km25 0 50 km I z9 ;---Dtst,bourndary - 9 F 1~~~~~~-- RObJ NBS5&LUP.R C . 31 5-22 Scott Wilson/ CES/ IIIE Kamataka State Highways Environmcntal Impact AssessmentReport Improvement Project Chapter 5 Figure 5-11: Forest Area by Types along the Project Routes Project Routes FORESTAREA BY TYPES -2 -4 5 S - MajorMaintenance ¢ < ] Zf ~~~~~~~~~~~~~~~~~~MoistDeciduous O . soh3 578(15.0%) ; t ~~~~~~~~~~~~~~~~~~~~~~~~~~~~1151(0%) I t Hmi-RM Dry Scot Wo CU E FCttESl _FORM SD6EWFCXET >^UIE 0 OS DECIOUOUSFORM_ w_ t 0 MD ECIDL>USEST 5-23 ScottWi lson CESC I I11E Karnataka State Highwavs EnvironmentalImpact Assessment Report Improvement Project Chapter 5 There are roadside social forestry plantations on both sides along Route 3 in Link D and E. The plantation consists mostly of eucalvptus trees for commercial exploitation. Table 5-16: Social Forestrv Plantation along the Project Route Route Tree Species under Chainaoe Social Forestry From To Plantation I 3D DeloniLxregia 24.S 24.89 _ Eitcalvptustereticornis 25.5 26.4 IEulcalyptulstereticorn7is 27.7 27.2 Eucalyptts tereticorn1is 28.8 31.00 3E Eucalyptus tereticorntis 3.70 6.50 Eucalyptus tereticornis 19.20 21.40 Eucalyptuts tereticornis 26.4 i27.1 Eucalvptus tereticornis 28.0 l 28.15 5.3.2. Fauna The fauna is poorly represented in all the routes. Extension of agriculture has resulted in conversion of forested/wooded areas into agncultural land and in the process fauna is restricted to common species like Bonnet Macaques, Langurs, Mongooses. Foxes and Civets etc. Parakeets, Partridges, Pigeons. House Sparrows, Kites and Crows represent the avian fauna. Cattle egrets, Herons and Lapwings are seen near the streams. rivers and the agricultural fields. The reptilian fauna is limited to a few snake species of Cobra, Rat Snake and Land Monitors near agricultural fields and water bodies. The tree dwelling species will be the one that will be affected, as the tree fellingewill force the fauna to look for new nesting sites and habitat. But the number of trees affected will be less than the actual trees in the existing Right of way and adequate design considerations have been taken to ensure that the tree felling is kept at minimum. All these species are highly tolerant to disturbance and frequently live in proximity to humans and have well adjusted to anthropogenic interference. Table 5-17 lists the various wild fauna in the study area. Table 5-17: Common Wild Fauna in the Studv Area Common name Scientiric name Bonnet Macague Macaca radiatza Common Langur Preshitis eutelli/s Small Indian Civet Viverricula indica Common Palm Civet Paradoxutrutshiermnoplhoroditts Wolf Canis Iipus Golden Jackal Can is aureuts Common Monuoose Herpestus edwhardsii Indian Fox Vulpes hengalenisis WVild Pij Slis scor-ofa Black naped Hare Lepots iingricolis Indian Porcupine Hvstrix indica Flyvin Fox Pieroputs giganrteus Pan,o lin Manis crassicaudaza Indian Cobra Na/a spp. Rat Snake Plvas unicosus Indian Mlonitor Varanitis Iengallensis 5-24 Scott \Vilson CES IIIE KarnatakaState Hieh%wavs Env'ironmental Impact AssessmentReport Improvement Project Chapter 5 5.4. Human Use AValues As per MOEF Guideline. this section deals with land use of the studv area. The land use data of 1999 census has been used for determiningthe land use in the study area. 5.4.1. Land use The principal land use along the corridor is agncultural in all the routes. Irrigation is more pronounced in Route 1, parts of Route 2. and parts of Bidar district in Route 3 and in Route 5. In certain pockets depend on ground water for irrigation.Ground water is extracted by using bore wells and wells. Most of the irrigated tracts are restricted to Route I and 2 about 33.5% and 35% of the land are under imgation in this region. The land use data indicates that there is not much land to be brought under cultivation. As the data indicates only about a maximum of 6.84% of land is under culturable wasteland in Route 3 and Link E offers some chance of cultivation. Land not available for cultivation ranges between 2-1 1%No indicating that either the land is barren and rocky or not suitable for cultivation. The Prosopis juilif/oragrowing by the roadside and planted by the forest department is heavily coppiced and sometimes totally pulled from the ground by the villagers for fodder and firewood. Localised mining of shale and limestone is observed in Route 3 especially between Shahpur and Gulbarga. The land use pattern in the study area considered for the vanous routes that covered all revenue villages falling in a 14 km wide swath is presented in Table 5-18. Table 5-18: Land use in the Studv Area (All Area in Hectares) Route Total ForestArea Irrigated area Unirrigatedarea CulturableWaste Land Not Area Land Availablefor Cultivation Area I In % Area | In % Area I In % Area I In % Area In % Route 1 I19841 1550 i.29 40205.48 33.55 1684305 5710 12951.75 [.46 6302.85 15.26 Total 119841 1550 1.29 40205.48 33.55 68430.5 _57.10 2951.75 [2.46 6302.85 15.26 Route 2 Link A 103246 11084 i.05 44833.69 43.42 143601.46 42.23 12814.94 1273 7229.4 7.00 Link B 33565 1007S 30.03 2923.48 8.71 9724.24 28.97 1302.31 3.88 64693.9113.98 Total 136812 11162 8.16 47757.17 34.91 153325.7 38.98 4117.25 3.01 11923.3 18.72 Route 3 Link A 21527 2227 10.34 105.98 049 16421.88 76.29 1135.22 5.27 1636.93 17.60 Link B 50981 1091 2.14 194.73 0.38 45140.53 88.54 1999.68 3.92 2554.8 5.01 Link C 55045 477.9 0.87 750360 1.36 50081.75 90.98 1472.33 2.67 2265.93 4.12 Link D 87521 4197 4.80 3444.69 3.94 67376.96 76.98 6895.86 7.88 5607.07 6.41 Link E 56901 5076 S.92 5285.15 9.29 34792.9 61.15 7113.37 12.50 4303.72 7.56 Total 271975 13068 .14.81 19780.91 13.60 1213814 178.62 18616.46 16.84 16368.5 6.02 Route 4 }34490) 1545.64 1158 131591 0S 19 59 110273 12)8 11326 1384 Total ]- 134490545.64 [1.58 31591.08 191.59 11027.3 12.98 11326 13.84 Route5 Link A 128266 1436-4 1 .54 1689]96 12.44J21995.65 177JS211494.9 Is 79 1E54.3j II61 Link B 120702 11.16 10.73 15154.6 124.90113213.41 16383 1787.43 13.90 119499 10674 Total j48968 1588 1L20 15844.56 11.942135209.061 8 | 4959-79 10.13 Source: Village and TownDirectory, Censusof India. 1991 Substantive point to note in this regard is the progressive reduction of the earlier contrasts noticeable between the rural and urban habitats. The dynamics of such change needs appreciationin the context of designing road improvementstrategy. In the first instance. irrigation based agricultural growth has attracted processing industries in the heretofore rural areas. contributing to the formation of nascent urban settlements. Rice processing mills, cotton ginniniz factories. oilseed expellers. etc., are the 25,5 Scot \Vilson, CES IIIE Kamataka State HiwhN\a\s Environmental Impact AssessmentReport Improvement Project Chanter 5 commonest manifestation in this regard. Best examples of this trend are the towns of Sindhnur and Gangawati in Route 1 and 2 respectivelv. Similarly, urban industrial formations have stimulated the neighbourhood aencultural economy to shift towards commercial cropping. This is wvidely noticed in Route 4 in and around Bijapur. Expansion of, fruit orchards. commercial plantations etc.. are the commonest manifestation in this regard. Each one of these commercial crops is attracting processing industries. The consequential need to obtain increasing access to the regional and national markets and demands for it have been the central consideration of the Govemment of Kamataka for promoting the road improvement programme. Increased traffic is progressively damaging the structurally weak roads, rendering them unusable in manv tracts. Hence the need for upgrading these. The road improvement programme is certainly going to further stimulate the growth of regional economy. One major consideration in this reg,ard should be to avoid causing environmental degradation. Another matter of concem is the ribbon development occurring along the roadsides in the urban. semi urban and large rural settlements. Almost all the roads suffer from encroachment and congestion due to lax application of land use control laws and poor ROW management by the PWD. 5.5. Social Environment Many of the major changes in the environmental set up have been induced by society. Some of these have arrested deterioration in the ecological systems. Some made the system increasingly vulnerable. All impulses in this regard originated from within the emerging social systems. This has been true as much in Kamataka as in all other places of the world. Propensities in this regard have. however. been different between the societies, govemed as these are by their respective demography. literacy economic occupations and basic amenities, including the rates of urban-industrial growth. All these features of the social environment along every route have been recordcd in the following sections. 5.5.1. Demographic Features In Tables-5.18. 5.19 and 5.20. the basic features of demography along the study corridors have been indicated. Due to the absence of better data, the figures as of 1991 Census of Population have been used. In Table-5.18. care has been taken to depict the average situation obtaining within the Study Area. Table 5-19: Demographic Features of the Studv Area Location I Total Total male Total female Densit! of Sex Ratio Literac% SC ST Population Population Population Population '/, Karnataka 44977-2011 22951917 22025284 .235 96( 56.4~ 16.381 4.26 State I Route I 1706291 857671 844031 1591 9841 21.861 18.82| 14.60 Route 2 Link A 21579o I11126 113849 305 972 29.82 19.461 6.55 Link B 456-S 23117 22566 1211 976 20.74 15.79 12.90 Total 261468 140238 136415 241 973 28.23 18.821 7.66 Route 3 Link A 246(- 125 16 12181 147 973 19.02 24.74 7.67 Link B 729S- 36(I48 34133 13S 926 28.73 20.01 3.5S Link C 7245S 36S83 35260 120 956 29.45 21.96 3.64 Link D 136330) oQ968 65132 165 931 32.48 30.23 6.31 5-26 Scott WVilson CES IIIE Karnataka State Highvwavs Environmental impactAssessment Report improvementProject Chapter 5 Location Total Total male Total female Density of Sex Ratio Literacy SC ST Population Population Population Population % % Link E 148384 76029 71411 229 939 31.49 20.S6 11.06) Total [ 454865 232244 218117 1641 939 30.341 23.92 7.07 Route 4 [ 337051 174731 162321 1201 9291 35.771 22.021 1.79 Route 5 Link A 27498 13943 12971 101 930 25.69 25.56 0.08 Link B 1249S 6353 6145 76 967 23.69 27.37 2.51 Total 39996 20296 19116 92 942 25.06 26.13 0.84 Source: Primarv Census Abstract, Census of India, 1991 In Table 5-20, care has been taken to depict the situation obtaining with the urban places. Here UA refers to the urban area, which is larger than the town limits (TL). The data shows that there is a general tendency towards formation of urban sprawls. Beyond the town limits. ]and use control is less strict. Table 5-20: Demographic Features of the Towns of the Study Area Name of Route Population Density Sex Literacy SC ST Town Total pop male Female Persons Ratio rate % % Total pomale Fe /Sq.km ___ Manvi 1 28080 14214 13866 11461 976 34.91 11.83 12.18 Sindhnur 1, 2 44375 22846 21529 1432 942 41.22 7.27 6.51 Bijapur-UA 4 193131 100474 92657 2563 922 62.64 11.74 0.66 Bijapur-TL 4 186939 97202 89737 4175 923 63.24 11.35 0.68 Raichur-UA 5 170577 87806 82771 2267 943 50.68 17.44 1.43 Raichur-TL 5 157551 81213 76338 5542 940 51.29 16.04 1.51 Shaktinagar 5 12561 6685 5876 987 879 53.87 14.51 1.95 Gangawati-UA 2 81156 41477 39679 2706 957 40.57 12.61 5.48 Gangawati-TL 2 64843 33161 31682 17200 955 42.19 13.60 4.38 Gulbarga-UA 3 310920 163516 147404 7204 901 57.71 15.69 1.08 Gulbarga-TL 3 1 304099 159881 144218 9462 902 57.87 15.44 1.09 Shahpur 3 24740 12458 12282 6633 986 44.26 9.44 0.65 Homnabad 3 25581 13245 12336 18015 9311 52.16 14.46 5.68 Bidar-UA 3 132408 70200 62208 2814 886 60.69 12.22 1.72 Bidar-TL 3 108016 57241 50775 9670 887, 64.53 11.28 1.58 Source: Primary Census Abstract. Census of India. 1991. TL: Town Limits. UA: Urban Agglomerate Table 5-21 would indicate the status of literacy in the rural areas. 5-27 Scott \Vilson CES, IIIE KarnatakaState Highwsays EnmironmentalImpact Assessment Repon ImprovementProject Chapter5 Table 5-21: Literacv Status- Rural Population in the Studv Corridors Route Literate Population % of Female Literates to Total Male female Total Literates 1 26909 10391 37300 27.86 Route 2 2A 43092 21247j 64339 33.02 2B 7159 23161 9475 24.44 Total 50251 23563| 73814 31.92 Route 3 3A 3551 1146 4697 24.40 3B 14771 6197 20968 29.55 3C 15073 6268 21341 29.37 3D 31857 12428 44285 28.06 3E 32000 14720 46720 31.51 Total 97252 40759 138011 29.53 Route 4 [ 8250 3805[ 12055 31.56 Route 5 5A | 5103 1960 7063 27.75 5B F 2234 727 2961 24.55 Total 7337 2687 10024 26.81 Source: Primarv Census Abstract, Census of India, 1991 5.5.2. Occupational Pattern In Tables-5.21, 5.22 and 5.23, attempt has been made to show the features of the workforce in the study area as well as their relative incidence between the occupational categories that the Indian Census Organisation uses. It may be noted that the relative incidence of main workers in all the route- corridors is higher than that of the State of Kamataka. This indicates that economic functions in these corridors are more intense than the state. Table 5-22: Workforce in Rural Area Route Percentage of worker categorv to Total Population Main Marginal Non-worker worker Worker Karnataka 38.45 22.73 38.01 Route I 48.19 2.01 49.80 Route 2 -A 50.25 2.16 47.59 2B 48.16 2.36 49.48 Total 49.89 2.20 47.92 Route ' 44.56 1.95 53.49 SB113 40.84 3. '5 55.81 S'C 42.59 1.90 55.51 5-2S ScottWVilson CES,, IIIE Karnataka Statc Hlzh\\avs EnvironmentalImpact AssessmentReport Improvement Project Chapter 5 Route Percentageof wvorkercategory to Total Population Main 1Marginal Non-worker worker J Worker 3D 39.29 3.25 57.45 3E 3808 2.30 59.62 Total 39.961 2.67 57.37 Route4 42.531 2.31 55.16 Route 5 5A 44.66 3.16 52.18 5B 47.84 1.26 50.90 Total 45.67 2.56 51.78 Source: Primary Census Abstract. Census of India, 1991 It may be noted in Table 5-23 that in all the urban tracts within the route corridors the incidence of main workers is less than the average for the whole state of Kamataka. Table 5-23: Workforce in Urban Tracts Name of Status of % Main % Marginal % Non- Towns The Town Worker Worker Worker Gulbarga UA 24.07 0.14 75.80 Gulbarea TMC 2.42 0.14 32.06 Hornnabad TMC 25.32 0.16 74.52 Bidar UA 23.86 0.13 76.01 Bidar CMC 22.40 0.04 77.56 Raichur UA 27.87 0.48 71.64 Raichur CMC 27.18 0.40 72.42 Shaktinagar NMCT 32.00 4.03 67.88 Bijapur UA 24.85 0.49 74.69 Biiapur CMC 24.72 0.49 74.79 Gancawati UA 35.29 0.53 64.18 Ganeawati TMC 34.55 0.50 64.95 Sindhnur TMC 34.42 0.12 65.46 Manvi I TMC 36.29 0.87 62.83 Source: Primary Census Abstract, Census of India. 1991, UA: Urban Agglomeration. TMC: TowvnMunicipal Corporation. CMC: City Municipal Corporation. NMCT: Non Municipal Census Town From Table 5-24. it can be seen that agriculture has the largest share of the main wvorkersin the rural tracts of all the route corridors. Especially in Route 1. Route 2 and Route 5 the percentage of cultivators and Agricultural labourers accounts for around 90 % of the total main vorkers. Table 5-24: Occupation Pattern of Main Workers in Rural Tracts (In percentage of Total Main Workers) Location Categoriesol IMlainVorkers Cultivators Agricultural Livestock. Mining and Household Other than Construction Trade Transport. Other labourers Forestry, Quarrying industrv Household and Storageand Services Fishing.Hunting industrn Comme communica andplantation. rce tion orchardsand alliedactivities Karnataka 34.21 2892 3.57 067 1.86 841 2.48 .t98 2.063 8.84 Route1 31.201 0244 0.641 (.05; (154 0.30 J 16 I 53 (39 3.251 ~~ -29 ~~~~~Scott Wilson, CES IIIE Kamataka State Hizh~xavs Environmental Impact AssessmentReporn Improvement Proiect Chapter 5 Location Categoriesof Mlain NNorkers Cultivators | Agricultural Liv estock. Mining and Household Other than Construction Trade Transport. Other labourers Forestry. Quarrying industrv Household and Storageand Services Fishing. Hunting industry Comme communica and plantation. ree tion orchards and allied activities Route 2 2 A 32.68 5> . ' 0.51 0.03 0.67 1.40 0.33 3.07 0.47 3.33 2B 32.25 57.42 1.24 0.38 1.56 0.83 0.39 3.09 0.38 2.92 Total 32.61 57.70 0.64 0.09 0.82 1.31 0.34 3.07 0.46 3.26 Route 3 3A 46.38 41.27 3.36 0.46 1.71 0.83 0.82 2.36 0.65 2.16 3B 27.72 50.92 2.23 0.38 2.48 1.77 1.60 5.08 1 67 6 14 3C 28.97 53.82 1.26 0.47 1.19 1.90 1.26 4.60 1.23 5.31 3D 32.17 4938 1 38 0.32 1.64 1.45 1.38 3.72 2.11 6.47 3E 22.41 .1I5 1.30 1.03 1.56 4.15 1.11 4.83 2.24 6.63 Total 28.72 51.67 1.60 0.58 1.68 2.38 1.28 4.35 1.84 6.01 Route 4 38.35 47.67 2.64 0.04 0.94 1.16 1.50 2.54 0.96 4.20 Route 5 5A 27.5S 52.64 1.26 0.06 0.91 0.87 0.67 2.80 0.60 12.62 5B 27.S8 t l.62 0.74 1.05 0.22 0.25 0.17 1.59 0.23 6.76 Total 27.51 55.62 1.08 0.39 0.68 0.67 0.50 2.39 0.48 10.67 Source: Primary Census Abstract, Census of India, 1991 From Table 5-25. it can be seen that except for Raichur trade and commerce has the largest share of the main workers in the urban tracts. Manvi, Gangawati and Sindhnur being the major rice export centres the percentage of agHcultural labourers is higher than all other occupations. Table 5-25: Occupation Pattern of Main Workers in Urban Tracts (In percentage of Total Main Workers) Town- Route (Cultivaiors Agricultural Livestock. Mining House-hold Other Constru Trade and Transport. Other Civic Status labourers Forestry. and industry than ction Commerce Storage Services Fishing. Quarrying House- and Hunting and hold conimunic plantation. industry ation orchards and allied ______a~~~CtiVitieS _ _ _ _ _ Manvi-TMC I 11 90 42.65 0.76 1.13 2.23 4.32 2.14 15.65 3.02 16.21 Sindhnir- 1.2 II 38 33.40 0.71 0.01 1.nl 6.27 2.68 21.88 ;.0( 17.06 TMC ____ Gangaw%at- 2 5.67 33.S4 0.80 0.30 2.20 10.65 267 21.28 5.S7 13.72 I JA _ _ _ _ Ganga" ati- 2 S.57 S0.5 * 0.75 0.31 2.45 9.94 2.92 24.22 5.'2 14.39 TMCII Shahpur- 3 I1 08 19.27 2.10 0.11 4.2)9 991 4.63 23.09 5.55 19.91 TMCII Gulbarga-lJA 3 2S 2.28 2.10 0.22 1.3*0 14 24 8.9( 25.25 11.48 31.45 Guibarga- 3 11.08 19.27 2.16 0.11 4.2') 9.91 4.63 23.09 .55 19.91 onabad- 3 - ) 14.21 1.07 . 0 11 I.()5 8.23 4.83 24.46 16.43 22.43 TMC ___ Bidar-UA 3 4.68 5.0') 1.41 0.50 1.41 9.45 4.27 21.74 9.95 39.50 Bidar-CMC 3 15 3.8 11.22 0.12 0.70 S.82 4.1)2 25.50 1109 42 51) Bijapur-tIA 4 - 4 4.*3 I o7 0.36 113n) 12.'3 S.54 2(.67 11.29 26.27 5-30 Scott Wilson CES IIIE Kamataka State Highways Environmental Impact Assessment Report Improvement Project Chapter 5 To%vn- Route Cultivators Agricultural Livestock. Mlining llouse-hold Other Constru TradeInnd Transport. Other C(ic Status labourers Forestr. and industrv than ction Commerce Storage Serices Fishing, Quarrning House- and Hunting and hold communic plantation. industr% ation orchards and allied actisities _ Bijapur-CAIC 4 4.6 3.9-4 o6. 444 13 10) 7 u4 27.'4 1 1.51" 266t6 Raichur-UA 5 4.54 7 45 2.00 0.4 I7 5 20 4 12 IS.92 6 40 49,44 Raichur-CMC 5 3.98 2.44 2.14 0().50 1.0 5.63 4.4t 20.60 6.91 51.82 Shakitmagar- 5 0 67 1.12 0.20 0.27 0u20 1.17 4.40 3.96 047 87.53 IN MC ______Source: Primary Census Abstract. Census of India. 1991 5.5.3. Economic Profile of the Region Urban outgrowths are occurring as linear extensions of existing towns along the routes. The people are transforming themselves by using the urban facilities and by participating in the urbanising social process. The towns play a major role in the development of the adjoining region. They act as collection point of diverse commodities raised in different parts of the surrounding tracts and the district. Processing of the same materials take place in these towns and the finished goods are exported to different centres of consumption. The point to note is that the functions of these towns are intimately related to, but not exclusively determined by the economy of the immediate neighbourhood. Table 5-26 lists the major functions of the towns in the routes. Table 5-26: Major Functions of the Towns Route Town Indicative Major Function As Importer As Processor As Exporter I Manvi Paddy, Groundnut and Raw Paddv, Groundnut Rice, Groundnut oil and cotton and cotton lint cotton lint I & 2 Sindhnur Grocenes, medicines and Cotton lint and Rice, Cotton lint and clothes Groundnut oil Ground nut oil. 2 Ganyavati Clothes , Petrol and Diesel Rice. Cotton lint Paddy, Groundnut oil and and Ground nut oil. cotton lint 3 Shahpur Cloth, Groceries and food Ginning, RCC poles Cotton. Groundnut and ______grains and pipes Jowar 3 Gulbarua Groundnut, Sunflower and Rice Tur dal, Suntlower Til and Moong dal (Lentils) oil and Groundnut oil l 3 Homnabad Non-edible oils, food grains and Soap, cut sized Timber. Soap. Edible and cloth Timber and Edible n3rn-edibleOil products oil ______3 Bidar Food grains. Pulses, Sugarcane Bidri ware, Edible Jaegerv, Coriander. Bidri lIl oil. Pulses ware 4 Bijapur Jowar, oil seeds and cotton Edible oil. Cotton Cotton varn. cotton lint. lint and cut sized Edibie oil and Non-edible l______ltim ber O il 5 Railhur Grains, Cotton and Groundnut Cotton lint. Ground Rice, Ground nut oil and l______l______vashin- nut oil And Cotton lint J I ______I ______soap l Source: Village and TowvnDirectory. Census of India. 1991 Agriculture being the major occupation in most of the roads. it is useful to know about the crop arrivals in these towns. Table 5-27 lists the various crop arrivals in the towns falling in the routes. This is indicative of the economy of the service area of the tovns. Table 5-27: Arrival of Agricultural Products in Markets (Amount in Quintals) Crops Mlanvi Sindhnur | Gangauvati | Gulbarga Bidar Bijapur I Raichur | Paddv 604726 5839281 3549248 | - - 1390720 Rice l l l 32S970 63883 - 45550 Ž-.' I Scott Wilson CES IIIE Karnataka State Hiizhwavs Environmental Impact Assessment Report ImprovementProTect Chaptcr5 Crops Manvi Sindhnur Gangawati Gulbarga Bidar l Bijapur Raichur j Maize I l l l l 33293 lJ Jowar l I - 44268 43732 63652 24942 Wheat - l -1876 l - l - 23009 Tur - - 1 140549 133117 - 83523 Groundnut I - 100654 292615 Sunflower -l - l 32602 l l Cotton - 159678 19155 - - 439706 615798 Onions j - - - 10610 - 17215 15969 Jaggery j - - - l 31016 - 24800 Source: Village and Town Directory, Census of India. 1991 5.5.4. Regional and Local Utilitiesalong the Project Routes A variety of regional utilities like Telephone poles. Optical Fibre Cables, and Electric Poles, Telephone boxes transformers etc fall within the ROW. Local utilities like lamp posts, water lines. hand pumps, and dug wells and bore wells also fall within the ROW. Road widening will involve removal and relocation of these utilities. The total number of such utilities falling within the Project Corridor of Impact (COI) is listed in section 6.3.4 and 6.3.5 of chapter 6 of this report. 5.5.5. Religiousand other sensitivestructures along the ProjectRoutes Development of the towns and growth of the rural settlements has seen the coming up of encroachments within the ROW in the forms of temples, shrines and mosques. The other forns of encroachment within the ROW and public land are sepulchres, mazaar and aralikatte (Platforms constructed around Ficris religiosa and Acaciaferr7ugin7eatrees). The total number of such structures getting affected is covered in section 6.3.6 of chapter 6 of this report. 5.6. Public Health No major diseases in the form of pulmonary and respiratory trouble due to vehicular pollution and traffic movement have been observed. The common diseases seen in the area are cases of common cold, influenza. diar-rhoea, typhoid. dysentery and other gastro-intestinal disorders. Nutrition related problems and ailments due to old age and infirmity are also observed in the study area. Brain fever had afflicted the populace in Gulbarga. Raichur and Bellary district. Pigs are the carriers of this disease and poor community and personal hygiene and sanitary facilities in the urban area result in the spread of this disease. It should be emphasised that sanitary facility is near totally absent in the entire rural area. 5.7. Accident Hazardsand Safetv In most of the stretches the existing road is only a single lane and moreover encroachments and congestion have resulted in reducing the carriageway width in urban areas and in stretches passing through rural settlement. Here mention should be made of Route I and 2 where the encroachment by the casual and migrant agricultural labourers in the form of makeshift hutment and squatters occupy a good portion of the ROW and spill over to the carriageway. Such unauthorised occupations pose a major traffic hazard to the road users as well as to the roadside community. Acute-angle intersections. lack of proper road siunage and dumping of leftover construction material are common sights on the roads. Improper storage of construction material also poses a major threat to the road users and cause accidents. Lack of proper bus-bays and parking facilities also pose a major obstacle to the smooth flow of traffic in urban and rural areas. The existing bus stops are also not properly constructed at proper locations keeping in mind the terrain and curve of the road. One of the constraints in identit'ying the accident-prone locations is the lack of authentic database and statistics on the traffic accidents that have occurred in the corridors. The consultant conducted specific junction surveys and visual observations along with discussions with the local populace for identifying the location oftbus bays. parking facilities and other requisite road fuumiture. 5-32 Scott Wilson/ CES, 1iIE KaamatakaState Hichvavs Environmental Impact AssessmentReport Improvement Prolect Chapter 5 5.8. Aesthetics Route 2 passes through the undulating terrain of the Tungabhadra valley and the granite rocks and boulder formation are the major attractions of othervise a very stark landscape. Monoliths of various shapes and sizes are strewn across the adjoining land especially between Gangawati and Budugumpa. Route 3 passes through the North Kamataka Plateau and traverses the hill fomnations of the Deccan traps between Gulbarga and Naubad and crosses many small streams and two major rivers namely Karanja and Kagna. The vanety of landscapes adds to the aesthetic wealth of the routes. Avenue plantations consisting of various trees like Terniinalia cihebila, Dalbergia sissoo. Cassia species, Azadiraclhta indica, Tarariaidtus indica and many vaneties of Acacia species are the elements of the aesthetic wvealthof the routes. 5.9. Sites of Tourist and Archaeological Interest There are no major sites of tourist or archaeological interest in the project routes except in Route 3E and 4. A Shiva temple belonging to Chalukyan era in Jalasangi village is a famous tounst and archaeological site in route 3E. This road on improvement will provide better connectivity to this important tourist spot. This temple is at a distance of around 8-km from Homnabad towards Bidar. This temple is at a distance of about 4 Km left of the project road. Route 4 starts from Bijapur town. The world famous Gol Gumbaz, Ibrahim Rauza and Baraah Kamaan are the major tourist spots in Bijapur. These monuments are at a distance of about 2-km from the project route. The only important tourist and archaeological site near the road is the famous Navaraspur Sangeet Maha] near Torvi village in Route 4. It is at a distance of around 200- m from the roadside. Ever' vear a State level music festival is held in the precincts of this monument. On the whole developing these roads will greatly benefit the tourist circuits in Kamataka. as all these roads will functions as connectors to important tourist spots and places of cultural and historical interest. Table 5-28:Places of Tourist Interest in the Corridors Route Placesof Tourist& Archaeological Distance NearestTown Interest from I______Route I RaichurFort 10km Raichur 2B Hampi 42 km Hospet IC Gulbarpafort. Hafth Gumbaz 6 km Gulbarga 3E JaisanetShiv a Temple 4 km Homnabad 4 NavaraspurMahal. Torvi 200m Bijapur 4 Goleumba..Ibrahim Rauza 2 km BijaDur 5 RaichurFort 2 km Raichur Scott Wilson CES IIIE Chapter 6 Impact Assessmentand Mitigation Measures KamatakaState Highways EnvironmentalImpact Assessment Report ImprovementProject Chapter6 CHAPTER 6: IMPACT ASSESSMENT AND MITIGATION MEASURES TABLE OF CONTENTS 6. IMPACT ASSESSMENT AND MITIGATION MEASURES ...... 6-1 6.1. INTRODUCTION...... 6-1 6.2. IMPACTS FROM LOCATION ...... 6-1 6.2.1. Impacts of Gravit-iFlowv Irrigation Systems. 6-1 6.2.2. Large Reservoirs behind Dams ...... : 6-2 6.2.3. Consequences of Extensive deforestation .6-2 6.2.4. Improper Road Drainage Svstem .6-3 6.2.5. Effects of GrowaingMining Economy .6-3 6.3. IMPACTS FROM ROAD DESIGNS...... 6-3 6.3.1. Impacts from Altered Design...... 6...... 6-4 6.3.2. Impacts from Diversion from Current Use of Land .6-4 6.3.3. Impact on people due to land acquisition and displacement .6-5 6.3.4. Impacts on Regional Utilities.6-6 6.3.5. Inpacts on Local Utilities.6-6 6.3.6. Impacts on Local Religious Stuctures. .6-7 6.3.7. Impacts on Other Community Assets .6-7 6.3.8. Impacts on Avenue Trees .6-8 6.3.9. Impactsffrom the Clhoice of Construction Materials...... 6-10 6.3.10. Accidents and Road Safety ...... 6-10 6.4. IMPACTS DURINGCONSTRUCTION ...... 6-11 6.4.1. Impact on Land Resouirces...... 6-Il 6.4.2. Impact on soil qualin ...... 6-12 6.4.3. Impact on water resources ...... 6-12 6.4.4. Impact on water qualih' ...... 6-12 6.4.5. Impact on Air Qualin ...... 6-12 6.4.6. Impact on Noise Leve l ...... 6-13 6.4.7. Impact on Biological Environment ...... 6-13 6.4.8. Impacts fromnSanzitation and Waste disposal ...... 6-13 6.4.9. Othter impacts ...... 6-14 6.5. IMPACTS DURINGOPERATION PHASE.. . 6-14 6.5.1. Impact on Land Use ...... 6-15 6.5.2. Impact on Air Qalit ...... 6-15 6.5.3. Impact on Noise leel ...... 6-16 6.5.4. Imnpacton Ecological Resources ...... 6-17 6.5.5. Accident Hazards anidSafet ...... 6-17 6.5.6. Aesthetics ...... 6-18 6.6. CONCLUDING OBSERVAION .. . 6-18 TABLE 6- 1: MAGNITUDE OF INIPACTSFROM ALTERED DESIGN . 6-4 TABLE 6-2: EXTENT OF LAND ACQtUISITION. 6-4 TABLE 6-3: PAFS AND PAPS ALONG THE PROJECT ROUTES. 6-5 TABLE 6-4: MAGNITUDE OF IMPACTS ON REGIONAL UTILITIES . 6-6 TABLE 6-5: MAGNITUDE OF INIPACTSON LOCAL UTILITIES . 6-6 TABLE 6-6: LOCAL RELIGIOUS STRICTURES FALLINGIN THE CORRIDOR OF IMPACT. 6-7 TABLE 6-7: MAGNITUDE OF IMPACTS UPON OTHER COMMUNITYASSETS . 6-8 TABLE 6-8: MAGNITUDE OF IMPACTS FROM FELLINGOF AVENUE TREES . 6-8 TABLE 6-9: SPECIES WISE NUMBER OF TREES IN THE PROPOSED CORRIDOR OF IMPACT. 6-9 TABLE 6-10: PROPOSED BUS BAY LOCATIONSALONG THE PROJECT ROUTES. 6-1l TABLE 6-1 1: EMISSION FACTORSO [DIFFERENT VEHICLES (G/KM) . 6-15 TABLE 6-12: POLLUTION LOAD OF POLLUTANTSALONG THE PROJECT ROUTES. 6-16 TABLE 6-13: PREDICTED NOISE LEYIELS(L) . 6- 17 TABLE 6-14: No PROJECT AND UPURADATIONSCENARIO ASSESSMENT . 6-19 ToC-I Scott Wilson / CES / IIIE KamnatakaState Hwhxwavs En%ironmental Impact AssessmentReport ImprovementProject Chapter 6 6. Impact Assessment and Mitigation Measures 6.1. Introduction Roads may cause negative impacts upon environment in manv different wvavs.The objective of this chapter is to discern those negative impacts that are contextuallv possible in the project under consideration and to suggest the required mitigation measures. Care has been taken also to identify the prospects of positive impacts and of the measures that are likely to enhance the quality of the given environment. Road development projects generally cause impacts in four specific situations. These are * Impacts from Location. * Impacts from Project Design. * Impacts during Construction. and * Impacts when the Road becomes Operational. 6.2. Impacts from Location It has been mentioned earlier that the objective the KSHIIP is to improve many different road links. which are distributed across the State of Kamataka. Whatever impacts these roads might have had caused initially upon environment now appear as more or less adjusted. However, fresh impacts upon the environment can happen when these roads are redesigned for reconstruction. The nature of these impacts shall vary over tracts notwithstanding the similarities in the construction-designs, since the environmental settings vary between these road links., The pavement conditions of the existing roads indicate that these are damaged. Altered hydrological regimes are the substantive causes of deterioration of roads. In addition. use of over loaded vehicles together with lack of regular maintenance has contributed towards deterioration of pavements. Social actions taken over different parts of Kamataka subsequent to the time of initial construction of these roads are the reasons behind the observed alterations in the hydrology. The major features of social action causing alterations in the hydrological regimes appear to suggest four specific processes. These are * Improper practices in the command areas of gravity flow irrigation, * Formation of large reservoirs large dams for moderating the seasonal variation in rainfall, * Extensive deforestation, * Improper road drainage systems, and growing mining economy. The products of the above noted social processes should be appreciated in order to identify the appropriate mitigation measures. 6.2.1. Impacts of Gravitv Flow Irrigation Svstems All major command areas of Kamataka. as in many other places of India. function through uncontrolled delivery of wvaterwithout laying proper drainage facilities. This leads to the rise of ground water table above the level that was assumed in the original road design for the sub-grades. In some extreme cases, the excess water from the nearby agricultural fields overflows across the roads. Both these situations cause damage to the road-pavements on account of damaged sub-grades. Decidedly, the road engineers have not created the problem. Nevertheless, they carry a responsibility to appraise the appropriate quarters of the GoK and to assist the relevant department(s) to install proper drainage facilities to safeguard their assets and to reduce frequently recurring costs of repairing the roads. While this is the necessarv step to secure permanent solution of the problem. the results of such counselling may not be forth coming. It will take time to yield dividend. The available mitigation 6.-i ScottWilson/ CES, IIIE KarnarakaState Hichwavs Enwironmental Impact AssessmentReport Improvement Protecr Chapter 6 measure. therefore. is to raise the height of the so affected roads to save the sub-grade from being contaminated bv groundwater. The tracts suffenrng from such problems are found in Routes 1. 2 and 3 as also to limited extent in Route 5. The magnitude of requirement of embankment raising in these Routes has been indicated in Table 6- 1. 6.2.2. Large Reservoirsbehind Dams Kamataka is studded with reservoirs created by damming rivers. These reservoirs are critically important for obtaining agricultural development based on irigation. and for sustaining cities, industries and mines. In hard rock terrain. ground water stock is poor and cannot sustain these economic functions. The reservoirs have also become useful to moderate floods. These are necessary for the region. These reservoirs have set in changes in hydrological regimes in many tracts. Seasonal rhythm of rainfall and run off from the respective catchment areas is reflected in the fluctuations of the water- spread areas of these reservoirs. Several consequential effects of this are discemible within the neighbourhood drainage systems. Smaller tributaries entering the reservoir have to face seasonal variations in their respective hydraulic gradients. Increase in the water spread area of a given reservoir cause backward rising flood hydrographs in these tributary channels. If there happens to be a road passing through so affected area, the structure gets damaged. especially the cross-drainage facilities, often leading to their collapse. None of the Project Routes considered in this EIA Report, however, suffers from this problem. 6.2.3. Consequencesof Extensivedeforestation A significant part of the spread area of the forests in Kamataka has been converted into other uses, like agriculture, irrigation infrastructure, mining, etc. Along with it the age-old practices of felling of trees have continued to meet the rural energy demands. This has caused faster run off. rapid denudation of soil cover, changes in the channel shapes due to deposition of larger quantities of transported materials. deepening of channel bottoms. etc. In several places. the foundations of the cross-drainage structures have been exposed by the deepened channels or are eroding the nearby banks due to changes in stream course consequent upon sedimentation on their beds. None are welcome signs for maintenance of roads. Rehabilitating the forest cover in the catchment area and armnouringthe channel beds at the sites of the cross-drainage structures appear to be the required mitigation measure. This problem is manifested along all the routes. The Departments of the GOK other than the PWD can effectively execute the mitigation actions suggested above. In addition the PWD has envisaged a comprehensive tree plantation programme along the road and has also made budgetarv allocationl for taking up afforestation programme in the degraded forestland in the vicinity of the project corridor in due consultation and participation of the State Forest Department. The present tree plantation programme involves planting 200 trees per krn. 100 trees are to be planted per km on either side of the road with a spacing of 10 m between each tree. The tree species include local and indigenous species like Aiadirachlta indica, Tamna,i,i,duesindica. Mlailgifera indica, Acacia niilolica, Acacia auriciliformiis. Albi_ia lebek. Ficuts spp., etc. Fast growing species like Gliricidia sepiwdnl.Dalbergia sissoo etc are also being considered in the plantation programme. Adequate tree guards in the form of a brush Nxoodfence and branches of Prosopisfjiflor7a wvillbe made. The afforestation programme can be taken up in Route 2B, 3A. 3B and 3E. The adjoining forest land in the vicinity of these roads is shown in the Table---. A second tier plantation consisting of Prosopis juli0floa/Euphol-ia tiniricalli will be planted adjacent to the tree line. This shrub belt will function as a dust and noise barrier. Adequate budgetary allocation has been made tor the plantation and subsequent maintenance of the plantations. 6-2 Scott Wilson / CES tIE Kamataka State Highwavs En%ironmental Impact AssessmentReport Improvement Project Chapter 6 Plantations in the rotary of major intersections will also be undertaken for increasing the aesthetics of the surroundingarea. 6.2.4. Improper Road DrainageSvstem The carriagewaysin most of the project roads appear to act as drains. This has happened because the shoulders have become higher than the carriageway levels. It is important to note that nearly all parts of Karnataka are windy and suffer from aeolian erosion. especially during dry weather months. On the earthen shoulders, many types of shrubs grow. These arrest the moving dust and in time raise the shoulder height. Regular grubbing and dressing of earthen shoulders to establish a gentle slope away from the carriageway can be an effective mitigationmeasure. This has been taken care of in the proposed road designs. Altematively,paved/hard shouldersshould replace the earthen shoulders. 6.2.5. Effects of GrowingMining Economy Kamataka is rich in mineral resources and building stones. These deposits are mostly associated with the Dharwarian petrology, which covers a major part of Kamataka. This increases the load of suspended particulate matter in and around the mines. In addition, road-transport is used for transhipments of the extracted materialsto the consumingareas. The truckers have the habit of driving over loaded carriages. This is reflected in the axle-load survey findings placed in the First Interim Report. The over loaded trucks damage the road formations, leading to increased-maintenancecosts. The trucks carrying limestone traverse Route 3. especially in routes 3B, 3C and 3D. Some parts of all other routes are not totally free from this problem as these link the source with consumer-locations. Route I and 5A act as connectors to the consumer- locations, especially Granite that is mined in and around Mudgal Town which is around 40 km from the project routes utilise the project comdor for transportationof the stone blocks to Raichur and adjoining areas of Sindhnurand Gangavatitowvns. The GoK is taking various measures to control pollution from mining operations. One could also consider providing higher than the prescribed loads for two axle carriages in the reconstructed road formations. This is a risk covenng measure arising from less than effective policing on over-loaded trucks. Specific mitigation measures in terms of road fumiture have also been proposed in the engineering design. The PWD wvillinteract with the Police department and initiate random checks during the operation phase to prevent over loaded vehicles from plying on the road. 6.3. Impacts from Road Designs The design criteria for roads under upgradation have been noted in Chapter-3 of this report. Diverse types of impactscan arise on accountof implementingthe proposed design. These are as follows: * Impacts from Altered Design * Impacts from Diversion from Current Use of Land * Impact on people due to land acquisitionand displacement * Impacts on Regional Utilities * Impacts on Local Utilities • Impacts on Religious Structures * Impacts on Other CommunityAssets * Impacts on Avenue Trees * Impacts from Choice of Quality of Materials * Impacts on Road Safetv from ImprovedRoad Design 6-3 Scott Wilson! CES. IJIIE Karnataka State Hizhwavs Enwironmental Impact AssessmentReport Improvement Project Chapter 6 6.3.1. Impacts from Altered Design Vanous types of alterations of the road designs as proposed in Chapter -1 and improvements upon many components of the existing road have been suggested in the Final Design ot' the project routes. The magnitude of such alterations has been shown in Table 6-1. These are as follovs: * Reduction of Shoulder Width * Rectifying or Shifting Horizontal Alihnment * Placement of Improved Cross-drainage (CD) Structures * Reconstruction of Bndge or Causeway * Raising of Embankment * Rail Over Bridge (ROB) Reduction of shoulder width has been made in Route 4 in order to save a reserved species of trees called Terninalia chebuila (Allalemara) in the avenue plantation. Many bad horizontal alignments in the existing roads were corrected to retain as much as possible the designed traffic speed. Inadequate number of culverts as well as damaged culverts had to be amended. Embankmnent height has been raised to protect the sub-grades from altered hydrological conditions. In addition to the raising for the protection of the pavement, under pavement drains below the sub-grade has been included in the design. While improved CD structures and bridges would be constructed at the same site, any significant negative impact on local hydrology is not expected. However, care should be taken during construction phase to reduce turbidity in the rivers. especially where diversion-structures are to be laid. No Rail Over Bridge (ROB) is required in any of the routes. The detailed information on the location of each of these alterations and their starting and ending chainages have been shoNvnin Appendix-6.1. The required mitigation measure is to implement the design carefully during construction phase. Table 6-1: Magnitude of Impacts from Altered Design (Nlagnitude Indicated by Length in meters or by numbers) Route Parameters Reductionof Rectifying Improvement Improvement Raising of ROB Shoulder or Shifting of culverts of Bridge or Embankment Width Horizontal Causewav Alignment N.il 1020m 76 23 3450 m Nil 2A Nil Nil 60 19 5300 m Nil 2B Nil 3950m 39 4 2400m Nil 3A Nil 1950 m 12 2 8000 m Nil 3B Nil Nil 32 10 2400 m Nil 3C Nil 1200 m 24 10 6000 m Nil 3D Nil 2350m 69 14 5000m Nil 3E Nil Nil 34 6 3300 m Nil 4 5005 ni I 200m 13 8 Nil Nil 5A Nil Nil 18 6 900 m Nil 5B Nil Nil 16 2 Nil Nil 6.3.2. Impacts from Diversion from Current Use of Land In order to implement the altered road design. some land is to be acquired. This wvillcause diversion ot land from current use. The required mitigation measure is to follow the land acquisition procedure detailed out in Chapter 2 and to impiement the Resettlement Action Plan (RAP) according to the State's policy on entitlement. Table 6.4shows the magnitude of land acquisition. The details on both these issues have been presented in a separate report on Social Impacts. This would require transfer of land from the concerned govemnmentagency to the PWD. Table 6-2: Extent of Land Acquisition ,Magnitudeindicated in Sq.m/Hectares) 6-4 ScotnWilson CES IIIE Kamataka State Highways Enmironmental Impact AssessmentReport Improvement Projcct Chapter 6 Route Land in existing ROWA' Total additional Land Percentage of In Sq.m( Hectares) requirement Acquisition to In Sq.m( Hectares) existing RON4V l 22.99.500(229,95) 9628.681(0.96) l 0.41 2A 11.61.1)0 (116.11) 20649.938(2.06) 1.78 2B 8.18.600(81.86) 26330.825(2.6) l1. 3A 6.90.000 (69.00) 64.177(.0064) 0.009 3B I1 .56.000(115.60) 2157.633(0.02) 0.18 3C 6.60,930 (66.09) 4717.458(0.047) 0.71 3D 21.88.000(218.80) 14953.303(1.49) 0.68 3E 13.79.200(137.92) 5660.746(0.5) 0.41 4 4.15.056 (41.50) 8217.44(0.82) 1.97 5A 7.20.000 (72.00) 239.442(0.02) [ 0.033 SB 321000 (32.10) 138.875(0.013) 0.04 6.3.3. Impact on people due to land acquisition and displacement The existing ROW is not sufficient for the considered design. For widening of the roads private land in the form of agricultural land, commercial structures, residential structures are getting affected and will be acquired as per the Land Acquisition Act. 1894. A comprehensive Resettlement and Rehabilitation (R & R) policy has been formulated detailing the benefits to be extended to the Project Affected Persons under this project. Since many people are dependent on the road users and the road for their livelihood, the shifting from the current place will affect their sustenance. In addition to it many encroachers and squatters have occupied the ROW and pursue their commercial activities from there. In certain stretches residential encroachers and squatters are also observed. Based on the R & R policy a detailed Resettlement Action Plan (RAP) is being prepared as per the World Bank Guidelines described in their Operational Directive - OD 4.30. The RAP addresses the issues pertaining to displacement of Project affected persons (PAPs) and their rehabilitation and resettlement. The total number of Project Affected persons (PAPs) is 4543 and the total number of Project Affected Families (PAFs) is 753. The route and link wise PAPs and PAFs are shown in Table 6-3. Table 6-3: PAFs and PAPs along the Project Routes Route Projected Affected Projected Affected Families (PAFs) Persons (PAPs) l 205 1313 2A 167 900 2B 88 591 3A 21 111 3B j 60 336 3C j 14 85 3D j 63 367 3E 9 56 4 l 92 567 5A 18 103 SB 16 114 Grand Total 753 4543 The land acquisition involved is vern marginal. The additional land required for the project is only 9.38 hectares. Out of this 9.38 hectares. 4.71 hectares is tgoverrment land and involves inter departmental transfer of land. 4.67 hectares of land are to be acquired from private owners. The details of the land acquisition. ownership and landuse are covered in the Resettlement Action Plan (RAP) report. 6-5 Scott Wilson CES IIIE KamatakaState Hi2hwavs Environmental Impact Assessment Report ImprovementProject Chapter 6 6.3.4. Impacts on Regional Utilities A variety of utilities serving the regional needs are currently placed within the ROW. The details of these that are falling in the corridor of Impact are presented in Table 6-4. The categories of such utilities are as follows: * Optical Fibre Cable Posts * Telephone Box * Telephone Poles * Power Lines * Power Transformers * Electric Poles The required mitigation measure would be to ask in advance the relevant owners of these utilities to shift those before construction starts to avoid disruption of regional services. It is the PWD's responsibility to make the land available to the contractor free of all encumbrances before construction begins. Table 6-4: Magnitude of Impacts on Regional Utilities (Magnitude indicated in Numbers) Route Optical Telephone Telephone Power Electric Fibre Cable Box Poles Transformers Poles Posts l 27 - 121 7 300 2A 163 2 268 22 560 2B - 2 94 11 211 3A 65 30 6 98 3B 210 - 104 I 330 3C 159X 1 41 3 170 3D l234 1 104 6 242 3E |13 2 74 7 101 4 9; 1 46 1 45 5A l5 - 40 4 84 5B 79 - 63 8 146 Total 1428 9 985 76 1 2287 6.3.5. Impacts on Local Utilities Many types of utilities serving local needs are now placed within the ROW. The details of these are presented in Table 6-5. The categories of such utilities are as follows: * Lamp Posts * Water Lines * Hand Pumps * Water Taps * Dug Wells * Bore Wells The required mitigation measure would be to ask in advance the relevant owners of these utilities to shift those before construction starts to avoid disruption of local services. It would be judicious for the PWD of the GOK to assist such owners. be they local institution. communities or individuals, to gyet land for new locations. Table 6-5: Magnitude of Impacts on Local tUtilities (Magnitude indicated in Numbers) Route ! Lamp Water Hand | Water Bore Wells Posis Lines Punips Tapss 6-6 Scott\Vilson / CES IIIE Karnataka State Hwghways Ens ironmenral Impact AssessmentReport Improvement Projcct Chapter 0 Route Lamp Water Hand Water Bore Wells IPosts Lines Pumps Taps 1 629 5! 23 2A 33 - 5 1>7 13 2B 8; l l 5l 4 3A 16 l 1 2 3B 13 - 3 - 3C - 108 4 33 3D - I 51 1 3E 6 _2 4 5 4 6 2 4 5 5A ~ ~ - - - 4 3 5B 35I I Total 178 i 108 23 38 89 6.3.6. Impacts on Local Religious Structures There are many types of religious structures located within the ROW. These will need new locations. The required mitigation measure would be to assist the owners. be they local institution, communities or individuals, to get land for new locations. Table 6-6 lists the various types of religious and sensitive structures getting affected. The PWD will ensure that the idols/artefacts are relocated in the new structures before demolishing the structures falling in the corridor of impact. The PWD will construct these new structures at a site identified by the project authorities in consultation with the local communities. Table 6-6: Local Religious Structures falling in the Corridor of Impact .______(Magnitude indicated in Numbers) Route Temple Shrine Samaadhi/ Gravevard* Aralikatte Mazaar ______~2 10--- 2A 2 11 3 2B 5 3 - - 3A I - 3B - 3C I 4 3D 4 f 3 1- 3E - I 1 4 33 5B 1 3 ______ Total 20 36 l 1 7 Note: Aralikatte - Platforms constructed around Ficus religiosa and .caciafjerruginea trees. *- Boundary Wall of the graveyard is getting affected 6.3.7. Impacts on Other Community Assets The road upgradation project would have impact upon other communitv assets like. parts of land of Colleges and Schools and also of the Bus Stands. Their magnitudes are shown in Table 6-7. The required mitigation measure for land acquisition should be followed. Bus Stands should be relocated with the assistance of the PWD of the GoK .on roadside. The Bus Bays has been provided for in the Final Design. It is pertinent to mention that only the boundary wall of the Al-Ameen Medical College is getting affected in Route 4. The College .- \dministrative Building is the nearest to the roadside at a distance of 6-7 Scott W\ilson CES, IIIE Kamataka State Hiehwa%s Ensironmental Impact AssessmentReport Improvement Project Chapter h around 150m from the boundary wall and moreover it is located on a higher level than the road. Alreadv the college authority has initiated plantation in the open areas. In route 3B near Jevargi the school playground is bv the roadside and the school building is around 120m away from the roadside. The PWD will develop the avenue plantation alone the road length and also involve the School Authorities in explornn the possibility of establishing another row of trees and shrubs in the school ground. The total number of educational institutions and medical centres near the project routes are listed in Appendix 6.2. Table 6-7: Magnitude of Impacts upon Other Community Assets (Magnitude indicated in Numbers) Route Parameters Colleges Schools Bus Stand 2A -- 3 14'E. I __ - 4 3B jr- 1 5 3C 6 Total 11 37 6.3.8. Impacts on Avenue Trees On account of widening the roads as also for rectifying the horizontal alignments some trees would unavoidably be felled. The magnitude of such impacts is discernible from Table 6-8. It appears that 14 trees on the average per km are to be felled. This appears to be reasonable. The major contributory factor behind number of trees requiring felling in routes or links is the location of the trees at a distance of 3.5-5.5 m from the existing centreline and the need to raise embankment height. The trees that are located in the Corridor of Impact (COI) are the only ones that are to be felled. Changing the alignment due to the roadside trees is a constraint as already mentioned that the trees coming in the COI are at a distance of around 3.5m- 5.5m from the centreline. The stretches where there is off centric COI from the existing centreline, a few more trees on the edge of the ROW are getting affected. The felling of these trees is inevitable. No cost effective engineering solution other than embankment raising and additional cross drainage structures could be envisaaed as this option has been suggested in low lying area that are often prone to inundation during monsoons and due to uncontrolled discharge of irrigation waters. Moreover. the roads pass through irrigated areas and additional land acquisition will be an expensive option. Therefore in areas wvhereembankment construction is proposed. tree felling is involved. Appendix 6.3 lists the details of trees on either side of the project routes. Table 6-8: Magnitude of Impacts from Felling of Avenue Trees (Magnitude indicated in Numbers) Route Girth <30cm >30cm& >60cm&< >90cm&:<180 >180cm Total No.per <60cm 90cm cm km 398 I 632 484 Nil Nil 1514 20 'A | 361 1-4 467 Nil Nil | I2002 2B ]O r S-1 237 Nil Nil 429 16 3A Nil i1 13 1 7 16 56 3B 627 cc 125 144 Nil 393 6-8 Scott Wilson iCES IIIE KamatakaState Highways Ens ronmentalImpact Assessment Report Improv,ementProject Chapter6 3C Nil 47 71 104 144 366 10 3D 90 140 201 179 Nil 1 610 10 3E Nil 101 214 60 47 422 9 4 0 27 181 1 Nil Nil I 21S SA 50 20 122 Nil Nil 192 10 I 5B 3a is 138 Nil Nil 191 16 Total I 14 1315 2253 504 207 5393 14 ofallI Routes | In Table 6-9, the number of trees to be felled has been classified in terms of different species for all the five routes. None of the species are endangered. Table 6-9: Species wise Number of Trees in the Proposed Corridor of Impact Tree Species Route I Route 2 Route 3 Route 4 Route 5 Total Acici aiurwcliformi7s 23 _ 23 Acacia ferrtiginea 3 3 Acacia lan-onum 72 j 72 Acacia nilorica 760 | 130 180 _ _ 1070 Albi:iaainara - 15 - - 13 28 Albi:ia lebek - 31 100 - - 131 Azadirachta indica 380 603 270 50 148 1451 Dalbergia sissoo 50 54 250 45 - 399 Delonix- regia 190 232 60 30 512 Eucalipfus teretcornis - 38 195 - - 233 Ficus Ben ghalensis 9 - 80 2 - 91 Ficus rehlriosa - 39 - 2- 41 Gliricilia sepiLtn 14 108 172 - - 294 Mantgiferaindica - - 150 - 150 Pongainia pinnata 16 - - - - 16 Tanariilhus indica 30 77 120 86 142 455 Telintialia chlehutla 65 104 175 - 80 424 Total 1514 1431 1847 218 383 5393 The required mitigation measures are many indeed. In the first instance. a survey has to be conducted in collaboration with the Department of Forest of the GOK. Then permnission to fell trees would have to be obtained from the designated authority. Then nurseries will have to be established with the help of the Department of Forest. Simultaneously appropriate institutions will have to be entrusted with the job of replanting of avenue trees as per the rules of the MOEF and for their subsequent maintenance. The procedure has been stated in Chapter 2. The views expressed by the local people during Public Consultation (see Chapter 7) should be noted in this regard. The involvement of the village populace and the village panchayats in the plantation programme will be an added advantage. The public consultations have revealed in quite a many places the wvillingrness of the public in getting involved in the environmental enhancement measures. As recommended by the MOEF, the most effective species to absorb the various elements of traffic related pollutants are. A:7adirachta itidica (Bevu or Neem). Taniarindus indica (Hunsemara or Tamarind). Ficits benighlalensis (Aladamara or Banyan), Terninaillia clhebutla (Hallalemara or Arjun) and Dalbergia sissoo (White Beete or Shisham). All these species were found to be the major constituents of the existing avenue plantations. These are also the preferred species in the avenue- plantations by the Kamataka Forest Department. The Forest Department is also planting Acacia attriculijormalis,Albi_ia lehek. Albi:ia amara aniidklangifwra ind(licaralong the roadsides. The most effective sound barrier has been Prosopis juliflor-a(Bellaryjali). This has been widely used in the existing roadside plantations. This species grows on all tvpes of soils and responds by profuse shoot formation after repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of 0-9 ScottWilson, CES IIIE Kamataka State Hlgkh%a\s En,ironmental Impact AssessmentReport Improvement Project Chapter 6 more than 80 paise per kilo. The thoms prevent penetration of animals through the bushes. The leaves provide good mulching materials for soil improvement. Healthv plants produce two harvests of pods. which are very nutritious animal feed. Mature and rtpe seeds are edible and nutritious for human beings. because of high protein content. This species should be planted as second row of the avenue plantations. The P\VD is also considering planting Eu,plhor-hialtiruicalli as the second tier. As alreadv discussed in section 6.2.3. the plantation programme will be taken up immediately after the Construction phase with the participation of the State Forest Department. 6.3.9. Impacts from the Choice of Construction Materials The suggested specifications for the different formations of the roads under upgrading appear reasonable. Nevertheless. the thickness of the different components of the road-formation would under go modifications in tune with the bearing strengths of the available matenrals. Since the nature of available materials would vary between regions, the total thickness of the fornations is likely to vary between the locations of the project roads. However, careful supervision is warranted while using the diverse materials. In this regard, three observations noted belowvmay appear pertinent. All related to the choice of materials. Gravel & Borrow Pit In the first instance, one should note that soil with gravel (moorum) occur extensively over nearly all parts of Kamataka, but is generally associated with rather high clay fractions. Proper homogenisation with sand would add to the stability of the road embankments. Connected to this situation is the location of borrow-materials. Borrow pits are generally located along the road corridors. Water accumulates in these pits during the rainy season, which in tum can act as disease vectors. Proper dressing of the pits would be environmentally desirable. Use of Alternative iMaterials Secondly, apart from moorum, options exist on the use other materials for embankment construction. These altemative sources are fly ash from thermal power stations and re-use of the materials excavated form the damaged roads. Transhipment of fly ash requires very careful handling to avoid adding to the load of suspended particulate matter along the routes. Use of slurry in covered trucks is the required mitigation measure. But the travel distance would be a limiting factor on the use of fly ash. Raichur thermal power station is the major source of fly ash. Only the nearby road-links can take advantage of this source. The use of excavated materials from the damaged roads is a good idea. But it would not be possible to re-use the bitumen-contaminated matenrals from excavation. Bitumen is known to release phenol. Dumping of such material anywhere and every where is not permissible under the CPCB Rules. Hence their disposal should be made in clay-lined pits of abandoned stone quarries. Mines All the mines and quarries to be used for obtaining construction materials for the project roads are licensed units. Due to increased production, some negative impacts can be apprehended. However, it would be appropriate to inform the Karnataka State Pollution Control Board (KSPCB) about the specific mines used for obtaining construction materials. since these are in their purview. Decision should also be taken in consultation with the KSPCB on the proposed location of stone crushers. If the stone crushers get located near the construction site. then adequate measures must be taken to control dust pollution and noise level. The contractors should also purchase the construction materials from licensed quarries only. In case new mines are to be utilised bv the contractor proper clearance and licenses should be obtained from the state pollution control board and the Department of Mines and Geology respectively. 6.3.10. Accidents and Road Safety The traffic studies have identii'ied areas with heavy traffic intensity and acute-angle intersections. which require junction improvements and widening of roads in congested stretches. The locations of these intersections have been noted in Chapter 4. The Strip Maps show the locations of congested (-10 Scott \Vilson / CES, IIIE Kamataka State Hiih\%avs Environmental Impact AssessmentReport Improvement Project Charter 6 places. The road improvementplan has suggested improvementof junction points and improvements in the vertical profile and straightening of the road in stretches with acute curves. Appropriate road signage and svmbols have been suggested to forewarn the road users. Tabie 6-10 shows the total number of the proposedBus bays in the project routes. Appendix 6.4 lists the locations of these bus bays and their chainages. Table 6-10: Proposed Bus Bav Locations along the Project Routes Route Proposed Bus Bavs .I 16 2A 18 2B 10 3A 5 3B 10 3C II 3D 14 3E 12 4 4 5A 7 SB 3 6.4. Impacts during Construction Several types of negative impacts upon environment do happen during construction of roads, primarily due to negligent practices. Responsible supervision is needed to avoid and to mitigate such adversities. The contexts of such impacts are noted below. * Impact on Land Resources * Impact on Soil Quality * Impact on Water Resources * Impact on Water Quality * Impact on Air Quality * Impact on Noise Level * Impact on Biological Environment - Impacts from Sanitation and Waste disposal * Other impacts Each of these requires specific mitigation measures. 6.4.1. Impact on Land Resources Some land will be needed to establish site office and construction-labour camp. Both will require land acquisition, although for a short period. Temporary leasing of private land can be seen as alternative to land acquisition. Reinstatement of original quality of land is an essential. A substantial amount of land would also be required for borrow pits. Here. use of the instruments of land acquisition wvould be unavoidable. Complete reinstatement of the original condition after removal of borrow materials will not be possible. However, dressing the sides of the borrow pit to create a slope consistent w ith the level of the adjoining land would be better than leaving the hollow altogether unattended. The ground water level being high in most of the project routes the utilisation of these pits for water harvesting and ground water recharge is verv much limited. As a supplementary action. the local villagers may be encouraged. through public consultation, to use these pits for compost making. 6v-i IScott \Vilson CES IIIE Karnataka State Hiuhwavs Environmental Impact AsscssmentRepon Improvement Proiect Chapter 6 6.4.2. Impact on soil qualitv Soils of eastern Kamataka are prone to erosion due to their characteristics. Scounng of soil is expected along the roadside earthen drains leading to siltation. Penodic maintenance of the drains is the required mitigation measure. Construction areas near culverts and bridges are likely to be prone to erosion. particularly during monsoon season. Hence. construction activities for culverts and bnidges should be limited to dry seasons. The embankment slopes will be vegetated with native seed mix to prevent soil erosion. 6.4.3. Impact on water resources There are many bridges and culverts in the given network of the roads selected for improvement. Some of these will require replacement. Care should be taken to place the bridges and culverts approximatelv at the locations of the original structures. This would cause minimum of long term adverse impacts on the given watercourses. During reconstruction of such structures. diversions are required to avoid impairing the traffic. Care should taken to prevent erosion of these diversion structures. Aquatic ecological systems are precious. Hence care should be taken to avoid impairing these. Roads can act as dams. impeding free run off along the sloping terrain. It would be necessary to place adequate number of culverts with carefully designed capacities to avoid adverse impacts on water resources. It is also necessary to note that accumulation water on one side of the road damages the road structures. Establishing roadside drains lead to natural drainage channels. Hence all cross drainage structures and roadside drains should have adequate capacity to discharge the run off from probable highest rainfall in 24 hours as per the IMD Data-book. The map showing regional variations of such rainfall has been placed in Chapter 5. 6.4.4. Impact on water quality No permanent impact is anticipated on water quality due to the project. Construction activities may temporarily deteriorate surface wvaterquality near the alignment through increase in turbidity as well as in oil and grease. Some of the important mitigation measures are as follows: * All water and other liquid wastes arising from construction activities will be properly disposed off and will not be let into any water body. This can be realised by acting as noted below: * Littering or unauthorised discharge will not be permitted; * Permission of the engineer and the concerned regulatory authorities will be obtained for disposal of the wastes at the designated disposal point. * The stream courses and drains wvillbe kept free from any dumping of solid wastes and earth material. * All the natural and artificial water bodies will be protected from possible modes of pollution like runoff of the earth material to the water course. blockage of drains and culverts due to spillage of materials and other drain off which contribute to siltation. * Details of temporary drainage system (Including all surface channels, sediment traps. wvashing basins and discharge pits) will be submitted for approval prior to commencing of construction works. 6.4.5. Impact on Air Quality Moderate air quality impacts during the construction phase of the project can be anticipated due to the uses of construction machinery and fugitive dust generation in and around the construction site due to vehicular movement and handling of materials. It has been noted in Chapter 3 and 5 that the SPM and RPM levels are generally high in Kamataka and xvell beyond the prescribed limits in urban areas like Sindhnur and Gangavati. Regulation of traffic and pedestrian movement is of particular concern in the urban areas during construction. as the regular traffic will have to be diverted to other temporary roads for the period of constrmction. The required mitigation measures are ScottWilson CES, IIIE Kamataka State HiLhx\avs Env ironmental Impact AssessmentReport Improvement Protect Chapter 6 * Asphalt and hot mix plants should be located at least 500-metres away from inhabited urban and rural settlements. * Trucks carrying earth. sand or stone should be covered with tarpaulin or canvas sheets to avoid spilling. * Fugitive dust should be controlled by sprinklingwvater. and * Regular maintenanceof machinery and equipmentshould be camed out. The thermal power plant at Raichur is a major source of fly ash. It is relatively strong when compacted. It has compaction characteristicssimilar to natural sand. The fly ash can be easily utilised in Route 1, 2A. 5A and 5B. Its utilisationwill be limited to these stretches as the lead distances and transportationcost involved with respect to other project routes will be very high. Transhipmentof fly ash requires very careful handling to avoid adding to the load of suspended particulatematter along the routes. Use of slurry in covered trucks is the requiredmitigation measure. 6.4.6. Impact on Noise Level Temporary impacts in the immediate vicinity of the project may occur due to construction. The magnitude of impact will depend upon the specific types of equipment used and on the construction methods employed. Care should be taken to reduce such impacts. Based upon previous studies and measurements. the construction equipment appears as a point source of such negative impacts. With source strength of 95 dB(A) at a reference distance of 2m. the noise produced should not exceed 45 dB(A) beyond a distance of 250m, the drop off rate being 6 dB(A) for doubling the receptor distance from a point source. In view of this, the construction equipment will be located at least 250m away from inhabited areas. This would be the essential mitigation measure. In addition. one should note that the workers near construction equipment are likely to be exposed to an equivalent noise level of 80-95 dB(A) in an 8-hour shift. The generated noise may affect workers. They would require protection devices like earplugs. Other ancillary mitigation measures are source-control and scheduling of construction activities. Source-control means that all equipment will be maintained in good condition, properly designed engine enclosures and intake silencers will be employed. Scheduling of project activities means that all operations will be scheduled to coincide with periods when people would be least affected. Constructionactivities will be strictly prohibitedbetween 10 P.M and 6 A.M. in the residential areas. Especially in sensitive areas like in the vicinity of Schools, Hospitals and Health centres due care would be taken not to establish the constructionequipment and machinery near these. 6.4.7. Impact on Biological Environment No impacts to threatened or endangered plant species are anticipated. Nevertheless. actions specified under Sub-section 6.2.3 and 6.3.8 above must be strictly followed. 6.4.8. Impacts from Sanitation and Waste disposal Sewage and domestic solid waste generated at the construction workers colon,v shall be properlv disposed off. Improper management of these solid wastes may lead to health and hygiene related problems. The applicable PWD specifications for labour camp development for type A construction will ensure that adequate sanitation at the workers' colony is maintained. The basic mitigation measures are: * The contractor shall install adequate lavatories at the construction camp to cater to the requirements of the workers. * The contractor at the campsites shall build Septic Tanks. * Proper collection system for domestic refuse and its segregation and disposal *vill be ensured. * Periodic health check-ups of construction workers will be undertaken. 6-1 Scott WVilson CES IIIE KamatakaState Highwayas EnvironmentalImpact Assessment Report Impro%ementProject Chapter6 6.4.9. Other impacts Some short-term impacts mav happen during the construction phase. The locations and contexts of such impacts are * Site Office * Equipment Storage and machinery maintenance * Traffic Diversion and Safety aspects • Employment Opportunities Site Office Temporary impacts may occur due to the construction of site offices and labour camps. The following impacts are envisaged: * Land acquisition. * Destruction of vegetation. and * Poaching and illegal timber cutting. These impacts are likely to be of marginal severity and can be mitigated by following good construction camp practices. Equipment Storage and machinerv maintenance The site area should have a proper maintenance shed for the regular maintenance of the construction vehicles and the waste emanating from the maintenance shed should not be allowed into any water body. The oil and Grease change of the equipment and vehicles should be carried out in the service area designed for the vehicles and the wastes should be collected in containers and bins before selling them off. Proper sand beds should be developed to prevent the flow of oily wastes. The tar-coated drums should be properly stored in the site area and can be used for demarcating the diversions during construction phase with proper fluorescent markers. The drums can be used for storing water for construction purposes. Under no circumstances uncleaned drums should be used for storing drinking water. Traffic Diversion and Safetv aspects Short term impact associated with this project. will be traffic diversion and management during the construction phase. Suitable traffic management system will be devised and finalised with the concurrence of the Police Department. Assistance of the Police Department would be necessary to regulate traffic. A comprehensive Traffic Management Plan during construction phase has already been formulated and included in Chapter 3: Detailed Road Design. Section 3.13 of the Detailed Engineering Design Report. Employment Opportunities The construction activity can provide opportunities to the residents of the neighbouring area to earn. They may come to provide labour or to service the construction camps. It is necessary to ensure that the persons after completion of construction works return back to their homes and not set up squatter colonies. 6.5. Impacts during Operation Phase The operation phase impacts mainly arise due to vehicular movements. These can be grouped as follows * Impact on Land Ltse. • Impact on Air Qualit. * Impact on Noise level. * Impact on Biological Resources. * Accident Hazards and SatIetv. and * Aesthetics 6-14 Scott\Vilson; CES/I IIIE Ka-nataka State Hiihwavs EnvironmentalImpact Assessment Report ImprovementProject Chapter6 6.5.1. Impact on Land Use The land use pattern mav experience some changes on the roadside like the coming of commercial establishmentsand other road induced developments.The local statutory bodies will strictlv enforce land use control measures to regulate development of commercial. residential and industnal infrastructure.development of squatter settlements on the slopes of the embankrnentsand on vacant areas of the existing and acquired ROW will be prevented and monitored. 6.5.2. Impact on Air Qualitv Increase in vehicular traffic is assumed in the very design for road upgrading. Consequent nrse in the level of vehicular emission as well as of noise is only to be expected on all road segments in future. Creating a vegetation screen along the roadside having a two-tier arrangement will absorb pollutants and arrest dust entrainment. The details of Avenue Plantations have been presented in Sub-section 6.3.8 above.At the operation phase maintenanceof avenueplantation would be necessary. Other measures on reducing impactson air qualitywould be * Phasing out of old vehicles, * Promote increasinguse of fuel-efficientengines, * Promote use of catalyticconverters for petrol vehicles, and * Promoteuse of smoke traps for diesel vehicles. It may be noted that increasedtraffic speed will reduce localised concentrationof pollutants and result in faster dispersionof the pollutants. It is difficult to predict the pollution level from vehicles. since it is not known how the adoption of new technology vehicles would proceed. It is. however, possible to assess the future pollution load on the assumptionthat the old technology vehicle would persist. The unit load of pollutants from different types of vehicleshave been estimatedunder the same assumptionby the Indian Instituteof Petroleum, which is presentedin Table 6-11. Table 6-11: Emissionfactors of different vehicles (g/Km) Tvpesof Vehicle CO HC NOx SOx Pb TSP Two Wheeler 8.3 5.16 - 0.013 0.004 Cars 24.03 3.57 1.57 0.053 0.0117 Three Wheelers 12.25 7.77 - 0.029 0.009 Buses-Urban 4.381 1.327 8.281 1.441 - 0.275 Trucks 3.425 1.327 6.475 1.127 0.45 Light Commercial Vehicles 1.3 0.5 2.5 0.4 O_.I Note: TSP: Total SuspendedParticulate. Source: Indian Institute Of Petroleum. 1985 Based on these factors, the current loads of vehicular pollution as well as those expected in 2008 have been estimated in Table 6-12. Though there is an observable increase in the pollution load in 2008 when compared to 2000 figures yet it is very low. 6-I1 Scott Wilson , CES 1IIE Kamataka State Hich%vavs En%ironmental Impact Assessment Report Improvement Protect Chapter 6 Table 6-12: Pollution Load of Pollutants along the project Routes (In Tons/Km/day) l ~~~~~~~Parameters Route, Year 1TSPSOx NOx Pb HC CO l I 2000 0.0003 0.0010 0.006 9.51E-06 0.008 0.02 2008 0.051 0.168 1.05 0.016 0.02 3.63 2A ' 2000 0.0004 0.0012 0.007 1.78E-05 0.018 0.04 2008 0.040 0.131 0.82 0.036 0.05 3.99 2B 2000 0.0004 0.0013 0.008 2.28E-05 0.022 0.05 2008 0.023 0.076 0.47 0.051 0.06 2.62 3A 2000 0.0003 0.0009 0.006 6.22E-06 0.004 0.02 2008 0.007 0.023 0.15 0.010 0.01 0.44 3B 2000 0.0003 0.0011 0.007 1.16E-05 0.009 0.03 2008 0.023 0.087 0.56 0.019 0.03 2.21 3C 2000 0.0004 0.0013 0.008 1.90E-05 0.016 0.04 2008 0.034 0.120 0.76 0.039 0.04 3.74 3D 2000 0.0004 0.0013 0.008 1.34E-05 0.010 0.03 2008 0.047 0.157 1.01 0.027 0.03 3.92 3E 2000 0.0008 0.0027 0.018 4.69E-05 0.034 0.09 2008 0.080 0.270 1.82 0.207 0.09 10.23 4 2000 0.0004 0.0015 0.009 1.67E-05 0.014 0.04 2008 0.015 0.059 0.37 0.032 0.04 1.58 5A 2000 0.0005 0.0016 0.010 1.98E-05 0.017 0.04 2008 0.020 0.065 0.42 0.052 0.05 1.84 SB 2000 0.0005 0.0018 0.011 1.89E-05 0.016 0.04 1 2008 0.014 0.046 0.29 0.057 0.05 1.11 Note: TSP: Total Suspendcd Particulate 6.5.3. Impact on Noise level Increase in noise level is anticipated due to increase in traffic movement. The impacted areas are basically the towns and the other places having a semi-urban profile and which function as major market centres and where inter-modal transfer of commodities is involved. Proper traffic management and legal measures can easily control the unwanted increase in the noise level. Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting of local shrubs and trees will be planted along sensitive receptors like hospital. schools and administrative offices. Noise levels near urban stretches have been predicted by using the following relationship. L = 10 Log1oq - 10 Loglod + 20 Log1ou + 20, where. L is mean noise level at receiver located at distance d (in Metres) from the source in dB (A) d is distance betwveenreceiver and pseudolane at the centre of the traffic lanes q is traffic volume. v ehicles per hour u is mean speed of traffic. miles per hour The above relationship assumes that there is no obstruction such as high building or high wall between the roadway and the point at which the noise level is being predicted. The traffic details are as per the existing traffic. Table 6-13 shows the estimated noise levels. (-16 Scott Wilson iCES' lIIE KaamatakaState Highwavs En\ ronmental Impact AssessmentReport Improvement Project Chapter 6 Table 6-13: Predicted Noise Levels (L) (In dB (A)) Route q d U L I 100 I 34.027 58.87 2A 181 15 34.027 61.45 2B 215 15 34.027 62.19 3A 63 15 31.946 56.32 3B 107 15 31.946 58.62 3C 119 15 31.946 59.08 3D 163 15 31.946 60.44 3E 350 15 31.946 63.76 4 158 15 33.19 60.64 5A 186 1i5 32.733 61.23 5B 184 15 32.733 61.18 The maximum predicted noise level of 63.76 dB (A) is well within the limits prescribed for Commercial areas. Previous field measurements and observations have shown that a vegetative screen attenuates noise level by 7 -10 dB (A). This implies that the noise level in the area will be within the limits prescribed for residential areas i.e. 55 dB (A). The point to be noted here is that when compared to night -time ambient sound level in the urban areas, it is high but when the road is widened and with smooth traffic flow the noise level will come down appreciably. A few hospital and school buildings are located around 50 m from the centreline. Previous studies have established a drop off rate of 6 dB (A) on doubling of the receptor distance. Providing a high wall and vegetation will dampen the noise level by a large extent in such sensitive locations. It also indicates that proper land use control should be exercised in designated sensitive areas by the appropriate govemment agency. 6.5.4. Impact on Ecological Resources The roadside plantation. once undertaken, will greatly enhance the aesthetics of the road and also function as a pollution arrester and prevent surface runoff in stretches prone to soil erosion. It needs mention that no negative impact is anticipated on forest vegetation and the fauna during operation phase. The villagers can be involved in maintaining the Prosopisjuliiflora shrubs that has been suggested as the second tier plantation and in turn they can source their fuel wood from these plantations by pruning the branches of the shrubs. The only precaution that has to be exercised is that the shrubs are not uprooted to meet the fuel wood needs. This is one wvayof preventing the villagers from indiscriminate felling of the trees and other vegetation for fuel. 6.5.5. Accident Hazards and Safetv During the operation phase, accident hazards will be greatly reduced and the widened road will ensure smooth and fast flow of traffic. The event that could pose significant environmental risk is the accident of vehicles carrying hazardous cargo. Spillage of hazardous chemicals and subsequent run off into a water body may have significant adverse environmental impact. To handle such problems, the area of spillage should be immediatelv cordoned off and be made off limits to the public. At all costs run off of the chemical into any water body should be prevented. Side drainage channels and collection sumps at the landfall points need to be provided for collection and safe removal of hazardous materials. Emergency response mechanism should be evolved to tackle accidents and spillage of hazardous nature. (-17 Scott Wilson / CES / IIIE KamatakaState Highwavs Environmental Impact Assessment ReponT Improvement Project Chapter 6 6.5.6. Aesthetics The roadside plantation, in addition to functioning as pollution screens. will add to the aesthetics of the road. Road fumiture. if properly desianed. can also contribute towards attractiveness of the road to the users. 6.6. Concluding Observation An attempt has been made to assess and compare the quality of environment in the Studv Area under three assumed scenarios as * No Project * Project without Mitigation Measures Implementation * Project with Mitigation Measures Implementation Granting that subjectivity would always be there in such assessments, the advantage of comparison between the three scenarios would still be possible because the subjective weightage have been kept constant between them. A matrix has been developed taking into account twelve impact areas. The twelve impact areas have been taken into account keeping in view the main resources that will get affected due to road development. In this context, a weighted scheme approach has been adopted. This approach is based on the desire to assess quantitatively the impact and weight of that value by its significance or importance. The idea is to require environmental impact analyses to define two aspects of each action that may have an impact on the environment. The first aspect is "magnitude" (M) of the impact upon specific environmental factors. The term magnitude is used in the sense of extensiveness or scale. The second is the weighting of the degree of "importance" (W) i.e. significance of the particular action on the environmental factor in the specific instance under analysis. A scale of 1-5 has been used for the magnitude and importance. A "+" in front of the magnitude number indicates the impact is beneficial and "-" indicates an adverse impact. The product of the magnitude "AI" and importance "W" value gives the net impact of the action on the environmental resource i.e. the impact magnitude. The total impact score of a project altemative can be obtained by the sum of the impact magnitudes on the environmental resource in a given scenario. Based on this approach the maximum impact score that can be achieved is +300 i.e. a maximum impact magnitude of +25 for each parameter and summation for 12 environmental parameters gives a maximum impact score of +300 indicating positive and beneficial impact. Similarly the minimum score that can be achieved is -300 indicating negative and adverse impact. To distinguish between the three scenarios and to give it a qualitative aspect. the following classification has been adopted. Positive and beneficial impact +200 to +300 Positive and moderate impact +100 to +199 No appreciable impact 0 to + 99 Negative and moderate impact - I to -100 Negative and significant impact: -101 to -199 Negative and adverse impact: -200 to -300 The impact scores obtained for the three scenarios considered for the project route links are presented in Table 6-14. The details of the analysis are presented in Appendix 6.5. 6-18 Scott Wilsoni CES' IIIE Kamataka State Highwavs Environmental Impact AssessmentReport ImprovementProject Chapter 6 Table 6-14: No Project and Upgradation Scenario Assessment Route ENo Project Scenario Upgradition without UTpgradation*rith Mitigation Measures iMitigation Measures 1______1 -63 -124 -1 19 2A ! -85 -136 -131 2B -89 -152 -147 3A -48 -112 -110 3B -32 -96 -110 3C -32 -97 +100 3D -43 -120 +99 3E -37 -96 +101 4 -32 -120 +109 5A -31 -101 +108 5B -28 | -99 | +108 It is very clear from the scores obtained from the no project scenanro and project without mitigation measures scenario that both situations will certainly have a negative impact upon the environment. It is evident from the tables that implementation of the mitigation measures will not only enhance the existing environment but also have a positive impact upon the environment and also lead to optimal use of the natural resources. 6-19 Scott Wilson ! CES, IIIE Chapter 7 Public Consultation Kamataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Chapter 7 CHAPTER 7: PUBLIC CONSULTATION TABLEOF CONTENTS 7. PUBLIC CONSULTATION ...... 7-1 7.1. INTRODUCTION.7-1 7.2. CONSULTATION DURINGENVIRONMENTAL SCREENING .7-1 7.3. CONSULTATION DURINGMONITORING AMBIENT AIR QUALITY & NOISE LEVEL. 7-2 7.4. JOINT PUBLIC CONSULTATIONSWITH SOCIAL IMPACT ANALYSTS .7-3 7.5. THE STAKEHOLDERS' MEETING.7-4 7.6. PUBLICDISCLOSURE OF EIA REPORT.7-5 7.7. CONCLUSION.7-5 TABLE 7-1: DETAILS OF PUBLIC CONSULTATION...... 7-4 ToC-I Scott Wilson v CES / IIIE Kamataka State Highways EnvironmentalImpact Assessment Report ImprovementProject Chapter 7 7. Public Consultation 7.1. Introduction Even when a project cames environmental clearance and is not apprehended to infringe the stipulations of any Statute during implementation, keeping the concerned people informed is useful. Structured or unstructured consultation with the local stakeholders is the best means to keep the public informed about a project. Public consultation process helps in eliminating any apprehensions regarding the project and gives new insights to the problems faced by the lay public and also provides cost-effective solutions by participation of the affected populace in the implementation stage. Organising public consultation to disclose infortnation that is relevant to the publics, who are listening from their respective stakes in the society, needs careful planning. A successfully implemented consultation process will help ensure public support for the project. Once the territorial specificity of the project is determined it paves way for more cohesive and transparent discussion with the lay public of the affected area and the stakeholders. Hence the objective of this chapter is to record the various procedures adopted for public consultations as the specificity in the KSHIP was progressively attained. The review of this may assist the implementers of the given project. The procedures as outlined in the Operational Policy OP 4.01 on Public Consultation were referred to while conducting the public consultation. The procedures adopted during this process are: * Consultation during Environment Screening & Monitoring of Air, Noise, Water and Soil; * Consultation in tandem with those conducted by the Consultants concerned with Social Impacts; and - Consultation with the Stakeholders. 7.2. Consultation during Environmental Screening During field reconnaissance for Environmental Screening, care was taken to meet the people in the roadside teashops or near markets and to solicit their opinion on * The need for improving the given road; and * Their willingness to preserve the roadside avenue plantations. Some of the findings from Public Consultations carried out by the PCC during Environmental Screening are worth noting. These are as follows: a) Their general response was that regular repairing of any road is certainly desirable. But their counter question was: 'Would that create employment for the local people?" This is not a simple enquiry about their job prospects in the works. Probing their mind revealed that their general experience has been that the contractors bring in people from elsewhere and leave them near the site when the project is over. In consequence, social tensions emerge. The so abandoned involuntary immigrants ask for lower than the prevailing wage and, thereby, reduce employment opportunities for the local people. Unless the contractors are forced to take their labourers back, the problem cannot be solved. The above findings should be taken as an object lesson and the PWD as the project promoter should require the Labour Contractors to take back their labourers after the project is complete and to create job opportunities to the extent possible for the local labour. b) On the social responsibility for preserving the roadside plantations, their responses were less precise. They felt that a more compelling need is to insure supply of firewood. Amongst the 7-1 ScottWilson / CES, IIIE Kamataka State Highways EnvironmentalImpact Assessment Report Improvement Project Chapter 7 bushes. they find Prosopisjlulifora was good as these provide good quality of firewood continually. They harvest it wherever required, but without killing the plants all together. About the roadsidetrees, the usefulness of Tainaarindzsinzdica was appreciatedby many. Apart from this species. their generalpreference was for shade-bearingtrees. The above finding shouldbe taken as an object lesson while planning for avenue plantation. (c) An unsolicited response provided an interesting exposition of the problem faced by the local people with increasingtraffic of trucks. During rains, the trucks do not dare to drive on the earthen shoulders as the wheels sink into the mud. During this time, these trucks occupy a good part of the road and obstruct traffic coming even from opposite direction. As a result, traffic bottlenecks get created. These hurt them by delaying the arrival of public buses at the appointed stoppages.They had no concretesolution to offer. but felt that widening of the road would probably solve the problem. On the utility of the paved shoulders. they felt that the animal drawn carts shouldfind that useful and would probablyuse those if punitive measures were there for disobedience. It may be noted that designed project provides for both paved and earthen shoulders. Nevertheless, informing the local people that slow moving non-motonsed vehicles should use the paved shoulders would be useful. 7.3. Consultation during Monitoring Ambient Air Qualitv & Noise Level Monitoring of ambient air quality was started after the GoK selected the road-links for upgrading as well as for major maintenance.The programmeof monitoring involvedsupervision by the Consultants and staying at the chosen station for a stretch of 72 hours. This gave a good opportunity to interact with the neighbourhood communities.The findings from this phase of Public Consultationsare as follows: - No formal approach was made by the Consultantsto initiate any discussion.But during more easy hours of the dav many of them came out of curiosity to know what the Consultants were doing. They had not seen beforeany of the machinesthose were in use to monitor ambient air quality and noise level. The utilitv of these machines was explained. This promptedmany of them to ask for the purpose of measuring these at that given location. This opened up for the Consultants an appropriate opportunityto describe the basic contents of the KSHIP. They were told that some roads would be upgraded to a wider carriagewaywith paved shouldersand earthen shoulders as well. The discussion shiftedaway from the purpose of air quality monitoring. The object lesson of the above finding is that the organisersof Public Consultationshould arouse curiosity of the local communitieswithout assuming an ostentatiousposture. They should explain in simple terms about the utilityof the work that they are carrying out in understandablelanguage. This would prompt the respondentsto disclosetheir problems that requiremitigation. * Nearly all the people' present expressed happiness about the project. Some of them took upon themselves a newvrole to convincethe others about the usefulness of the project. The incredulous. however, wanted to know whetherall roads in the locality would be so upgraded.The Consultants explained that however much the govemmentwishes to do so. there is the problem of shortage of funds. This stimulated some in some places to state that they wish the given road had not been selected for upgrading. They said that the traffic volume has already become unbearable for the dust and smoke these generate.The problem is aggravating everyday with increasing volume of traffic so as to make crossing the road unsafe for the children and the aged. Such a situation offered the Consultantsan opportunityto explain the objective of monitoring air quality and noise level. If the levels of noise and pollution were found unacceptable,then that road might not be retained in the list for upgrading. A smile of disbelief was visible on them. The more polite amongst them stated that are happy to see the 'contractors" doing their work paid for with care. 7-2 ScottWilson i CES/ IIIE Kamataka State Highwavs Environmental Impact AssessmentReport ImprovementProject Chapter7 They have seen manv contractors taking little care of the quality of the work given to them. The GoK should maintain strict supervision and apply puntive measures on the defaulters. The above finding is important on two counts. In the first instance. it suggests that the local people desire to put in their suggestions about the probable contents of the project and wish to do so from the initial stages of project formulation. Secondly, it is necessary to inform the local people that the official project designers equally share their concern and explain how they are trying to meet such concerns. * These inter-actions were never structured beforehand. It was kept free floating to proceed in tune with the mood of the listeners. These moods reveal their basic concerns in life. Therefore,when asked to give their suggestions on the manner of conserving the roadside plantations. the immediate answer was that more important a task is to ensure supplies of fuel-wood. Fire wood plantations should be raised. The village Panchavats should be assigned with the responsibilityto conserve these and meet the cost with the proceeds of sale. Until then, the roadside plantations would continue to be plundered, not necessarily by philanders, but by the honest villagers in response to their concem for convertinggrains into food. The above finding shouldbe an object lesson for maintainingany asset created throughpublic funding. In the context of the avenue plantations, the suggestion of the local people to involve the village panichayats for maintenance is important and could be accommodated within environment managementplan. 7.4. Joint Public Consultations with Social Impact Analysts More formal public consultations were organised after the horizontal geometry of the road links selected for upgradingstarted gettingprepared one by one. These drawings indicated the places where fresh acquisition of land would be necessary and also those where encroachment have to be cleared. These two issues were the purview of the Social Impact Analysts. This team immediatelyinitiated socio-economiccensus in the so designated tracts and, on completion, called for public meetings. Team on Environment joined the Social Team in these participatory Public Consultations. The Consultants on Social Impact Analysis will present in a separate report the details on their findings from these meetings. The Consultants on EnvironmentImpact Analysis.however, did not get any new insight on the public awareness of environmental issues than what were gathered from the earlier interactions. The participants had obviously set their priorities on issues conceming land acquisition and resettlement- packages and were disinterested to talk on environment. Their report on such meetings is placed in Appendix-7.1.The conclusion to be drawn is that the issues concerning environment should be unstructured and informallyorganised. Attempts were made to identify Non Governmental Organisations (NGOs) who had previous experience in the implementationof the environmental measures, but most of them were involvedin watershed developmentand social developmentprojects only. One very interesting issue came out from these structured Public Consultations. In nearly all the meetings. the participants expressed their concern for Public Health in the neighbourhood. Thev felt that the problems ansing from lack of safe drinking water and toilets in the villages should be mitigated as early as possible. It may be interesting to recall that in Chapter 6 of this report, care has been taken to prescnbe mitigation measures to sustain the water sources those are falling on the corridor of impacts. This is the minimum that the PWD can do meet the needs of the v illagers.However, much more is neededto be done the mitigate the problems of safe drinking water and the PWD should consider taking some initiative in this regard by wvav of impressing upon the other relevant departments of the GOK to attend to the problems encountered.That this concern is also relevant for the PWD can be appreciated 7,3 ScottWilson CES IIIE Karnataka State Highways EnvironmentalImpact Assessment Report ImprovementProject Chapter 7 from what has been noted in Chapter 6 of this report, on the habit of the villagers defecating on the road embankment. which leads to reduction of safety to traffic. Table 7-1 lists the places where the public consultationswere held and the topics discussed there in and the total number of participants. Table 7-1: Details of Public Consultation Route Date Venue Issues Number of Women Participants Participants 5thJune.2000 Kallur village, Land acquisition. Encroachment, 49 7 Taluk Manvi Resettlement. Employment. Environmental aspects, Sanitary facilities, Safetv 2A 5t June, 2000 Gorebal Land acquisition. Encroachment, 69 5 village, Taluk Resettlement. Employment. Sindhnur Environmental aspects. Sanitary facilities, Safety 2B 4 June,2000 Chikkebenekal Land acquisition, Encroachment, 31 8 village, Taluk Resettlement, Employment, Gangawati Environmental aspects, Sanitary .______facilities. Safety 3D 15"hApril, 2000 Hallikhed-K, Land acquisition. Encroachment, 38 l Taluk Resettlements Employment, Homnabad Environmental aspects, Sanitary facilities, Safety 4 18"'March,2000 Torvi, Taluk Land acquisition. Encroachment, 40 7 Bij apur Resettlement, Employment, Environmental aspects. Sanitary facilities, Safety SA 6th June, 2000 Yermaras, Land acquisition. Encroachment, 6 2 Taluk Raichur Environmental aspects, Sanitary facilities, Safety 7.5. The Stakeholders'Meeting The KPCC requested the PIU to convene a meeting of the stakeholders as a part of the public Consultationprocess. The PIU thought that the stakeholders shall represent the local agencies like, the State Pollution Control Board, District Administration, the NGOs. Project Affected People and the population at large. This meeting was held, but with an accent on RehabilitationAction Plan that the Consultants on Social Impacts are carrying out. None of the issues concerning Environment ManagementPlan wvereraised in this meeting. The PIU had organiseda formal EnvironmentalPublic Consultationat all the District Headquartersof the Project roads between 16th and 2 5 th October 2000. The interesting part of these formal public consultationswas the participationof many Non GovemmentalOrganisations (NGOs) and the positive interactionsbetween the governmentagencies, the NGOs and the public including the PAPs and the local populace. The issues that came up for discussion were mainly to do with good construction practices, air pollution during construction.stage, safety aspects. community participation in the plantation programme, water supply and sanitation, co-ordination between various government agencies and compensationto Projectaffected Persons and active involvementof NGOs in the R&R programme 7.4 ScotiWilson i CES , 1IIE Kamataka State Highwavs EnvironmentalImpact AssessmentReport ImprovementProect Chapter 7 Based on the above observationsthe PIU-PWD has taken a pro-active approach to address the issues of public concern in rural settlements and areas with bad road geometry. In villages and semi urban settlement where alignment changes cannot be undertaken. the design speed has been reduced and adequate road signs will be installed to forewam the road users. The PWD has also adopted a pro- active approach for coordinating with other governmentagzencies in providing sanitary and drainage facilities in the roadside villages. A consolidatedamount of Rs. 25 Lakhs has also been included in the EMP Implementationbudget in villages where sanitarv and water supply facilities can be established and maintainedwith the participationof the local communitvand the panchayats 7.6. Public Disclosureof EIA Report It is of particularimportance to note that the Rules formulatedunder the Environment (Protection)of 1986 stipulatethat PublicDisclosure of the EIA Report would be required under the aegis of the State Pollution Control Board. The listed stakeholders in the given Rule should be drawn form the Project Affected Area. This Rule is given in Schedule 4 of the Gazettes Notification, dated 10 'hApril 1997. The MOEF stipulatesthat such disclosures shouldbe made in terms of only the Executive Summaryof the EIA Report. The PWD has already made available the EIA Report and the executive summary in Kannada and English to the public at all the Deputy CommissionersOffices and in the Taluk offices of the project roads. The PWD is also planning to circulate the executivesummary in the District Public Libraries. 7.7. Conclusion The public consultationsoffered an opportunity to understandthe concerns of the local populace and social issues related to road development.Based on the above observationsthe PWD has taken a pro- active approach to address the issues of public concermin rural settlementsand areas with bad road geometry. In villages,and semi urban settlementwhere alignment changes cannot be undertaken,the design speed has been reduced and adequateroad signs will be installedto forewarn the road users. The PWD has decided to approach the Public Health EngineeringDepartment and the Rural Water Supply Departmentsto make necessary arrangementsto provide sanitary facilities at the roadside villages and hand pumps and water lines for drinking water. The consultationshave revealed that in most of the cases the general perception is that it is the responsibilityof the administrationto provide the sanitary facilitiesand maintain the same. One cannotexpect the local community's participationin maintenanceof the public lavatories and drainage,as there are social and cultural differences in the village community.As far as plantationsare considered,maintaining them is not considered a problem if it is in vicinity to their residential quarters. In some of the villages the participants agreed to maintain the plantationsprovided the funds are available.Keeping in mind the divergent viewpointsof the public. the PWVDhas decided to go ahead with the Tree Plantationprogramme along with the State Forest Department. The PWD is planning to develop a second tier of shrub plantation consistingof Prosopisjuliflora and Eutphorbiatiruicalli (Kalli) along the road. This is a fast growing species that requires minimum maintenance.This species grows on all types of soils and responds by profuse shoot formation after repeatedpruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise per kilo. The thorns prevent penetration of animals throughthe bushes. The leaves provide good mulching materials for soil improvement.Healthy plants produce two harvestsof pods. which are very nutritious animal feed. Matureand ripe seeds are edible and nutritiousfor human beings, because of high protein content. The villagers can be involved in maintainingthese shrubs and in turn they can source their fuel wood from these plantations by pruning the branches of the shrubs. The only precaution that has to be exercised is that the shrubs are not uprooted to meet the fuel wood needs. This is one way of preventing the villagersfrom indiscriminatefelling of the trees and other vegetation for fuel. 7-i ScottWilson CES IIIE Karnataka State Highwavs EnvironmentalImpact AssessmentReport ImprovementProject Chapter 7 The PWD has realised that for effective road management.the active participation and co-operationof the various department like Telecom. Town Planning, Electricity Boards, Town municipality,Police Department, Pollution Control Board. Water Supply and Sewerage Board. Department of Public Health, Revenue Department and Police etc. are required. For instance in towns like Ganaawati. Sindhnur and Bijapur, the poor condition of the road and resultant ambient pollution is not only due to inadequate maintenance.Many other activities like indiscriminatedumping of garbage and debns by the roadside, unauthonsed parking and laying of utility lines, poor town planning and total lack of land use control have also led to deteriorationof the roads. The PWD has already informed the various govemment agencies about the issues to be taken up for discussion and initiating remedial measures and possible relocation of the various utilities currently installed in PWD's Right of Way. The PWD has also adopted a pro- active approach for coordinating with other govemment agencies in providingsanitary and drainage facilities in the roadsidevillages. A consolidated amount of Rs. 25 Lakhs has also been included in the EMP Implementationbudget for establishing sanitary and water supply facilities in roadsidevillages that could be maintainedwith the participationof the localcommunity and the panchayats 7-6 ScottWilson CES, IIIE Exhibits Kamataka State Highways EnvironmentalImpact AssessmentReport linprovement Project Exhibits l l. Squatterson the edge of Carriagewaynear Sindhnur- Route 1 Causewayover Potnal Halia- Route 1 ScottWiLson CES IOIE Karnataka State lighwavs EnvironmentalImpact Assessment Report ImprovementProject Exhibits SubmersibleBridge over Hire Halla - Route2A _. ~ ~ ~ ~-- C .,'s s , - - *- - Temple on the Edge of the Carriageway-Route 2B ScottWilson CES IE Kamataka State Highways Enviroinental Impact Assessment Report ImprovementProject Exhibits Edge Failure.of.theRoad Route - .2 * 'S s~~~~~- ' - ' F- Edge Failure of the Road -Route 2B . t J- Sharp Curve on Rolling Terrain with Poor Sight Distance - Route 3D Scott Wilsont CES I IE Karnataka State Highways EnviromnentalImpact AssessmentReport ImprovementProject Exhibits PublicConsultation at Torvi Village, Bijapur Taluk - Route 4 Scott WilsonICES I IDE Appendices Appendix 6.1 Kamataka State Highwavs EnvironmentalImpact AssessmentReport ImprovementProject Appendix6.1 Appendix 6.1: Design Alterations Considered in Project Routes I. Rectifving or Shifting of Horizontal Alignment Route Chainage (km) From To 1 3+900 4+200 2B 1+300 1+600 1+800 2+100 33+600 3+800 4+500 5±000 11+600 11+900 14+700 14+900 21+900 22+900 24+300 25+200 26+550 26+800 3A 6+100 7+150 3C 1+500 1+800 14 [6+200 6+400 II. Reduction of Shoulders in Project Routes Route Chainage (Kmn) From To 4 15+100 20+148.67 III. Raising of Embankment Considered in Project Routes Route Chainage(km) Magnitude From To I 6+610 7+210 600mm 29+880 31+390 600mm 141+310 42+720 550mm 45+1130 46+730 550mm 47+730 49+730 550mm 66+740 67+230 600mmrr 2A 0+000 4+865 600 mm 7-192 8+205 300mm 8-205 11+451 600 mm II -t451 117+819 500 mm =19+010 20+957 1300 mm Scott Wilson / CES IIIE KarnatakaState Highways EnvironmentalImpact AssessmentReport ImprovementProject Appendix6.1 Route Chainage(km) Magnitude From |To 23-+-708 25+515 1300mm 25-515 26-720 ]300 rnm 26+-920 27+520 1200mm 28+730 29+730 1200mm 30+540 30+740 200 mm 33+460 35+380 200 mm 135+580 36+290 200 mm 38+000 38+810 200 mm 39+210 39+610 200 mm 40+000 41+300 200 mm 42+190 43+580 200 mm 44+570 45+370 200 mm 46+160 47+360 1200 mm 48+150 48-+-350 200 mm 2B 0+000 0+253 600mm 1+428 1+826 200mm 9+180 9+721 200mm 12+067 13+532 200mm 14+341 15+149 300mm 18+182 20+782 300mm 21+381 22+380 300mm 24+379 25+179 300mm 3A 0+000 8+000 Minimumdepth of ______400 mm raised 3B 3020 4085 600mm 6860 8620 600mm 9020 12840 600mm 15130 15930 600nmm 3C 3+840 5+130 500mm 5+130 5+940 300mm 6+647 7+752 300mm 9+151 9+651 300mm 9--651 10+150 600mm 10+150 11+654 300mm 12+655 13+055 300mm 14-r154 15+356 300mm 16+-156 16+755 300mm 16+755 18+155 300mm 118+755 19+356 500mm 19+356 20+655 300mm Scon Wilson 'CES " IIIE Kamataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Appendix 6.1 Route Chainage (km) Magnitude From To 20+655 22+634 300mm 24+635 25+335 300mm 27+61S 29+112 300mm 30+917 32+120 300mm 34+732 35+335 300mm 3D 24+610 25+210 700mm 25+210 26+010 500mm 34+210 35+420 600mm 36+020 37+040 600nmm 37+450 37+850 600mm 44+500 44+900 1000lmm 49+920 50+120 1000mmn 3E 1+140 2+237 300mm 3+536 4+ 135 300mm 11+122 11+819 800mm 21+883 22+281 800mm 23+584 25+305 300mm 39+594 40+588 500mm 43+474 43+872 500mm 5A 1619 2619 600mm 14358 14857 300mm Scott WVilsoni CES / ITIE Appendix 6.2 Karnataka State Highways EnvironmentalImpact AssessmentProject ImprovementProject Appendix 6.2 Appendix 6.2: Educational Institutions and Hospitals near the Project Routes School I College ! HospitalHealth Centre Route LHS RHS Total LHS RHS Total LHS RHS Total 2A j 3 1 4 - 11 -- 2B l1 l = 2 l - | - 3A - - - Ii 1 2 | 3B ~ ~3 1 4 I~11 _3C | 2 2 .~ l | 2 2 3D 3 1 4 = =- - i - I 3E - 1 1I 4 - 2 2 1 I- -- SA 1 1l = - - _ Total 14 8 22 2 3 5 4 1 5 Scott Wilson CESi IIIE Appendix 6.3 Karnataka State Hizhways EnvironmentalImpact AssessmentReport Improvement Project Appendix 6.3 Appendix 6.3: Girthwise Classification of trees with in the Corridor of Impact Route _ Parameters Chainage (km) Numbers Total From To LHS R-RHSNo. of I_ Trees IA I Girth < 30 cm 0+000 76+655.974 136 262 398 ii Girth => 30 and < 60 cm 0+000 76+655.974 305 327 632 iii Girth => 60 and < 90 cm 0+000 76+655.974 270 214 484 ______Route Total 1514 2A I Girth < 30 cm 0+000 50+577.366 168 193 361 ii Girth => 30 and < 60 cm 0+000 50+577.366 85 89 174 iii Girth => 60 0+000 50+577.366 230 237 467 _ =_= =_1002 2B I Girth < 30 cm 0+000 26+960.361 66 41 108 ii Girth=> 30 and < 60 cm 0+000 26+960.361 42 42 84 iii Girth=> 60 0+000 26+960.361 126 101 237 ______429 Route Total 1431 3A I Girth<30cm 0 ii Girth=> 30 and < 60 cm 6 4 10 iiiGirth => 60 and < 90 cm = 7 6 13 iv Girth=> 90 and < 180 cm 13 4 17 v Girth => 180 cm 14 2 16 _ _ 56 3B I Girth < 30 cm 0+000 37+931.309 36 26 62 L ii Girth => 30 and < 60 cm 0+000 37+931.309 29 33 62 _ iiiGirth => 60 and < 90 cm 0+000 37+931.309 61 64 125 iv Girth => 90 and < 180 cm 0+000 37+931.309 74 70 144 | 0 | } _ 393 3C i Girth => 30 and < 60 cm 0+000 37+330.7 25 22 47 ii Girth =>60 and < 90 cm 0+000 37+330.7 45 26 71 _iii Girth => 90 and < 180 cm 0+000 37+330.7 63 51 104 iv Girth=>180cm 0+000 37+330.7 79 65 144 ______= _____ = = 366 3D I Girth < 30 cm 3+091 58+848.170 54 36 90 ii Girth => 30 and < 60 cm 3+091 58+848.170 73 67 140 iiiGirth >60 and< cm 3+091 58+848.170 93 108 201 iv Girth=> 90 and < 180 cm 3+091 58+848.170 93 86 179 _610 3E I Girth=> 30 and < 60 cm 0+000 45+416.773 41 60 101 ii Girth=> 60 and < 90 cm 0+000 45+416.773 103 111 214 iii Girth => 90 and < 180 cm 0+000 45+416.773 31 29 60 iv Girth => 180cm 0+000 45+416.773 22 25 47 _ 422 ______Route Total 1847 4 I Girth< 30 cm 0+000 20+148.678 7 3 10 ..ii Girth => 30 and < 60 cm 10+000 20+148.678 16 11 27 ScottWilson / CES / IIIE Kamataka State Highways EnvironmentalImpact Assessment Report Improvement Project Appendix 6.3 Route Parameters Chainage (km) Numbers Total From To LHS |RHS No. of Trees .iiGirth => 60 and < 90 cm 0+000 20+148.678 83 98 181 Route Total l 218 5A I Girth < 30 cm 0+000 19+330.584 15 35 50 ii Girth => 30 and < 60 cm 0+000 19+330.584 8 12 20 iii Girth => 60 and < 90 cm 0+000 19+330.584 41 81 122 ______192 5B I Girth < 30 cm 0+000 11+807.245 20 15 35 ii Girth => 30 and < 60 cm 0+000 11+807.245 6 12 18 =-G iiiGirth => 60 and < 90 cm 0+000 11+807.245 76 62 138 ______19 1 _ = 7Route Total 383 ______Grand Total 5393 Scott Wilson i CES / IIIE Appendix 6.4 KarnatakaState Highways EnvironmentalImpact Assessment Report ImprovementProject Appendix 6.4 Appendix 6.4: Schedule of Bus bavs Route 1: Kalmala Junction to Sindhnur Location Remarks Left Carriage Way Right Carriage Wav Start Centre End Start Centre End 5.048 5.100 5.153 5.173 5.225 5.278 Kasbe Camp 9.548 9.600 9.653 9.673 9.725 9.778 Kallur 13.548 13.600 13.653 13.673 13.725 13.778 BeforeDistributory _ Canal 19.108 19.160 19.213 19.233 19.285 19.338 BommanahalRoad Cross 23.123 23.175 23.228 23.248 23.300 23.353 MantralayaRoad Cross 24.298 24.350 24.403 24.423 24.475 24.528 Bettadore 27.578 27.630 27.683 28.348 28.400 28.453 Neermanvi 34.940 35.000 35.060 35.090 35.150 35.210 Manvi Town 49.798 49.850 49.903 49.923 49.975 50.028 AmareswaraCamp 54.690 54.750 54.810 54.840i 54.900 54.960 Pothanal Town 62.248 62.300 62.353 62.373 62.425 62.478 MankeshariCamp 65.908 65.960 66.013 66.033 66.085 66.138 Jawalgiri Village 68.248 68.300 68.353 68.373 68.425 68.478 69.948 70.000 70.053 70.728 70.780 70.833 AlgiriramaraCamp 72.148 72.200 72.253 72.528 72.580 72.633 Machalaya Camp 76.365 76.425 76.485 76.515 76.575 76.635 Before Sindanur Route 2A: Sindhnurto Gangavati Location Remarks Left Carriage Way Right Carriage Way Start Centre End Start Centre End 2.370 2.430 2.490 2.520 2.580 2.640 KustagiRoad ______Cross,Sindanur 5.963 6.015 6.068 6.088 6.140 6.193 HosahalliVillage 8.340 8.400 . 8.460 8.340 8.400 8.460 SiruguppaRoad Cross,Sripuram 9.808 9.860 9.913 9.933 9.985 10.038 Village 11.323 11.375 11.428 11.448 11.500 11.553 Gorebal Village 15.448 15.500 15.553 15.748 15.800 15.853 HanchanalaCamp 19.248 19.300 19.353 19.248 19.300 19.353 Kadigere Village 22.740 22.800 22.860 22.890 22.950 23.010 Karatagi Town (1) 24.265 24.325 24.385 24.415 24.475 24.535 Karatagi Town (2) 26.048 26.100 26.153 26.173 26.225 26.278 Jhuratagi Village 27.548 27.600 27.653 27.848 27.900 27.953 MarlanahalliVillage 31.068 31.120 31.173 30.648 30.700 30.753 Ravinagar Camp 32.998 33.050 33.103 33.123 33.17' 33.228 Siddapura 37.848 37.900 37.953 38.248 38.300 38.353 Sriramanagar Scott Wilson / CES / IIIE Karnataka State Highways Environmental Impact Assessment Report Improvement Project Appendix 6.4 42.748 42.800 42.853 43.048 43.100 43.1531 Mardi Village 45.473 45.525 45.578 45.898 45.950 46.003 Jangamara Kalgudi 47.548 47.600 47.653 47.798 47.850 47.903 Vidyanagar 49.420 49.480 49.540 49.740 49.800 49.860 Gangavathi Town(l) Route 2B: Gangavatito Budugumpacross Location Remarks Left Carriage Wav Right Carriage Way Start Centre End Start Centre End 2.248 2.300 2.353 2.373 2.425 2.478 Vaddarahatti Village 3.348 3.400 3.453 3.748 3.800 3.853 Guddada Camp 4.723 4.775 4.828 5.048 5.100 5.153 Basapattana Village 6.028 6.080 6.133 6.548 6.600 6.653 Dasnal Village 10.248 10.300 10.353 10.473 10.525 10.578 Chikkabenakal I______Road Cross 12.448 12.500 12.553 12.648 12.700 12.753 H.G. Ramulu Nagar 15.348 15.400 15.453 15.668 15.720 15.773 Mukkumpa Village 18.348 18.400 18.453 18.573 18.625 18.678 abal gudda I______. V illage 20.348 20.400 20.453 20.573 20.625 20.678 Indrigi Road I______Cross 26.165 26.225 26.285 26.290 26.350 26.4 10 Budagumpa ViIIage Route 3A: Hattigudur to Shahpur Location Remarks Left Lane Right Lane Start Centre End Start Centre End 0.148 0.200 0.253 0.308 0.360 0.413 Hattigudur 4.290 4.350 4.410 4.465 4.525 4.585 Rasthapur Cross 5.538 5.590 5.643 5.968 6.020 6.073 6.883 6.935 6.9SS 7.013 7.065 7.118 Vibuthihalli Village 10.573 10.625 10.67S 10.448 10.500 10.553 Before Shahpur Scott Wilson / CES IIIE Kamataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Appendix 6.4 Route 3B: Shahpur to Jevargi Location Remarks Left Carriage Wav Right Carriage Wav Start Centre End Start Centre End 1.940 2.000 2.060 2.090 2.150 2.210 CollegeStop 4.440 4.500 4.560 4.790 4.850 4.910 Bheemarayanagudi(I) 6.090 6.150 6.210 6.240 6.300 6.360 Bheemarayanagudi(2) 13.698 13.750 13.803 13.873 13.925 13.978 Madrali Cross 16.098 16.150 16.203 16.223 16.275 16.328 ExistingBus Shelter 20.323 20.375 20.428 20.473 20.525 20.578 MudwalaCross 22.423 22.475 22.528 22.623 22.675 22.728 Mudabala(B) 26.123 26.175 26.228 26.323 26.375 26.428 Chigralli Cross 31.165 31.225 31.285 31.040 31.100 31.160Kallur 33.348 33.400 33.453 33.523 33.575 33.628 Aurad Route 3C: Jevargi to Gulbarga Location Remarks Left Carriage Way Right Carriage Way Start Centre End Start Centre End 0.840 0.900 0.960 0.990 1.050 1.110 Jevargi Town (1) 2.240 2.300 2.360 2.490 2.550 2.610 Jevargi Town (2) 10.248 10.300 10.353 10.373 10.425 10.478Cross Road 12.448 12.500 12.553 12.648 12.700 12.753 FerozabadRoad Cross 20.068 20.120 20.173 20.193 20.245 20.298 ExistingBus Shelter 23.123 23.175 23.228 23.248 23.300 23.353 Farhatabad 28.948 29.000 29.053 29.148 29.200 29.253 Cross Road 30.448 30.500 30.553 30.573 30.625 30.678 AnaguvaRoad Cross 32.040 32.100 32.160 32.190 32.250 32.310 Central Jail, Gulbarga 34.790 34.850 34.910 34.940 35.000 35.060 All India Radio Station 36.065 36.125 36.1S5 36.215 36.275 36.335 Ramamandir,Gulbarga Scott Wilson / CES ,' IIIE Kamataka State Highways EnvironmentalImpact Assessment Report ImprovementProject Appendix 6.4 Route 3D: Gulbargato Homnabad Location Remarks Left Carriage Way Right Carriage Wav Start |Centre End 1Start Centre End 3.915 3.975 4.035 4.065 4.125 4.185 Doordarshankendra, l ______Gulbarga 6.840 6.900 6.960 7.090 7.150 7.210 Industrial Area. Gulbarga 10.698 10.750 10.803 10.823 10.875 10.928 Tavaregere Cross Road 13.748 13.800 13.853 14.073 14.125 14.178 Awarad Road Cross 17.698 17.750 17.803 18.048 18.100 18.153 Kagganamadi Road Cross 19.198 19.250 19.303 19.448 19.500 19.553 Balbad Road Cross 21.098 21.150 21.203 21.298 21.350 21.403 Karikotta Village 22.840 22.900 22.960 23.090 23.150 23.2 10 Mahagaon Cross 25.998 26.050 26.103 26.123 26.175 26.228 Rasthapur Road Cross 32.265 32.325 32.385 32.790 32.850 32.910 Kamalapur 41.273 41.325 41.378 41.398 41.450 41.503 Doguram Road Cross 45.123 45.175 45.228 45.478 45.530 45.583 Kimnie 46.565 46.625 46.685 46.740 46.800 46.860 Hallikhed (B) 49.898 49.950 50.003 50.023 50.075 50.128 Hallikhed (K) Route 3E: Homnabadto Naubadjunction, Bidar Location Remarks Left Carriage Way Right Carriage Way Start Centre End Start Centre End 2.808 2.860 2.913 2.933 2.985 3.038 Dhurnasura Village 5.573 5.625 5.678 5.798 5.850 5.903 ExistingBus Shelter 8.648 8.700 8.753 8.773 8.825 8.878 Jalsingh Road Cross 18.548 18.600 18.653 18.748 18.800 18.853 Hallikhed (I) 21.448 21.500 21.553 21.748 21.800 21.853 Sugar Factory 27.728 27.780 27.833 27.998 28.050 28.103 Byalahalli Village 32.248 32.300 32.353 32.508 32.560 32.613 Nirmanahalli Thanda 35.398 35.450 35.503 35.608 35.660 35.713 Existing Bus Shelter 37.123 37.175 37.228 37.278 37.330 37.383 Anadura 38.998 39.050 39.103 39.178 39.230 39.283 Kollur Cross 40.148 40.200 40.253 40.348 40.400 40.453 Bakachowd Road Cross 44.390 44.450 44.510 44.540 44.6001 44.660 Colony Cross. Naubad Scon Wilson! CES / IIIE Karnataka State Highways EnvironmentalImpact Assessment Report ImprovementProject Appendix 6.4 Route 4: Bijapur to Tikota Location Remarks Left Carriage Wa! Right Carriage Wav Start Centre End Start Centre End 0.590 0.650 0.710 0.740 0.800 0.860 Water Tank. Bijapur 1.540 1.600 1.660 1.690 1.750 1.810 Govt. Hospital, .______Bijapur 4.440 4.500 4.560 4.590 4.650 4.710 Medical College, ______I Bijapur 5.798 5.850 5.903 5.998 6.050 6.103 Veterinary Hospital Route 5A: A.P. Border to Raichur Location Remarks Left CarriageWav Right CarriageWay Start Centre End Start Centre End 1.578 1.630 1.683 1.715 1.767 1.820 Check Post 3.390 3.450 3.510 3.255 3.315 3.375 Shakti Nagar Entrance 3.848 3.900 3.953 4.048 4.100 4.153 RaichurT.P.Station 7.298 7.350 7.403 7.433 7.485 7.538 HegasanahalliVillage 8.958 9.010 9.063 9.113 9.165 9.218 ChikkasugurCross 14.048 14.100 14.153 14.215 14.267 14.320Yermaras Village 16.183 16.235 16.288 16.048 16.100 16.153Yermaras Cross Road Route 5B: Raichur to Kalmalajunction Location Remarks Left Lane _ Right Lane Start Centre End Start Centre End 2.390 2.450 2.510 2.540 2.600 2.660 After R.O.B 3.298 3.350 3.403 3.423 3.475 3.528 Agricultural College 4.448 4.500 4.553 4.573 4.625 4.678 Agsal village Scott Wilson / CES ! IIIE Appendix 6.5 Karnataka State Highways EnvirotinentaI Impact Assessmnlt Rlcpolt Impro% mjientProject Appeniix 6.5 Route-1. Location- Kalmala junction to Sindhnur Impact Criteria Maximum N Pro ect Upgra ation Without Mitigatlonn Measure Upgradat n with miti ?tlon measure Magnitudetm} Importance(w) m w m w m w m-w m w m Location ______ Gravity low irrigation 5 5 = = = Reservoirsbehind dams 5 5 _ _ _ Deforestation 5 5 Road drainage 5 5 3 3 -9 -4 4 -16 4 4 16 Road Design 5 5 .3 3 S .3 4 -12 4 5 20 LandResources 5 5 1 1 I -3 4 -12 -3 3 -9 Sol Quality 5 5 1 2 2 -2 3 -6 1 3 3 Water Resources 5 5 -1 3 -3 -2 3 4 3 3 9 Water uality 5 5 1 1 1 -3 3 -9 -1 4 -4 Air Quality 5 5 -2 4 4 -3 4 -12 4 4 16 Nose Level 5 5 -2 4 4 -1 2 -2 2 4 8 Biotic Environrnent 5 5 -1 3 .3 .5 5 -25 4 5 20 Sanitation and waste disposal 5 5 -3 4 112 -4 4 1ti 3 5 15 Emiloyment o ortunitles 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 4 4 1 -3 4 -12 4 4 16 ______43 ______-124 119 Magnitude: Deflned In a scale of 1 to 5 ( Indlcates beneficlal Impact and - Indicates adverse Impactl Importance: Defined In a scale of 1 to 5 (Importance means the significance of the particular action on the environmental criteriatfactor) Positiveand beneficialimpact: 200-300 Positiveand moderateimpact: 100-19S No appreciableImpact: 0-99 NegatIveand moderateimpact: 1 to -100 Negattveand significantimpact: -101to .200 Negativeand adverseImpact: .200to -300 Kam~ataka State Hlighwvays .Environmental Impact Assessmellt Repor- Improvement Project Appen(lix 6.5 Route.2, Link A, Locatlon. Slndhnur to Gangawati Impact Criteria Maxinum N Pro ect Upgradatlon wIthout Mi igation Measure Upgradat in with mitt atlon measure Magnitude(m) Importance(w) m w mw m w mw m w m w Location 5(Max) 5(Max) _ _ Gravity flow Irrigation 5 5 -4 3 -12 -3 4 -12 4 4 16 Reservoirs bohind dams 5 5 Deforestation 5 5 _ Road drainage 5 5 -3 3 -9 -4 4 -16 4 4 16 Road Design 5 5 -4 -16 -3 4 -12 4 5 20 Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9 Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3 Water Resources 5 5 -2 3 4 -2 3 4 3 3 9 Water qualilty 5 5 1 1 1 -3 3 .9 -2 4 48 Air Quality 5 5 -2 4 4 -3 3 -9 4 4 10 Nolse Level 5 S -2 4 -8 -1 2 -2 2 4 8 Biotic Environment 5 5 -1 3 -3 -5 5 -25 4 5 20 Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -15 3 5 15 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -4 4 -16 3 4 A124 4 16 _____45 ______-136ei______131 Magnitude: Defined In a scale of I to 5 ( "+ Indicates beneficial Impact and "." Indicates adverse Impact) Importance: Defined In a scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/factor) Positiveand beneficialImpact: 200-300 Positiveand moderateImpact: 100.199 No appreciableImpact: 0-99 Negativeand moderateImpact: -1 to -100 Negativeand signincantImpact: .101 to .200 Negativeand adverse Impact: -200to -300 5contt Vii 1i,5,, / (ot. I, li P Karnataka State Hlighways Environmental Impact Assessmeint Report Inprovement Project Appendix 6.5 Route-2,Link B, Location- Gangawatito Budugumpa impactCriteria Maximum NoPro ect UpgradationWith aut Mitigation Measure Upgradatlc.nwith mitigaton measure Magnitude(m) Importance(w) m w m-w m w m-w m w m w Location 5(Max) 5(Max) _ Gravityflow Irrigation 5 5 -4 3 -12 -3 4 -12 4 16 Reservoirsbehind dams 5 5 Deforestation 5 5 -3 3 .9 -4 4 -16 4 4 16 Roaddrainage 5 5 -3 3 .9 -4 4 -16 4 4 16 RoadDesign 5 5 -4 4 -16 -3 4 -12 4 5 20 LandResources 5 5 1 1 1 -3 4 -12 .3 3 -9 Soil Quality 5 5 1 2 2 .3 3 -9 1 3 3 WaterResources 5 5 -2 3 -4 -2 3 -- 3 3 9 Water uality 5 5 1 1 1 -3 3 .9 -2 4 -6 Air Quality 5 5 -2 4 4 -3 3 .9 4 4 16 NoiseLevel 5 5 -2 4 4 -1 2 -2 2 4 8 Biotic Environment 5 5 1 2 2 -5 5 -25 4 5 20 Sanitationand waste disposal 5 5 -3 4 -12 4 4 -16 3 5 15 Employmentopportunities 5 5 1 1 1 2 2 4 3 39 Safety 5 5 -4 4 -16 -3 -12 4 16 _89- I*_152 = -_ 147 Magnitude:Defined In a scaleof I to 5 "' IIndicates beneflclal Impact and "-" Indicatesadverse Impact) Importance:Defined In a scale ofI to 5 (Importancemeans the significanceof the particul2raction on the environmentalcriteriaffactor) Positiveand beneicial Impact: 200-300 Positiveand moderate impact: eO0-199 Noappreciable Impact: 0-99 Negativeand moderate Impact: *1to -100 Negativeand siginicant Impact: -101to .200 Negativeand adverse Impact: -200to -300 Karnataka State Hlighways Environmenital InmpactAssessmlent Repolt Improvement Project Appendix 6.5 Route-3, Link A, Location- Hattigudur to Shahpur ______~ Maximum No Pro ect Upgradat Wi hout Mltig tion Measure Upgradation with mitigation measure Impact Criteria Magnitude(m) Importance(w) m w mw m w m-w m w m-w Location_ _ Gravity flow Irrlgation S 5 Reservoirs behind dams 5 5 = Deforestation _3 5 5 3 9 -4 4 -16 4 4 16 Road drainage 5 -3 3 -9 -4 4 -64- 4 16 Road Design 5 5 -4 4 -16 .3 4 -12 4 5 20 Land Resources 5 5 1 1 1 -3 4 -12 3 3 9 Soil Quality 5 5 1 2 2 -3 3 .9 1 3 3 Water Resources 5 5 1 3 3 -2 3 -6 2 2 4 Water quality 5 5 T 1 1 -3 3 -9 -2 4 -8 Air Quallty 5 5 -2 3 -6 -3 4 -12 3 4 12 Noise Level 5 5 1 2 2 -1 2 -2 2 4 8 Biotic Environment 5 5 -1 2 -2 -3 3 -9 4 5 20 Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -16 3 5 15 Employment opportunities 5 5 1 1 1 2 2 4 3 3 _ Safety 5 5 -2 2 -4 2 1 3 2 2 4 ______I _45-112 110 Magnitudw De:ened In a scale of i to 5 J "" Indlcates beneficial Impact and "-" Indicates adverse Impact) Importance: Defined In a scale of I to 5 ( Importance means the significance of the particular action on the environmental criterialfactor) Positive and beneficial Impact: 200-300 Positive and moderate Impact: 100-199 No appreciableImpact: 0-99 Negative and moderateImpact: -1 to -100 Negative and significant Impact: -191to -200 Negative and adverse Impact: -200to -300 Karnataka State Hlighways Environmental Impact Assessmcnt Rc,, Improvement Project Appendix 6.5 Route-3, Link B. Location. Shahpur to Jevargi Maximium No Prc ect Uppracation W hout Mitigan Measure Ugoradatie with ritigatlon measure Impact Criteria Magnitude(m) Importance(w) m w m w m w m-w m w m w Location 5(Max) 5(Max) ___ _ Gravity flow Irrigation 5 5 Reservoirs behind dams 5 5 _ _ Deforestation 5 5 Road drainage 5 5 -3 3 .9 -4 4 -16 4 4 16 Road Design 5 5 -3 3 -9 -3 4 -12 4 5 20 Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9 Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3 Water Resources 5 5 1 3 3 -2 3 4 2 2 4 Water qualtY 5 5 I 1 1 -3 3 .9 1 4 4 Air Quality 5 5 -2 3 4 -3 4 -12 4 4 16 Noise Level 5 5 1 2 2 -1 2 -2 2 4 8 Blotic Environment 5 5 -1 2 -2 -3 3 -9 4 5 20 Sanitatlon and waste disposal 5 5 -3 4 -12 -4 4 -16 3 5 15 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -2 2 -4 2 1 3 2 2 4 I I__ 32 _ 96 110 Magnitude: Defined In a scale of I to 5 ( " indlcates beneficial impact and " Indicates adverse Impact) Importance: Defined In a scale of I to 5 (Importance means the significance of the particular actlon on the environmental criterda/factor) Positiveand beneficialimpact: 200-300 Positiveand moderateimpact: 100-199 No appreciableImpact: 0-99 Negativeand moderateImpact: -1 to -100 Negativeand significant Impact: -101to -200 Negativeand adverse Impact: 200 to -300 Karnataka State Higlhways Environnmental InmpactAssessment Report ImprovemnentProject Appendix 6.5 Route-3,Link C. Location- Jevargi to Gulbarga Maximum No Project Upgradatio'i without mitigation Upciradation with mitiqatlon measure Impact Criteria Magnitude(m) I_mporbance(w) m w m-w m w m-w m w m-W Location 5(Max) 5(Max) _ = = Gravity flow irrigation ___ Reservoirs behind dams - -_____=___= Deforestation Road drainage _ -3 3 - -4 4 -16 4 416 RoadDesign 5 5 -3 3 -9 -3 4 -12 4 5 20 Land Resources 5 5 1 1 1 -4 4 -16 -3 4 -12 SoilQuality 5 5 1 2 2 .3 3 -9 1 3 3 Water Resources 5 5 3 3 -2 3 -6 2 2 4 Water quality 5 5 1 1 1 -3 3 .9 1 4 4 AirQuality 5 5 -2 3 6 -3 4 -12 3 4 12 NoiseLevel 5 5 1 2 2 -1 2 -2 2 4 8 Biotic Environment 5 5 -1 2 -2 -2 3 -6 4 5 20 Sanitation and waste disposal 5 5 -3 4 -12 -4 4 -1- 3 4 12 Employmentopportunities 5 5 1 1 1 2 2 4 3 3 9 Safet 5 -2 2 4 2 1 3 2 2 Y______-32 ___ =_____ -97 -- ______100 Magnitude:Defined In a scale of I to 5 (+ Indicatesbeneficial Impactand - indicates adverse Impact) Importance:Defined In a scale of 1 to 5 (Importance meansthe significance of the particular action on the environmentalcriteria/factor) Positive and beneficial impact: 200-300 Positive and moderate impact: 100-199 No appreciableImpact: 0-99 Negativeand moderate Impact: 1 to -100 Negativeand significant Impact: -101to -200 Negativeand adverse impact: -200to -300 Karnataka State liighways Environmental Impact Assessmenit Report Improvement Project Appendix 6.5 Route-3. Link D0 LocatIon- Gulbarga to Homnabad Maximum No Pro ect Upgradation without ltigation measure Upg adation with miti ation measure mpLacCritbrIa nitude(T Importance(W) m w m w m w m w m w m w Location ___ drji!y !!9A irrigat!n _ 5 5 __ _ Reservoirs behind dams 5 5 _ _ Deforestation 5 5 _ _ Road drainage 5 5 -3 3 -9 -4 4 -16 4 4 16 Road Design 5 5 -3 3 -9 -5 4 -20 3 5 15 Land Resources 5 5 I I 1 -4 4 -16 -2 4 -t Soil Quality 5 5 - 2 2 -3 3 -9 1 3 3 Water Resources 5 5 1 3 3 -2 3 4 2 2 4 water quality 5 5 1 1 1 -3 3 .9 1 4 4 Air Quality 5 5 -2 3 - -3 4 -12 3 4 12 Noise Level 5 5 1 2 2 -1 2 -2 2 4 _ Biotic Environment 5 5 -1 2 -2 -2 3 4 4 5 20 Sanitation and waste disposal 5 5 -3 4 -12 -4 5 .20 3 4 12 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -3 5 -15 -2 4 4 2 2 4 Total = = -43 -120 99 Magnitude: Defined in a scale of I to S (l" Indicates benefieial Impact and "-' Indicates adverse Impact) Importance: Defined In a scale of 1 to 5 ( Importance means the significance of the particular action on the environmental criteria/factor) Positive and beneficial Impact: 200-300 Positive and moderate Impact: 100-199 No appreciable Impact: 0-99 Negative and moderate Impact: -1 to -100 Negative and significant Impact: -101 to -200 Negative and adverse Impact: .200 to -300 Karnataka State Flighnways Environmiental Impact Assessment Report Improvement Project Appelidii 6.5 Route-3, Link E, Location- Homnabad to Naubad, Bidar Maximum No Pro ect Upgrad tion without mitigation measure Upgradat on with mitigation measure ImpactCriteria Magnitude(m) Importance(w) m w m-w m w m-w m w m-w Location _ Gravityflow Irrigation 5 5 = Reservolrsbehind dams 5 5 Deforestation 55 ______rJoraddrainage 5 5 -3 3 -9 4 4 *16 4 4 16 RoadDesign 5 5 -1 3 -3 *3 5 15 3 5 15 Land Resources 5 5 1 1 1 -3 3 -9 -2 4 -8 Soil Quality 5 5 1 2 2 -3 3 -9 1 3 3 WaterResources 5 5 1 3 3 -2 3 -6 2 2 4 Waterquality 5 5 1 1 1 -3 3 -9 1 4 4 Alr Quality 5 5 -2 3 -6 -3 4 -12 3 4 12 Noise Level 5 5 1 2 2 -1 2 -2 2 4 8 Biotic Environment 5 5 -1 2 2 -2 3 -6 4 5 20 Sanitation and wastedisposal 5 5 -3 4 -12 -2 4 -8 3 4 12 Employmentopportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -3 5 -15 -2 4 48 3 2 6 Total _ -37 -96 101 Magnitude: Defined In a scale of I to 5 ( IIndicates beneficlal Impact and - Indicates adverse impact) Importance: Defined In a scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/factor) Positiveand beneficlalImpact: 200-300 Positive andmoderate Impact: 100-199 No appreciableimpact: 0-99 Negativeand moderateImpact: -1to -100 Negativeand significantImpact: -101to -200 Negativeand adverseImpact: -200to .300 Karnataka State Highways Environmental Impact Assessment Report Improvement Project Appendix 6.5 Route4, Locatlon- Bijapur to Tikota Maxlmum No Pro ect Uogaatlon With ut Mitigation Measure Upgradati n with mitigation measure Impact Criteria Magnitude(m) lmportance(w) m w m w m w m w m w m w Location 5(Max))_ _ _ _ Gravity flowirrigation 5 5 _ _ _ _ _- Reservoirs behind dams 5 5 Deforestation 5 5 Road drainage 5 5 3 3 9 4 4 .16 4 4 16 Road Design 5 5 .3 3 -9 -3 4 .12 4 5 20 Land Resources 5 5 1 1 1 -3 4 .12 -3 3 -9 Soil Quality 5 5 1 2 2 -2 3 -6 1 3 3 Water Resources 5 5 1 2 2 -3 3 -9 1 3 3 Water quality 5 5 I 1 1 -3 3 -9 -1 4 -4 Air Quality 5 5 -2 4 -8 -3 4 -12 3 4 12 Nolse Level 5 5 .2 4 -8 -1 2 -2 2 4 8 Blotic Environment 5 5 -1 3 -3 -5 5 -25 5 5 25 Sanitation and waste dispos 5 5 -1 4 -4 -3 4 -12 2 5 10 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -4 4 -16 -3 3 -9 4 4 16 ______-32 _ _ __ -120 109 Magnitude: Defined in a scale of I to 5 ( "+ Indlcates beneficlal Impact and "-" Indicates adverse Impact) Importance: Defined in a scale of 1 to 5 (Importance means the significance of the particular action on the environmental criterlalfactor) Positive and beneficial impact: 200-300 Positive and moderate Impact: 100-199 No appreciableImpact: 0-99 Negativeand moderate Impact: 1 to -100 Negativeand significant Impact: -101to -200 Negativeand adverse Impact: -200to -300 Karnataka State Hlighways Environmental Impact Assessment Report Improvement Project Appendix 6.5 Route-5 Link A Locatton- A.P. Border To Ralchur Maximum No Pro act .Upgradat In without Mitigation Measures Jpgradati n with Mitigation Measure Impact Criteria Magnitude(m) importance(w) m w m-w m w m-w m w mw Location 5(Maxl 5(Max) Gravityflow Irrigation 5 5 Reservoirsbehind dams 5 5 _ Deforestation 5 5 _ _ . Road drainage 5 5 3 3 9 -4 4 *16 4 4 18 Road Design 5 5 .3 3 -t -3 4 -12 5 5 25 Land Resources 5 5 1 1 1 -3 4 -12 -3 3 .9 Sol Quality 5 5 1 2 2 -2 3 4 1 3 3 Water Resources 5 5 1 2 2 -3 3 .9 I 3 Water qualty 5 5 1 11 -3 3 *9 -1 4 -4 Air Quality 5 5 -2 4 -8 -3 3 .9 4 4 18 Noise Level 5 5 -2 4 4 -2 2 -4 2 4 8 Biotic Environment 5 5 -2 3 .6 -2 5 -10 3 5 15 Sanitation and waste disposal 5 5 -1 4 -4 -3 4 -12 2 5 10 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -3 4 -12 -2 -11 4 4 16 ______-31 ______-101 __ _ _o___ 0 Magnitude: Defined In a scale of I to 5 " Iindicates beneficial Impact and - Indicates adverse Impact) Importance: Defined In a scale of I to 5( Importance means the significance of the particular action on the environmental criterla/factor) Positive and beneficlal Impact: 200 to 300 Positive and moderate Impact: 100 to199 No appreciable Impact: 0 to 99 Negative and moderate Impact: -1 to -100 Negative and signlficant Impact: -101to -200 Negative and adverse Impact: -200to -300 Kamataka State Highways Environmental Impact Assessrnint Report Improvement Project Appendix 6.5 Route-5, Link B, Location- Ralchur to Kalmaia junction Maxirmum No Prolect Upgradatf n without Mltigation Measure Uoigradation with mItigation measure Impact Criteria Magnitude(m) Weightage(w) m w m w m w m w m w m w Location _ T_ Gravity flow irrigation 5 5 _ _ _ Reservoirs behind dams 5 5 _ _ _ Deforestation 5 5 _ _ _ Road drainage 5 5 3 3 -4 4 -16 4 4 16 Road Design 5 5 -3 3 -9 -3 4 -12 5 5 25 Land Resources 5 5 1 1 1 -3 4 -12 -3 3 -9 Soil Quality 5 5 1 2 2 -2 3 -6 1 3 3 Water Resources 5 5 1 2 2 -3 3 .9 I 3 3 Water quality 5 5 1 1 1 -3 3 -9 -1 4 -4 Air Quality 5 5 -2 4 -8 -3 4 -12 4 4 16 Noise Level 5 5 2 4 -8 -1 2 -2 2 4 8 Biotic Environment 5 5 -1 3 .3 -2 5 -10 3 5 15 Sanitation and waste disposal 5 5 -1 4 -4 -3 4 .12 2 5 10 Employment opportunities 5 5 1 1 1 2 2 4 3 3 9 Safety 5 5 -3 4 -12 -l 3 -3 4 4 16 tY______=______=______-28 ______-99 ______8_____ 108 Magnitude: Defined In a scale of I to 5 ( +" Indicates beneficial Impact and -" Indicates adverse Impact) Importance: Denned In a scale of I to 5 (Importance means the significance of the particular action on the environmental criterila/factor) Positive and beneficial Impact: 200 to 300 Positive and moderate impact: 100 to 199 No appreciable Impact: 0 to 99 Negative and moderate Impact: -1 to .100 Negative and significant Impact: -101 to -200 Negative and adverse Impact: -200 to -300 Appendix 7.1 Karnataka State Highways FrnvirontmientalImpact Asscssmi,. .ol l Improvemenit Project Appendix 7.1 Public Consultation at Routel: Kallur Village, Taluk Manvi, District- Raichur- 5"' June,2000 SI.No Issucs Public Perception Consultants' Recommendation Nlitigation Nicasure I I.and Compensation has to be on par with the prevalent market rates for the The respondents' awareness level is very high. Resettleineiet Actionl Plan acquisition land. Besides, the PAP's unequivocally expressed that the The land acquisition and compensation dispersal will adequately addresses the benefits compensation should be paid before the land is acquired and the civil have to be transparent and efficient so as to avoid any to be extended to the Project works start. problems in future. affected Persons and has an inbuilt clause that compensation disbursement and benefits are to be disbuIsed to the PAPs before commenicemenit of civil works 2 Encroachme While the PAPs do agree that there have been illegal occupancy and The PWD should strictly maintain its Legal ROW. The project envisages under its nt/ encroachment of the govt. land, and that they cannot get any Roadside vendors and shopkeepers must be prevented R&R policy to extend Shiftinig Encroachers compensation for the land occupied, they nevertheless feel that from spilling over to the ROW irrespective of the days or Allowance, housinig facility government should extend some amount of assistance. Since the activities. Shifting allowance can be extended to the ulider EWS schemes to the sources of livelihood for most of the likely PAP's/PAFs is dependent encroachers. encroachers losing their upon agriculture, they expressed concern over their displacement as it livelihood depending upoIl the would result in moving away from their workplace i.e. the agricultural poverty line status. The details fields. Proximity to the fields ensures them a regular job as casual are given in the RAP. labourers or farm hands in the agriculture fields. For encroachers it was suggested that though they are not legally entitled for compensation, they could however be linked to the ongoing government housing schemes like the Ashraya Housing Scheme or the government could acquire land, convert them into plots and allow the displaced families to build houses there. Nevertheless, some of the squatters felt that they should be provided with land and monetary assistance to construct the lost structure. 3 Resettlement Those likely to lose commercial structures felt that the best option is to The Local Municipal authorities must be involved in 'I'here is a provision in tle RAP allow them to continue in the existing locales by shifting a little beyond exploring the possibility of providing alternate site for for makinig available 250sq.ft of' the COI. Ilowever, they also consented on the option of commercial commercial complex or make provisions for a market shop area in a complex to the complexes let out on rent basis with vicinity to the road. place on municipal or panchayats land, preferably near Below Poverty l.ine Squatters at the road alignment. a cost to be decided by the (GOK. Shifting allowance can be extended to the encroachers and squatters. A7-1 Scott Wilson / ('ES / lIIE Karnataka State Hlighways Environmental Impact Assessimient Report Improvemenit Project Appendix 7.1 Sl.No Issues Public Perception Consultants' Recommendation Mitigatio.ii Mcasuire 4 Fauploylienit A Fiewsquattei-s insisted onigettinig eitlier a governmenit job or at least It is evident the people are muchi inclined towards a 'Ihere is a pr(visioll in the R&R and some monetary assistance from the authorities. The populace in general govemment job as it offers good pay and security. Project policy that the Contractor while economic could not relate to the economic benefits of a road development related employment opportunities did not evince any execution has to give prefereilce benefits project. interest. to the PAPs in jobs. No governmenit jobs are to be extended to the PAI's. 5 Enviroimcint The respondents were interested in planting fruit bearing trees as The awareness about environment is very much evident The plantation programme will al aspects avenue plantation, Neem and Tamarind trees. here. Proximity to Manvi and Raichur also ensures take care of the roadside avenie appreciable social, environimental and political awareness plantation. of the respondents. Community The public opined that such assets which belong to the entire village The project involves re -establishment of the assets Necessary re-locations already assets like handpumps and shrines, etc., and those likely to be affected due to alongwith the participation of the other various covered in engineerinig designs the project would have to be relocated and that it would extend its departments. and RAP. Cost of the relocation support and help in locating a suitable site for the same and in also iicltided in the RAP reconstructingthe lost assets. 6 Sanitary The people enquired about any assistance being extended to the The PIIED should explore the possibility of immediately The project in the first phase facilities development of sanitary facilities and water supply in the village, as providing public lavatories and drains in the village. The does not envisage providing the community hygiene and sewerage conditions are very poor. Water prevailing condition is a major health hazard. these facilities. The PWD will pools and puddles are a major eyesore and breeding conditions for interact with the PHiED and mosquitoes. request the PIIED to take the necessary action in the affected stretches 7 Safety School Children are a vulnerable lot in this stretch as there is a high Proper road signage and improvement of the pavement Engineering Designs have taken Aspects school in the village and many students use the road to reach the will greatly reduce the incidence of any mishap especially into account adequate safety school. People opined that Proper Safety measures and road signs were in areas like Karatgi etc. considerations and road firniture. needed. Design spee(ds have been reduice(i in settlements. A7-2 Scott Wilson / CES / IIIE Karnataka State Highways Environmental Impact Assessment Report Improvement Project Appendix 7.1 LIST OF PARTICIPANTS 1. Phollamma 2. Maktumbi 3. Abdullka Ajid 4. Sabira Hussain 5. Naseer Hussain Mulla 6. Shantappa Pujar 7. I.Veera Reddy 8. Narasanna Slo Ramayya 9. Adullah Nabi 10. Yaduraj 11. P.Amaranna 12. Shetty Gandeppa Sarkar 13. Ramakka 14. J.Seetarama Reddy 15. K.Suryakant Venkatesh 16. Nabisab Khaja Hussain 17. Sanna Ramanna S/o Kallurayya 18. Madeva Hottara 19. Narasappa 20. Rajanna S/o Eswaramma 21. Ibrahim 22. J.Shamsundar 23. SatyanarayanReddy 24. A.Narayan 25. Nooruddin Sab 26. Sirab Sultan 27. Shalam Khan 28. Tulekha Begum 29. Amaresh 30. Mohammad S/o MohammadEsmial 31. Padmavathi W/o Narasappa 32. Shelam Sab Davalsab 33. Gokarnappa. R 34. K. Thimauua 35. Hassamsab Sab B/o Rehman Sab 36. Veeresha 37. Parashuram 38. HanumantappaS/o Tippayya 39. Lalsab 40. SheshappaPujari 41. Vittal Rao 42. Kishan Rao 43. Amaresha 44. Naddar Kullar 45. Sharadamma 46. RagavendraS/o T.I. Shetty 47. Khairunnisa Begum 48. Saraswati 49. Rangamma A7-3 Scott Wilson / CES IIIE Karilataka State Ilighways Environmiental Impact Assessmienl Report hinprovcnicnt l'roject Appenidix 7.1 Public Consultation at Route 2 A- Gorebal Village, Taluk- Sindhnur, Raichur District- 5 th June, 2000 SI.No Issues Public Perception Consultants' Recommendation Nlitigation M1easures I L.and Compensation has to be on par with the prevalent market rates for The respondents' awareness level is very high. Resettlement Action Plan aclequately acquisition the land. Besides, the PAP's unequivocally expressed that the The land acquisition and compensation addresses the benefits to be extendled to the compenisationi should be paid before the land is acquired and the dispersal will have to be transparent and Project affected Persons an(d has an inbuilt civil works start. Most of the villagers present efficient so as to avoid any problems in future. clause thiat compenisatioin dlisbursemilenitand benefits are to he dlisburtsed to thie P'Als before commencemileiit of civil xvoiks 2 Encroachiment/ While both the categories agreed that there has been encroachment The PWD should strictly maintain its Legal The project envisages under its R&R policy to Flucroacheis of' ROW, uLn(lerexistinig circumstances, thcy expressed their ROW. Roadside vendors and shopkeepers extend Shifting Allowance, housing facility apprelhensioI about shiitilng l'rom their present abode. liowever, must be prevented from spilling over to the undeILEWS schieimes to the eiicioachierslosinig givenl shifting assistance, thiey are ready to vacate the encroached ROW irrespective of the days or activities. their livelihood diependinig UpoIl the poverty lan(l. As far as squatters are concerined, they expect shifting Shifting allowance can be extended to the liie status. In the ease ol'squiatters shiftiign allowance. . encroachers. allowance to be extendced only to Squatters .______BPL.______The______details______are______given______in__BPLL.TThetdetailseareggiveniinAthe PRAP 3 Resettlement As far as commercial structures are concemed, people felt that the The Local Municipal authorities must be There is a provision in the RAP for making best option is to allow them to continue in the existing locales by involved in exploring the possibility of available 250sq.ft of sliop area in a complex to shiftinig a little beyond the COI. However, they also consented on providing altemate site for commercial the Below Poverty Line Squatters at a cost to the option of commercial complexes let out on rent basis with complex or make provisions for a market be decided by the GOK. vicinity to the road. place on municipal or panchayats land, As for the encroachers and squatters whose residential structures preferably near the road alignment. are likely to be affected, the respondents felt that Resettlement sites with amenities would be a feasible option. Shifting allowance can be extended to the .______encroachers and squatters. 5 Environmenital The respondents agreed that environmental enhancement in the The awareness about environment is very 'I'he plantation programilme will take care of aspects form of avenue plantations is required and showed willingness to much evident here. Proximity to Siidlinur also the roadside avenie plantationi. maintain the plantations. They are of the opinion that this must be ensures appreciable social, environmental and entrusted to the panchayat. The panchayat and town municipalities political awareness of the respondents. are already involved in the maintenance of the village drains. The villagers see no problem in implementing this if the funds are made available. _____ Coimmtinity The public opined that assets like wells, hand pumps etc. should The project involves re -establishment of the Necessary re-locations already covered in assets be relocated and that they would extend their support and help in assets alongwith the participation of the other engineering designs and RAP. Cost of the locating a suitable site for the same and in relocating the lost various departments. relocation also incltided in the RAP ______assets. 6 Sanitary Sanitary facilities are lacking in the area and are more evident as Toilets and sanitation facilities are a mnustin The project in the first pliase (hoes not A7-4 Scoti Viglson/ ('ES / 1111. Kainataka State 1-Highiways Environimiental Impact Assessinelt Rcpoit Improvement Project Appendix 7. 1 SI.No Issues Public Perception Consultants' Recommendation Mitigation Measures facilities one nears rural settlements and otitskirts of the urban areas. The this area. The PHED should be asked to look envisage providing these facilities. The PWD participants did not have any views to offer regarding the into this aspect. will interact with the PHED and reqtuest the establishment of public lavatories. PHED to take the necessaryaction in the affected stretches 7 Safety Aspects Safety aspects evinced interest in the public but any new insight Proper road signage and improvement of the Engineering Designs have taken into account was not offered by them pavement will greatly reduce the incidence of adequate safety considerations and road any mishap especially in areas like Karatgi furniture. Design speeds have been reduced in A7-5etc. settlements. A7-5 Scott Wilson f/( [-- / II-P Karnataka State Hiehwavs Environmental Impact Assessment Report Improvement Project Appendix 7.1 LIST OF PARTICIPANTS 1. RamakrishnaS/o Narsappa 2. Anjanavya SwNamy 3. K.Shivraj. S/o Ambanna 4. Mahesh S/o Amalayya 5. Siddalingayya S/o Amalayya 6. HanamanagoudaS/o Amalayya 7. Basavaraj S/o Shankarappa 8. Bhimappa S/o MalleshappaChanalli Cross 9. ShantabaiPratapsingh 10. GangammaHugul 11. Chinappa S/o Venkatappa 12. Palayya S/o Venkatesh 13. Abdul Gayum 14. Mohammad Rafiq S/o Shiekh Shawul 15. Palakshayya Sio Rachayya 16. Basappa S/o Durgappa 17. Nabisab S/o Karimsab 18. ShankarammaW/o Malappa 19. HanumanthaReddy 20. Motelpal Subbanna 21. Amalappa S/o Basanna 22. Ambanna S/o Bhimanna 23. Rngamma W/o Hulgappa 24. Md.Sab S/o Shamid Sab (Munnibegam) 25. Mallappa S/o Satyappa 26. Rachamma W/o Mahadevappa 27. Holemma W/o Siddaramappa 28. Basamma W/o Hanumantappa 29. Mallappa S/o Amalappa 30. Shekangouda 31. Amaramma W/o Veeresh 32. Dodda Basappa Siddappa (LakshmammaW/o Doddabasappa) 33. Niranjan Rao 34. Amalappa S/o Shivanna 35. J.Surya Narayan 36. Lakshmi Devi 37. K. Ryomti D/o Ramanjaneyulu 38. K.Ramanjanevulu 39. Siddappa Slo Gangappa 40. Y.P. Subbaravadu 41. A.V. Pramila 42. Amaresh (Kamal Kirani Stores) 43. Durgappa S/o Parappa 44. Veerayya S.o Sharanavya 45. Umapathi S/o Shekarayya 46. Bhimachar S/o Venkobachar(Kirana shop) 47. G. Sanna Sharanegouda 48. Bettadayya Swami S/o GadayyaSwamy 49. Renukayya Shetty.J.M(Hotel) A7-0 Scott \Wilson / CES IIIE Kamataka State Highways EnvironmentalImpact AssessmentReport Improvement Project Appendix 7.1 50. Veeranna Moolimani 51. Lakshman Singh 52. Hasalappa S/o Savarappa 53. H.Veeresh (Barber shop) 54. Chandrappa S/o Sunkappa 55. Venkatesh S/o Nagappa 56. Nagappa S/o Hanamamma 57. Durgappa S/o Thippanna 58. Hanumantappa S/o Haralappa Chaluadi 59. Sanjeevapp Chaluvadi 60. Hulagappa Chaluvadi 61. Basappa Harijan 62. Baleppa S/o Hanumantappa 63. Basappa S/o Hanumantappa 64. Ulavappa S/o Hanumantappa 65. Lakshmappa S/o Yamanappa 66. Muddappa S/o Ulavuppa 67. Gangappa S/o Ulavuppa 68. Sannasalappa S/o Ulavuppa 69. Hanumanth S/o Bulappa A7-7 Scott Wilson/ CES / IIIE Karoataka State Highways Environmental Impact Assessmicnt Report Imiprovemient Project Appendix 7.1 PublicConsultation at Route 2 B - Chikkebenekal Village, Taluk-Gangawati, District Kopp 1l,04 June 2000 Sl.No _ Issues Public Perception Consultants' Recommendation Mitigation Measures I.and Compensation for land acquisition has to be on par with the The respondents' awareness level is very high. Resettlement Action Plan adequately acquisition prevalent market rates for the land. It was also suggested that The land acquisition and compensation addresses the benefits to be exten(led to the compeinsationi is provided for the standing crops at the time of dispersal will have to be transparent and Project affected Persons aid lias an ilbuilt implementation and value of land for the stretch is based on efficient so as to avoid any problems in future. clause that comipenisationidlishursciictit aii(n iiariket value or the registration valie, whichi ever is highier. It was benefits are to be disbur-sed to the PAI's betbic also opmied that wherever tilc loss is less thani 2 acres (tile landl to commiieiemcnit oi civil works be acquired would not be more than 3-4 Mts. for each plot), then cash for land is a better option. Allis was so opined because the populace 1'eltthat even in such a loss if' lanid lost is compensated by land, this would not be economically viable for the land loser as that portion of the land would not be given at the same place where he has his remaining part of land. However, if a person were likely to lose more than 2 acres, then land for land would be an ideal option. 2 Encroachment/ While the people agree that there has been encroachment of ROW, The PWD should strictly maintain its Legal The project envisages under its R&R policy to Encroachers under existing circumstances, they expressed their inconvenience ROW. Roadside vendors and shopkeepers extend Shifting Allowanice, housinig tacility to shift from their present abode. However, given shifting must be prevented from spilling over to the unider EWS schemles to the encroachiers losing assistance, they are ready to vacate the encroached land. ROW irrespective of the days or activities. their livelihood (lepending upoin the poverty Shifting allowance can be extended to the line status. In the case ol' squatters shi'tiig encroachers. allowance to be extended onily to Squatters _.______BPL. The details are given in the RAI). 3 Resettlement As far as commercial structures are concerned, people felt that the The Local Municipal authorities must be There is a provision in the RAP for making best option is to allow them to continue in the existing locales by involved in exploring the possibility of available 250sq.ft of shop area in a complex to shifting a little beyond the COI. Ilowever, they also consented on providing alternate site for commercial the Below Poverty Line Squatters at a cost to the option of commercial complexes let out on rent basis with complex or make provisions for a market be decided by the GOK. vicinity to the road. place on municipal or panchayat land, preferably near the road alignment. 4 Employment For those losing commercial structure, the villagers suggested that It is evident the people are much inclined Benefits to be extended as per R&R policy and economic they be provided with cash compensation for the structure, land towards a government job as it offers good and RAP content. No gover-nilimenitjobs will be benefits for the land and a government job. pay and security provided. 5 Environmenital The respondents agreed that environmental enhancement in the The awareness about environment is very The plantation programilie will take care of aspects form of avenue plantations is required and showed williigness to much evident here. Proximity to Gangawati the roadside avenie plantation. TI'he PWD will maintain the plantations. They are of the opinion that this must be town has also resulted in appreciable social, inter act with the PIIE;) for niaintairiinig arid A7-8 Scott Wilson/ Cl'S i IIIE Karnataka State Highways EinvironimientalImpact Asscssnieiit Report limprovement Plroject Appendlix 7.1 SI.No Issues Public Perception Consultants'Recommendation Miligation Measures entrmsted to the panchayat. The panchayat are already involved in environmental and political awareness of the improivement of drains within the village the maintenance of the village drains. The villagers see no respondents. problem in implementing this if the funds are made available. 6 Community The public opined that assets like wells, hand pumps etc. should The project involves re -establishment of the Necessary re-locations already covered in assets be relocated and that they would extend their support and help in assets alongwith the participation of the other engineering designs and RAP. Cost of the locating a suitable site for the same and in relocating the lost various departments. relocation also include(d in thc RAP assets. 7 Saniitary Sanitary facilities are lacking in the area and are more evident as Toilets and sanitation facilities are a must in The project in the first phase does not I:acilities one nears rural settlements and outskirts of the urban areas. The this area. The PHIED should be asked to look envisage providing thesc facilities. TIhel PW) participants wanted a public lavatory near the school to cater to the into this aspect. will interact with the PIIED and reqluest the school children as the school children defecate by the roadside. PHED to take the necessary action in the affected stretches 8 Safety Aspects Safety aspects evinced interest in the public but any new insight Proper road signage and improvement of the Engineering Designs have taken into account was not offered by them pavement will greatly reduce the incidence of adequate safety considerations and road any mishap especially in areas like fumiture. Design speeds have been reduced in Waddarahatti. settlements. A7-9 Scott Wilson / (ES / ilIE Karnataka State Highways Environrnental Impact Assessment Report Improvement Project Appendix 7.1 LIST OF PARTICIP.ANTS I . Martab Sab Vaddarhatt. 2. Sugappa. 3. Nagappa. 4. Hoshnisaab 5. Gundappa. 6. Eramma 7. Yamunamma 8. Mariamma 9. Hanumamma 10. Nagamma 11. Parvathamma 12. Lingappa 13. Sarasamma 14. Indramma 15. Lingappa 16. Balanagowda 17. Varashappa 18. Gangappa 19. Hulagappa 20. ShameedSaab 21. Shami Saab 22. Yallusa 23. Ibrahim Saab 24. Manappa Kambara 25. Hanumantappa 26. Lakshmana 27. Lakkappa.H 28. S.F.Koppal 29. Basappa 30. C. B. Patil 31. B.Earappa A7-l1 Scott Wilson / CES IIIE Karnataka State Highways Environmental Impact Assessieiiit Repolt Improvement Project Appeindix 7.1 Public Consultation at Route 3 D at Hallikhed-K, Homnabad T'aluk, Bidar District 15"' April 2000 SI.No Issues Public Perception Consultants'Recommendation Mitigationi Mleasures I Land Compensation has to be on par with the prevalent market rates for Following the discussion, it was evident that Resettlement Action Plan adequately acquisition the land. The choice seemed to be more towards cash for land as changing the alignment will not be feasible, as addresses the benefits to be extended to the land of similar quality is scarce given the terrain of the region. In many stnictures both residential and Project affected Persons and has an ihbtuilt case of the by-pass too, the villagers suggested that the land loser commercial will be affected. So the clause that compenisationi disbursement and( be given cash for land lost. Ilowever, in case of loss of residential apprehensionis of the respondents is well benefits are to be disbursed to the P'APs befor-e structure land for lanid as an optioin was not ruled out. justified. commilencemilentof civil works 2 Encroachment/ Encroachment related issues were limited to temporary The PWD should strictly maintain its Legal The project envisages under its R&R policy to Encroachers encroachments by roadside vendors and shopkeepers on the ROW. Roadside vendors and shopkeepers extend Shifting Allowance, housing facility market day i.e. Saturdays. must be prevented from spilling over to the under EWS schemes to the encroachers losing ROW irrespective of the days or activities. their livelihood dependinig upon the poverty line status. In the case of squatters shifting allowance to be extended only to Squatters .______BPL. The details ale given in the RAP. 3 Resettlement Resettlement sites and group housing were welcomed in case more The concems of the respondents are well Thiere is a provision in the RAP for making than 20 to 25 families are losing residential structures. As far as taken. It is suggested that the existing available 250sq.ft of shop area in a complex to commercial structures are concemed, people are worried and alignment be adhered to. the Below Poverty l.ine Squatters at a cost to apprehensive about being relocated away from the village as this be decided by the (GOK. would severe their business. They fear that even at a 2-km distance or within this distance too, the same business prospects are difficult to find. Due to this, most suggest that a bypass is a better option than displacing people and disturbing their business activities. However, they seemed to appreciate the option of business complexes 4 Employment For those losing commercial structure, the villagers suggested that It is evident the people are much inclined Benefits to be extended as per R&R policy and economic they be provided with cash compensation for the structure, land towards a govemment job as it offers good and RAP content. No govenmenit jobs will be benefits for the land and a govemment job. The last point about providing pay and security. They do not anticipate any provided. a govemment job was being repeatedly stressed. This village employment opportunities during the being a major commercial centre, the villagers fear that their construction stage as it is for a temporary respective livelihoods may suffer serious setbacks if land is to be period and moreover the contractors employ acquired for widening. In such a situation, they expect that along labourers from other places. with the compensation that they would get, a Govt. job be provided to one member of each such affected family that is losing .______its shop or such other commercial establishment, 5 I'invironmental The respondents agreed that environmental enhancement in the The awareness about environimlent is very Thantation pogramUe will take care of A7-1 I Scott Wilson / CES / tIIE Karnataka State llighlways Envirotnmeintal Impact Assessmient Repot-t ImprovenmenitProject Appendix 7.1 Sl.No Issues Public Perception Consultants' Recommendation Mitigation Mcasures aspects form of avenue plantations and showed willingness to maintain the much evident here. The general indifference the roadside avenue plantation. The PWI) will plantations and are of tihe opinion that this must be entrusted to the as noticed elsewhere was not observed. inter act with tihe PlIED for maintaining and panchayat. The panchayat are already involved in the maintenance improvement of drains within the village of the village drains. The villagers see no problem in implementing_ this if the fonds are made available. 6) .Sanitary Sanitary facilities as sucih are lacking in the village. Public Toilets and sanitation facilities are a must in The project in the first phase does not Iaciiiies lavatories are not there in the village. The villagers did not have this area. The PIIED should be asked to look envisage provi(dinigthese facilities. '[he I'WD) any suggestions on the constniction or provision of stici facilities. into this aspect. will interact witil the PlIEI) and irequest the PIIED to take the necessary action in the affected stretchies 7 Safety Aspects The people do acknowledge the-fact that safety aspects are not Safety measures are of a major importance in Engineering Designs have taken into account uppcrmost in their mnid. Any measure taken by the PWD is this stretch as the road passes througlh a rolling adequate safety considerations and road welcome. Maintenance of th1emeasures did not evince any cogent terrain and the settlement is in a curve. Proper furniture. Design speeds have beeni reduced in response. road signage and improveinent of the settlements. pavement will greatly reduce the incidence of any mistap. l E _ A7-12 Scott Wilson / C-FS/ IIIE KarnatakaState Highways EnvirornmentalImpact Assessment Report ImprovementProject Appendix7.1 LIST OF PARTICIPANTS I. SubhashchandraS. Somanna. 2. Narayan Appa Rao C. Patil. 3. Rajesh BhimshaMantalker. 4. K.M. Pateel. 5. KuppannaBundi. 6. Annappa Batkal. 7. Kashappa.A. Honnali. 8. Baburao Cheelshettv. 9. BasavarajLakka. 10. Subhash Waar. 11. Kalyanrao 12. Vadiraj Chikkapatil 13. SharanappaBapun 14. NiranjappaBhandi 15. Chandrashekara 16. SiddaramIndi 17. Tukaram Chiwadi 18. RajappaMooli 19. Sangappa 20. Gundappa 21. Kamilappa 22. Nigappa BhimannaSadlapur 23. SharanappaSiddappa Halbanga 24. Tippanna GundappaUppar 25. GundappaShankrappa Chillashetty 26. NagaashettyApparao Chikkapatalagi 27. Omanna RevanasiddappaChikkapatalgi 28. Punappa ShankrappaChinnashetty 29. ManikyappaShankrappa Chinnashetty 30. Eranna Kallappa Varad 31. Nagaraj SajjannaShetty 32. Rajabai Annappa Chikkappa 33. NiranjanappaShavanappa Bhadi 34. KalyanappaShamrao Chickpatil 35. ShamraoNagappa Patil 36. AnnappaM. Ratkal 37. VijayakumarKashappa Chilshetty. 38. Dasarath Shrnappa A7-13 Scott Wilson CES / IIIE Karnataka State llighways EnvironimilentalImpact Assessment Rcport Improvement Project Appendix 7.1 PublicConsultation at Route 4: Toravi Village, Bijapir Taluk, Bijapur District - 18 th March 2000 SI.No Issues | Public Pcrception Consultants' Recommendation _Mitigation Measurc I Land acquisition The general view regarding land acquisition was to be The public is very clear about the compensation Resettlement Action Plan adequately compensated as per the prevailing market rate and on the event of issue and is conversant with the prevailing market addresses the benefits to be extended to displacement, the affected people to be rehabilitated in the village rates. People know about the compensation and the Plroject affected Persons and( has an itsclF other benefits extended to the affected personis in inbuilt cliiuse that compenisationi the UKP project. disbursenient and benefits are to be disbursed to the PAPs before commencement of civil works 2 Encroachment/ The community accepts the fact that there has been encroachment The participants in general tried to evade the The project envisages under its R&R Encroachers on the ROW but at the sante time insist that given the situation issue of encroachment and agreed to the fact that policy to extend Shifting Allowance, that they are asked to vacate tihe land. Alternate site in addition to encroachiers will have to shift to some other place houising fiacility Luld(erEWS schcmes to shifting allowanice shotild be provided as it is a matter of but within the village limits the encroachers losing their livelihood livelihood and their sustenance is entirely dependent on the road- depending upon the poverty line status. users. In the case of squatters shifting allowanice to be extended only to Squatters BPL. 'I'he details are given in ______th e R A P . 3 Resettlement The villagers are firmly against the idea of being rehabilitated at a Apprehension about R&R is well appreciated, as Resettlement sites are not under different area and are apprehensive about the basic amenities and benefits from the previous projects like UKP, considerationi in the first phase of infrastructure facility being extended to the resettlement site. The reportedly, have not reached the affected persons. KSIIIP. Adequate compenisationi and argument extended is severance from kith and kin and a sense of Most of the respondents insist on a Government benefits have been described in tIhe insecurity about the new place. The villagers are averse to the idea job. RAP. of being shifted to othier areas as their economic and business interests will be severely affected. 4 Employment and There is perceptible indifference in the people regarding the Many self interest groups are involved as the The RAP addresses the issue of makinig economic benefits employment opportunities as a result of road development. The demands vary from group to group. available shops to the squatters below roadside shopkeepers and dwellers from whom land may be poverty line at a cost decide(d by the acquired and persons running petty shops i.e. the encroachers .GOK. demanid that they should be allowed to run their business by the ______roadside beyond the land under PWD possession. __ 5 Environmental aspects The populace in general is indifferent to the environmental issues. Most of the respondents are unaware of Plantationi drive taken up by the Pill I and At least to expect community participation in this village does not environmental issues and disinterest in such Forest departimienitwill try to involve the arise. The general perception is that the issue of plantation, issues is clearly visible. local populace during the programme. maintenance of roadside public amenities is that of the respective government agencies. Respondents are not forthcoming in their ______opinion on public participation in such activities. A7-14 Scott Wilson / cES /IIIIE Karnataka State llighways Environmenital Impact Asscssiient Report Improvement Project Appendix 7.1 SI.No Issues Public Perception Consultants' Recommendation Mitigation Mleasure 6 Sanitary facilities The village lacks proper sanitation and people defecate in the Toilets and sanitation facilities are a must in this The PWD will discuss the issues with fields and by the roadside. This is a major traffic hazard especially area. Issues related to traffic accidents and the P1lED and ask themilto provide in the early morning hours and in the evenings From health and general safety did not evince any interest necessary facilities to the village hygiene aspect also this is not acceptable. 7 Safety Aspects The people were disinterested in discussing the safety aspect. Any Safety measures are of major importance in this Detailed designs have incorporated all measure taken by the govermment in this aspect is welcomed. stretch as the road passes through rolling terrain the necessary road furnituire and safety Maintenance of the measures did not evince any cogent response. and the setlement is in a curve. Proper road signage. signage and improvement of the pavement will greatlyreduce any mnishap. _l A7-15 Scott WNilson/ CES / IIIE Kamataka State Highways EnvironmentalImpact AssessmentReport ImprovementProject Appendix 7.1 List of Participants(2A) I. Gangadhar S Haldimani 2. Ramkrishna S Jayadal 3. Yamanappa Y Parsi - Haldimani 4. Shibadri A Ganji 5. Tamanna L Ganji 6. Suresh S Babaleshwar 7. Sadashiv k Ganji 8. Raju G Hadimani 9. LaxmanM Gudimani 10. Hanamanth M Gudimani 11. Basappa M Karigar 12. SabawaV Ganchinamani 13. SamappaL Hadimani 14. Bojappa L Hadimani 15. GirappaL Hadimani 16. RavatappaMaleppa Hosamani 17. Lakkappa LakshmanaGoni 18. LakkappaRavutapa Ganjinavara 19. NarayanM. Kulkami 20. Arjun Ganji 21. D.K. Biradar 22. Basavaraj.A. Patri 23. K.V. Kulkami 24. Basavaraj.K. Biradar 25. Shivananda.M. Mangali 26. MallappaN. Huttimani 27. Yallappa G. Gangenawar 28. Hanumant.R. Ganjenwar 29. M.M. Athani 30. S.G. Chalawedi(Village Accountant 31. N.L. Swadgi 32. SiddharthaGanjanur 33. N.B. Nyamgond 34. K.B. Biradar 35. Vilas. S. Bagali (Patil) 36. B.B. Biradar 37. Vilas S. Bagali 38. K.B. Biradar 39. N.L. Saralagi 40. P.S. Biradar A7-16 Scott Wilson/ CES / IIIE Karnataka State Highiways Environmental Impact AssessimienitlReport Improvement Project Appendix 7.1 PublicConsultation at Route 5 A, Yermaras village, Raichur Taluk, District Raichur- 6'h June 2000 SI.No Issues Public Perception Consultants' Recommendation Nlitigation Measures I Land Compensation has to be on par with the prevalent market rates and The respondents' awareness level is very high. The R&R policy and the RAP adequately acquiisition per square feet because the area comes under municipal limits. The land acqtuisition and compensation address the compenisation benefits and other Instead of distirbinig the structure, it was suggested that the dispersal will have to be transparent and allowances and( the disbursal proceduie also. alignment could be shifted to the left side where there is vacant efficient so as to avoid any problems in future. land. Some of them also suggested that the COI could be reduced such that there is minimum acquisition and affect on the structure. It was opined that if the remaining structure becomes unviable, the compensation shotild be paid for the whole structire and if the Govt. was not making use of the remaining piece of land, the same should be given to concerned family. 2 Encroachment/ Encroachment related issues were limited to temporary The PWD should strictly maintain its ILegal Shifting allowance to be provided to the Encroachers . encroachments by roadside vendors and shopkeepers on the ROW. Roadside vendors and shopkeepers encroachers and squatter-s as per the RAP. market day i.e. Saturdays. must be prevented from spilling over to the ROW irrespective of the days or activities. 5 Environmental The environmental aspects did not figure that high in the The disinterest in environment issues was very The project EMP has adequate measures for aspects discussion. Avenue plantation maintenance and other related much evident. environmental enhancement. issues did not evince much interest. 6 Safety Aspects The safety aspects were of concern to the respondents as the road Proper road signage and improvement of the Detailed designs have incorporated all the abuts through the village. They insisted on proper traffic signs and pavement will greatly reduce the incidence of necessary road furnitire and safety signage. safety measures. any mishap. _ A7-17 Scott Wilson / CES / IIIE KarmatakaState Highways EnvironmentalImpact AssessmentReport ImprovementProject Appendix 7.1 List of Participants 1. Prakash 2. Lakshman 3. Sakubai 4. Siddaramappa 5. Rajendra 6. Sharadammna A7-18 Scott Wilson/ CES/ IIIE